Transverse dual-rotor hybrid vertical take-off and landing aircraft

Abstract

The utility model discloses a transverse double-rotor hybrid vertical take-off and landing aircraft, which comprises an aircraft body and high lift wings, and relates to the technical field of aircrafts. According to the transverse double-rotor hybrid vertical take-off and landing aircraft, the pull-in motors, the pull-in rotating shafts and the propelling propellers are arranged on the front side of the aircraft body, so that after the device flies in a suspended mode through the pull-up driving mechanism, horizontal thrust can be provided for the device through the pull-in motors, the pull-in rotating shafts and the propelling propellers, and power consumption of the pull-up main rotors is reduced; the forward flying speed of the aircraft is controlled by a pull-in motor, a pull-in rotating shaft and a propelling propeller, the pitching course control is changed into the mode that an empennage composed of a vertical stabilizer and a horizontal stabilizer is taken as a main part and periodic pitch change of a tilter is taken as an auxiliary part, and transverse rolling is realized by total pitch differential motion of a left main pull-up main rotor and a right main pull-up main rotor, so that the effect of low power consumption is achieved; and secondly, the lift augmentation wings are arranged between the pull-up driving mechanism and the aircraft fuselage, so that the forward flight efficiency can be improved.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, in particular to a transverse double-rotor hybrid vertical take-off and landing aircraft. Background Art

[0002] A helicopter is a type of aircraft. Currently, the mainstream helicopter classifications are: (1) single-rotor with tail rotor, (2) coaxial double-rotor, (3) intersecting rotor, and (4) tandem double-rotor. The disadvantages of the existing layouts are as follows: (1) In this layout, a tail rotor is required to counteract the anti-torque of the main rotor, but the tail rotor also consumes engine power and generates flight resistance. In layouts (2), (3), and (4), a double-rotor layout is adopted to save the power of the tail rotor, and the anti-torque is counteracted by the mutual reverse rotation of the double rotors. The problems brought about are that in the (2) layout, the double rotors are arranged overlappingly, the lower rotor is covered by the downwash of the upper rotor, the starting efficiency is low, the fuselage structure is compact, but when used as an unmanned aerial vehicle, the internal load space is extremely small (the interior of the fuselage is filled with fuel tanks, engines, main reducers, and radiators), the fuselage is short, and the vertical stabilizer is close to the axis of the fuselage, resulting in poor course stability.

[0003] (3) In the layout, the left and right rotor disks intersect, and there are also problems of aerodynamic interference. The main reducer structure is complex, and the two main shafts need to be arranged at an angle. The tip heights of the left and right rotors from the ground are close, and the landing gear or the installation position of the main reducer needs to be increased.

[0004] (4) In the layout, the rotor disks intersect front and back. The fuselage is generally rectangular. The internal space is large. The main rotors are arranged front and back. The pitching moment is large, and the attitude control force is strong. It is currently the better solution. The disadvantage is that the vertical projection area of the fuselage is large, which blocks the rotor airflow to a certain extent and reduces the efficiency. For course control, the front and rear tilters need to be differentially moved left and right to make the front and rear rotors generate left and right component forces respectively to rotate the fuselage, and the control force is lower than that of traditional layout helicopters.

[0005] In order to avoid the occurrence of the above problems, a transverse double-rotor hybrid vertical take-off and landing aircraft is proposed to solve the existing problems. Content of the Utility Model

[0006] In view of the deficiencies of the prior art, the utility model provides a transverse double-rotor hybrid vertical take-off and landing aircraft, which solves the problems of high power, weak control force, and small fuselage space of the aircraft.

[0007] To achieve the above object, the utility model is realized by the following technical solutions: a transverse double-rotor hybrid vertical takeoff and landing aircraft, including an aircraft fuselage and lift-increasing wings. There are two lift-increasing wings, and the two lift-increasing wings are respectively fixedly arranged on both sides of the aircraft fuselage. A lifting drive mechanism is arranged on one side of the lift-increasing wing. A tail wing connecting shaft is installed at the rear of the aircraft fuselage. A vertical stabilizer is fixedly connected to the rear of the tail wing connecting shaft. A horizontal stabilizer is fixedly arranged on the surface of the vertical stabilizer. A pulling motor is fixedly arranged at the front of the aircraft fuselage. The output shaft of the pulling motor is fixedly connected to a pulling rotating shaft through a coupling. Propulsion propellers are fixedly installed on both sides of the pulling rotating shaft.

[0008] Preferably, the lifting drive mechanism includes a rotor nacelle. The rotor nacelle is installed on one side of the lift-increasing wing. Tilt disc servos are fixedly arranged on the front side and the rear side of the inner cavity of the rotor nacelle. A brushless motor is fixedly arranged at the bottom of the rotor nacelle through a bracket. The output shaft of the brushless motor is fixedly connected to a rotor shaft through a coupling, and the rotor shaft penetrates through the rotor nacelle and extends to the top of the rotor nacelle. Lifting main rotors are fixedly installed on the front side and the rear side of the surface of the rotor shaft and at the top of the rotor nacelle.

[0009] Preferably, a vertical tail wing servo is fixedly installed at the bottom of the tail wing connecting shaft.

[0010] Preferably, landing gear mounting plates are fixedly connected to the front side and the rear side of one side of the rotor nacelle.

[0011] Preferably, a junction box is installed at the bottom of the aircraft fuselage.

[0012] Beneficial effects

[0013] The utility model provides a transverse double-rotor hybrid vertical takeoff and landing aircraft. Compared with the existing technology, it has the following beneficial effects: by arranging a pulling motor, a pulling rotating shaft and propulsion propellers at the front of the aircraft fuselage, after the device hovers in the air by using the lifting drive mechanism, the pulling motor, the pulling rotating shaft and the propulsion propellers can provide horizontal thrust for the device, reducing the power consumption of the lifting main rotors. And the forward flight speed of the aircraft is controlled by the pulling motor, the pulling rotating shaft and the propulsion propellers. The pitch and yaw control is changed to mainly rely on the tail wing composed of the vertical stabilizer and the horizontal stabilizer, and supplemented by the cyclic pitch change of the swashplate. The roll depends on the total pitch differential of the left and right main lifting main rotors, so as to achieve the effect of low power consumption;

[0014] Secondly, by arranging lift-increasing wings between the lifting drive mechanism and the aircraft fuselage, the forward flight efficiency can also be improved. And the rotor nacelles are arranged on both sides of the fuselage, the vertical stabilizer and the horizontal stabilizer are folded with each other and arranged on the upper side of the fuselage, achieving a small transportation size;

[0015] Secondly, the internal space of the fuselage is large, which is a whole cuboid space, facilitating the placement of goods or personnel. Brief Description of the Drawings

[0016] Figure 1 is a schematic diagram of the external structure of the present utility model;

[0017] Figure 2 is a bottom view of the fuselage structure of the aircraft of the present utility model;

[0018] Figure 3 is a side view of the fuselage structure of the aircraft of the present utility model.

[0019] In the figure: 1, aircraft fuselage; 2, lift wing; 3, lift drive mechanism; 31, rotor nacelle; 32, swashplate servo; 33, brushless motor; 34, rotor shaft; 35, lift main rotor; 4, tail wing connecting shaft; 5, vertical stabilizer; 6, horizontal stabilizer; 7, pull-in motor; 8, pull-in rotating shaft; 9, propeller; 10, vertical tail servo; 11, landing gear mounting plate; 12, junction box. Detailed Embodiment

[0020] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the drawings in the embodiments of the present utility model.

[0021] Please refer to Figures 1-3 , the present utility model provides a technical solution: a tandem dual-rotor hybrid vertical takeoff and landing aircraft, including an aircraft fuselage 1 and lift wings 2. There are two lift wings 2, and the two lift wings 2 are respectively fixedly arranged on both sides of the aircraft fuselage 1. One side of the lift wing 2 is provided with a lift drive mechanism 3. The lift drive mechanism 3 includes a rotor nacelle 31. The rotor nacelle 31 is installed on one side of the lift wing 2. In the front and rear of the inner cavity of the rotor nacelle 31, swashplate servos 32 are fixedly arranged. The bottom of the rotor nacelle 31 is fixedly provided with a brushless motor 33 through a bracket. The output shaft of the brushless motor 33 is fixedly connected with a rotor shaft 34 through a coupling. The rotor shaft 34 penetrates through the rotor nacelle 31 and extends to the top of the rotor nacelle 31. On the front and rear sides of the surface of the rotor shaft 34 and at the top of the rotor nacelle 31, lift main rotors 35 are fixedly installed. A junction box 12 is installed at the bottom of the aircraft fuselage 1;

[0022] Among them: for the convenience of installing the landing gear, landing gear mounting plates 11 are fixedly connected to the front and rear sides of one side of the rotor nacelle 31.

[0023] Further: For the convenience of flying and propelling the aircraft fuselage 1 and reducing the power consumption of the lifting main rotor 35, a tail wing connecting shaft 4 is installed at the rear side of the aircraft fuselage 1. A vertical stabilizer 5 is fixedly connected to the rear side of the tail wing connecting shaft 4. A horizontal stabilizer 6 is fixedly arranged on the surface of the vertical stabilizer 5. A pulling motor 7 is fixedly arranged at the front side of the aircraft fuselage 1. The output shaft of the pulling motor 7 is fixedly connected with a pulling rotating shaft 8 through a coupling. Propelling propellers 9 are fixedly installed on both sides of the pulling rotating shaft 8. A vertical tail wing servo 10 is fixedly installed at the bottom of the tail wing connecting shaft 4.

[0024] During use, the brushless motor 33 drives the rotor shaft 34 and the lifting main rotor 35 to rotate at high speed, so that the whole device ascends upward in the same control mode as that of a traditional helicopter. When the device enters the high-speed cruising state, the output power of the pulling motor 7 is started and increased, so that the pulling motor 7 drives the pulling rotating shaft 8 and the propelling propellers 9 to rotate at high speed, providing horizontal thrust for the device. The aircraft starts to fly forward. As the forward flight speed increases, the power consumption of the lifting main rotor 35 gradually decreases until it is disengaged from the power and rotates automatically by the wind speed of the forward flight. At this time, the forward flight speed of the aircraft is controlled by the propelling propellers 9. The pitch and heading control becomes mainly based on the tail wing composed of the vertical stabilizer 5 and the vertical stabilizer 5, supplemented by the cyclic pitch of the swashplate. The roll depends on the total pitch differential of the left and right lifting main rotors 35.

Claims

1. A horizontally arranged twin-rotor hybrid vertical take-off and landing aircraft, comprising an aircraft fuselage (1) and a lift-enhancing wing (2), wherein two lift-enhancing wings (2) are provided, and the two lift-enhancing wings (2) are respectively fixedly arranged on both sides of the aircraft fuselage (1), characterized in that: A lifting drive mechanism (3) is provided on one side of the high-lift wing (2); a tail connecting shaft (4) is installed on the rear side of the aircraft fuselage (1); a vertical stabilizer (5) is fixedly connected to the rear side of the tail connecting shaft (4); a horizontal stabilizer (6) is fixedly provided on the surface of the vertical stabilizer (5); a pulling-in motor (7) is fixedly provided on the front side of the aircraft fuselage (1); an output shaft of the pulling-in motor (7) is fixedly connected to a pulling-in rotating shaft (8) via a coupling; and propulsion propellers (9) are fixedly provided on both sides of the pulling-in rotating shaft (8).

2. The horizontal twin-rotor hybrid vertical take-off and landing aircraft according to claim 1, characterized in that: The lift drive mechanism (3) comprises a rotor nacelle (31), the rotor nacelle (31) is mounted on one side of the high-lift wing (2), a swash plate servo (32) is fixedly arranged on the front and rear sides of the inner cavity of the rotor nacelle (31), a brushless motor (33) is fixedly arranged at the bottom of the rotor nacelle (31) via a bracket, the output shaft of the brushless motor (33) is fixedly connected to a rotor shaft (34) via a coupling, and the rotor shaft (34) passes through the rotor nacelle (31) and extends to the top of the rotor nacelle (31), and a lift main rotor (35) is fixedly installed on the front and rear sides of the surface of the rotor shaft (34) and located at the top of the rotor nacelle (31).

3. The horizontal twin-rotor hybrid vertical take-off and landing aircraft according to claim 1, characterized in that: A vertical tail servo (10) is fixedly mounted on the bottom of the tail connecting shaft (4).

4. The horizontal twin-rotor hybrid vertical take-off and landing aircraft according to claim 2, characterized in that: The front side and the rear side of one side of the rotor nacelle (31) are both fixedly connected with a landing gear mounting plate (11).

5. The horizontal twin-rotor hybrid vertical take-off and landing aircraft according to claim 1, characterized in that: A junction box (12) is installed at the bottom of the aircraft fuselage (1).

Images