Multi-rotor vertical take-off and landing fixed-wing aircraft

Abstract

The utility model discloses a multi-rotor vertical take-off and landing fixed-wing aircraft, the aircraft comprises a cabin and wings located at the two sides of the cabin, a plurality of connecting rods are fixed on the wings, and a vertical take-off and landing power assembly is arranged on each connecting rod; the cabin is internally provided with a containing cavity, a power source and a task load, the power source and the task load are located in the containing cavity, the task load is located at the head position of the containing cavity, and the power source is located at the tail position of the containing cavity; and a cruise power device is arranged at the tail part of the cabin. The power supply and the task load are arranged in the cabin, the cruise power device is arranged at the tail of the cabin, and the power supply, the task load and the cruise power device are influenced by gravity to increase the weight of the cabin, so that the weight of the aircraft is increased, the wind and rain resistance of the aircraft is improved, the risk that the aircraft is blown away by wind is reduced, and the probability of air crash of the unmanned aerial vehicle is greatly reduced.

Description

Technical Field

[0001] The utility model relates to the technical field of unmanned aerial vehicles (UAVs), in particular to a multi-rotor vertical take-off and landing fixed-wing aircraft. Background Art

[0002] A multi-rotor vertical take-off and landing fixed-wing aircraft is an aircraft that combines the flexibility of vertical take-off and landing of a multi-rotor drone with the long flight time and high-speed flight advantages of a fixed-wing drone. By integrating a multi-rotor system and a fixed-wing system, it achieves the ability to take off and land vertically without a runway, and at the same time switches to fixed-wing mode in the air for efficient long-range flight.

[0003] In order to reduce the weight and increase the flight speed of multi-rotor vertical take-off and landing fixed-wing aircraft, the aircraft is currently equipped with a cabin that can only install the drive motor. However, this design makes it easy for the aircraft to be affected by wind and rain during flight, making it prone to crashes. Utility Model Content

[0004] The purpose of the present invention is to overcome the shortcomings of the existing technology. The present invention provides a multi-rotor vertical take-off and landing fixed-wing aircraft. By arranging a power supply and a mission load inside the cabin and a cruise power device at the tail of the cabin, the three are affected by gravity to increase the weight of the cabin, thereby increasing the weight of the aircraft, thereby improving the aircraft's wind and rain resistance, reducing the risk of the aircraft being blown away by the wind, and greatly reducing the probability of drone crashes.

[0005] Accordingly, the present invention proposes a multi-rotor vertical take-off and landing fixed-wing aircraft, the aircraft comprising: a cabin and wings located on both sides of the cabin, wherein:

[0006] A plurality of connecting rods are fixed on the wing, and each connecting rod is provided with a vertical take-off and landing power assembly;

[0007] The cabin has a receiving cavity and a power supply and a task load located in the receiving cavity, the task load is located at the head position of the receiving cavity, and the power supply is located at the tail position of the receiving cavity;

[0008] A cruise power device is provided at the rear of the cabin.

[0009] Preferably, each of the vertical take-off and landing power components comprises: a plurality of rotors, a plurality of first drive motors and a tail wing;

[0010] A plurality of the first drive motors are fixed on the connecting rod, and the plurality of the first drive motors are connected to the plurality of the rotors in a one-to-one correspondence. The tail wing is installed on one end of the connecting rod close to the cruise power device.

[0011] Preferably, the vertical take-off and landing power assembly further includes a storage basket, which is fixed on the connecting rod. A controller is provided in the storage basket, and the controller is signal-connected to the corresponding vertical take-off and landing power assembly.

[0012] Preferably, the cruise power unit includes: an engine and a propeller arranged at the end of the engine, and the propeller is driven to rotate by the engine.

[0013] Preferably, the engine is electrically connected to the power supply.

[0014] Preferably, the cruise power unit further comprises a mounting plate, the mounting plate is fixed to the tail of the nacelle, and the engine is mounted on the mounting plate.

[0015] Preferably, one end of the wing away from the cabin is bent upward to form a curved surface.

[0016] Preferably, an aileron is provided on the wing, a second drive motor is provided on one side of the aileron, and the aileron is driven by the second drive motor to rotate on the wing.

[0017] Preferably, a fixing rod is provided inside the wing, one end of the fixing rod is fixedly connected to the surface of the cabin, and the other end of the fixing rod is fixedly connected to an end of the wing away from the cabin.

[0018] Preferably, the surface of the cabin is provided with a waterproof coating, and the surface of the vertical take-off and landing power assembly is provided with a waterproof coating.

[0019] Beneficial effects of the utility model:

[0020] The present invention arranges a mission load inside the cabin, the mission load is located at the head of the cabin, and a cruise power unit is arranged at the tail of the cabin, so that the head and tail of the aircraft are subjected to balanced forces, thereby avoiding the aircraft from rolling or bumping due to uneven forces during flight, and greatly reducing the probability of drone crashes; the present invention arranges multiple vertical take-off and landing power components, and the multiple vertical take-off and landing power components increase the weight of the cabin, thereby increasing the weight of the aircraft, thereby improving the aircraft's wind and rain resistance, reducing the risk of the aircraft being blown away by the wind, and greatly reducing the probability of drone crashes. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0022] Figure 1 It is a structural schematic diagram of the multi-rotor vertical take-off and landing fixed-wing aircraft in the present utility model;

[0023] Figure 2 is a cross-sectional view of the cabin in the present invention;

[0024] Figure 3 It is a schematic diagram of the structure of the wing in this novel use;

[0025] Figure 4 It is a structural schematic diagram of the aileron in the utility model.

[0026] In the accompanying drawings, 1. Cabin; 10. Accommodation cavity; 11. Mission load; 12. Power supply; 2. Wing; 21. Aileron; 22. Fixing rod; 23. Second drive motor; 3. Connecting rod; 4. Vertical take-off and landing power assembly; 41. Rotor; 42. First drive motor; 43. Tail; 44. Storage basket; 5. Cruise power unit; 51. Engine; 52. Propeller; 53. Mounting plate. DETAILED DESCRIPTION

[0027] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0028] Figure 1 The structure diagram of the multi-rotor vertical take-off and landing fixed-wing aircraft in the present invention is shown. Figure 2 Shows a cross-sectional view of the cabin in the utility model, Figure 3 The structure diagram of the wing in the utility model is shown. Figure 4A structural schematic diagram of the aileron in the present invention is shown. The multi-rotor vertical take-off and landing fixed-wing aircraft includes: a cabin 1 and wings 2 located on both sides of the cabin 1. The cabin 1 adopts a large-capacity cabin 1, and the cabin 1 is bullet-shaped, which is conducive to reducing resistance during flight. The wings 2 include a left wing located on the left side of the cabin 1 and a right wing located on the right side of the cabin 1. The two wings here are fixed in the middle position of the cabin 1 and are symmetrically distributed on both sides of the cabin 1. Among them: several connecting rods 3 are fixed on the wing 2. In this embodiment, three connecting rods 3 are fixed on the left wing, and three connecting rods 3 are provided on the right wing, and the connecting rods 3 on the left wing and the connecting rods 3 on the right wing are symmetrically distributed, that is, six connecting rods 3 are fixed on the wing 2, and each of the connecting rods 3 is provided with a vertical take-off and landing power assembly 4; the cabin 1 has a accommodating cavity 10 and a power supply 12 and a mission load 11 located in the accommodating cavity 10, the mission load 11 is located at the head position of the accommodating cavity 10, and the power supply 12 is located at the tail position of the accommodating cavity 10; the tail of the cabin 1 is provided with a cruise power device 5.

[0029] Among them, the mission load 11 can be other components such as a large satellite communication antenna, a PDT base station, or an optoelectronic pod, and such components are installed inside the cabin 1, avoiding such components being installed outside the aircraft, which increases the flight resistance, and is beneficial to reducing the flight resistance of the aircraft and reducing the flight energy consumption of the aircraft.

[0030] It should be noted that the mission payload 11 is located in the middle or front of the accommodating chamber 10, and the power supply 12 is located at one end of the accommodating chamber 10 near the cruise power unit 5. The mission payload 11, power supply 12, and cruise power unit 5 are located at three different locations within the cabin, and all three simultaneously exert a force on the cabin 1, ensuring balanced forces on the aircraft. This prevents uneven forces from causing the aircraft to roll or pitch during flight, significantly reducing the probability of a drone crash. Furthermore, the influence of gravity on the three components increases the weight of the cabin 1, thereby increasing the weight of the aircraft. This improves the aircraft's resistance to wind and rain, reduces the risk of the aircraft being blown away, and significantly reduces the probability of a drone crash.

[0031] Furthermore, each vertical take-off and landing power assembly 4 includes: multiple rotors 41, multiple first drive motors 42, and a tail 43. The multiple first drive motors 42 are fixed to the connecting rods, each connected one-to-one to the multiple rotors 41. The tail 43 is mounted on the end of the connecting rods near the cruise power unit. In this embodiment, six connecting rods 3 are fixed to the wing 2. The vertical take-off and landing power assembly 4 includes four rotors 41, four first drive motors 42, and one tail 43. One of the four rotors 41 is positioned above one of the four first drive motors 42, and each rotor 41 is driven to rotate by the first drive motor 42. In other words, the entire aircraft includes twenty-four rotors 41, twenty-four first drive motors 42, and six tails 43. The twenty-four rotors 41 are distributed at different locations, increasing the total rotor disc area of the entire aircraft. When the twenty-four rotors 41 rotate simultaneously, the lift for vertical take-off is effectively increased, thereby increasing the aircraft's vertical take-off speed. The tail wing 43 is used to increase the longitudinal stability of the aircraft.

[0032] It should be noted that one of the first drive motors drives one of the four rotors 41 on the corresponding connecting rod 33, preventing the failure of the drive motor from causing the failure of the entire rotor 41 on the aircraft. This effectively reduces the risk of crashes caused by the failure of a single power unit. That is, if one of the first drive motors 42 fails, the other twenty-three first drive motors 42 can continue to operate normally and smoothly lift the aircraft to the corresponding altitude. Secondly, the long axial distance between two diagonally located rotors 41 among the twenty-four rotors 41 facilitates control of the power provided during vertical takeoff, improves the stability of the aircraft in inclement weather, and greatly enhances its use cases.

[0033] Furthermore, each vertical take-off and landing power assembly 4 also includes a storage basket 44, which is fixed to the connecting rod 3. A controller is disposed within the storage basket 44. The controller is signal-connected to the rotors 41, that is, the controller is signal-connected to the four first drive motors 42 on the corresponding connecting rods to control the first drive motors 42 to drive the rotors to rotate. The storage basket 44 is used to increase the contact area between the connecting rod 3 and the wing 2, thereby enhancing the connection strength between the connecting rod 3 and the wing 2. The controller is fixed in the storage basket to prevent rainwater or other moisture from entering the controller during flight, thereby preventing damage to the controller. This helps reduce the erosion of the controller by rainwater or other moisture, thereby extending the service life of the controller.

[0034] Furthermore, the cruise propulsion system 5 includes an engine 51 and a propeller 52 disposed at the end of the engine, which is driven to rotate by the engine. The propeller 52 is used to generate thrust, propelling the aircraft forward. When the propeller 52 rotates in the air, the air near the propeller 52 flows faster between the propeller 52 and the nacelle 1, forming a low-pressure area, thereby generating thrust. Simultaneously, the propeller 52 pushes the air backward, generating forward thrust, enabling the aircraft to move forward through the air, thereby facilitating stable flight and flexible maneuverability.

[0035] Furthermore, the engine 51 is a hybrid engine or a pure electric engine. When the engine 51 is a hybrid engine, the hybrid engine significantly reduces fuel consumption and exhaust emissions by effectively converting fuel and electrical energy, which is beneficial to reducing greenhouse gas emissions and protecting the environment. Fuel and electrical energy provide kinetic energy in turn, enabling the aircraft to cruise for a long time. The hybrid engine can store part of the electrical energy while running as backup power for later use. When the engine 51 is a pure electric engine, the pure electric engine does not produce exhaust during operation, so it does not emit harmful gases such as carbon dioxide, carbon monoxide, nitrogen oxides, etc., and has almost no pollution to the environment, which helps to improve air quality. In addition, there is no combustion and mechanical transmission process of an internal combustion engine, and the pure electric engine is extremely quiet when operating.

[0036] Furthermore, the cruise power unit also includes a mounting plate 53, which is fixed to the rear of the nacelle 1 and on which the engine 51 is mounted. The mounting plate 53 is made of heavy metal and exerts a downward force on the rear of the nacelle 1, thereby balancing the forces on the aircraft during flight, preventing the aircraft from rolling or pitching due to uneven forces, and significantly reducing the probability of a crash.

[0037] Furthermore, the engine 51 is electrically connected to the power supply 12. When the engine is a hybrid engine, the hybrid engine converts the chemical energy of the fuel into kinetic energy and electrical energy during operation, transporting the electrical energy to the power supply. The power supply stores some of the electrical energy and supplies some of the electrical energy to the first drive motor, thereby preventing the aircraft from being unable to fly for a long time due to insufficient power supply and facilitating stable flight. When the engine is a pure electric engine, the power supply 12 provides electrical energy to the pure electric engine and the first drive motor, enabling the aircraft to fly stably.

[0038] Furthermore, the end of the wing 2 away from the cabin 1 is curved upward to form a cambered surface. Specifically, the end of the left wing away from the cabin 1 is curved upward to form a cambered surface, and the end of the right wing away from the cabin 1 is curved upward to form a cambered surface. This cambered surface can improve the airflow separation problem at the end of the wing 2, reduce air rotation, and thus reduce the generation of drag, which helps save the kinetic energy of the aircraft used to resist the airflow. Secondly, this cambered surface can stabilize the airflow at the end of the wing 2, reducing turbulence caused by airflow turbulence, which helps improve the flight stability of the aircraft.

[0039] Furthermore, the wing 2 is provided with an aileron 21, and a second drive motor 23 is provided on one side of the aileron 21. The aileron 21 is driven by the second drive motor 23 to rotate on the wing 2. In this embodiment, the left wing is provided with a first aileron, which is mounted at the trailing edge of the left wing, and the right wing is provided with a second aileron, which is mounted at the trailing edge of the right wing. The aileron 21 is used to adjust the steering of the aircraft. Specifically, when the aircraft needs to tilt to the left, the second aileron on the right wing deflects downward, increasing the lift of the right wing, while the first aileron deflects upward, reducing the lift of the left wing, causing the aircraft to roll to the left. Similarly, when the aircraft needs to tilt to the right, the second aileron on the right wing deflects upward, reducing the lift of the right wing, while the first aileron deflects downward, increasing the lift of the left wing, causing the aircraft to roll to the right. This facilitates rapid adjustment of the aircraft's rolling speed and direction, thereby improving the aircraft's maneuverability.

[0040] Furthermore, a fixing rod 22 is provided inside the wing 2. One end of the fixing rod 22 is fixedly connected to the surface of the cabin 1, and the other end of the fixing rod 22 is fixedly connected to the end of the wing 2 away from the cabin 1. The fixing rod 22 is used to strengthen the connection between the wing 2 and the cabin 1, and the fixing rod 22 is used to strengthen the rigidity of the wing 2. The surface of the fixing rod 22 abuts against the inner wall of the wing 2. When the wing 2 is thrust by the airflow, the fixing rod 22 provides a reaction force to the wing 2, reducing the risk of deformation of the wing 2. During flight, the wing 2 needs to withstand various aerodynamic forces and loads. The fixing rod 22 can effectively disperse these forces, preventing excessive deformation or damage to the wing 2, and ensuring flight safety. Secondly, the fixing rod 22 can change the natural frequency of the wing 2, making the frequency of the driving force away from its natural frequency, avoiding resonance of the wing 2, and helping to improve the flight stability of the aircraft.

[0041] Furthermore, the surface of the cabin 1 is provided with a waterproof coating, and the surface of the vertical take-off and landing power assembly 4 is provided with a waterproof coating. The waterproof coating is a coating process that forms an impermeable continuous film on the surface of an object to achieve the purpose of waterproofing. The waterproof coating can effectively prevent moisture from invading the interior of the cabin 1, avoiding moisture from penetrating into the interior of the cabin 1 during use, and corroding the mission load 11 or power supply 12 inside the cabin 1, which is beneficial to preventing moisture from corroding and damaging the components of the aircraft, thereby ensuring the flight stability of the aircraft. Similarly, the waterproof coating can effectively prevent moisture from entering the storage frame, avoiding moisture from penetrating into the interior of the storage basket 44 during use, and corroding the controller in the storage basket 44, which is beneficial to preventing moisture from corroding and damaging the controller, thereby ensuring the flight stability of the aircraft.

[0042] In summary, the present invention arranges a mission load inside the cabin, the mission load is located at the head of the cabin, and a cruise power unit is arranged at the tail of the cabin, so that the head and tail of the aircraft are subjected to balanced forces, thereby avoiding the aircraft from rolling or bumping due to uneven force during flight, and greatly reducing the probability of drone crashes; the present invention arranges multiple vertical take-off and landing power components, and multiple vertical take-off and landing power components increase the weight of the cabin, thereby increasing the weight of the aircraft, thereby improving the aircraft's wind and rain resistance, reducing the risk of the aircraft being blown away by the wind, and greatly reducing the probability of drone crashes.

[0043] In addition, the above is a detailed introduction to a multi-rotor vertical take-off and landing fixed-wing aircraft provided by an embodiment of the present invention. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method and core idea of the present invention. At the same time, for general technical personnel in this field, based on the idea of the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A multi-rotor vertical take-off and landing fixed-wing aircraft, characterized in that: The aircraft comprises: a cabin and wings located on both sides of the cabin, wherein: A plurality of connecting rods are fixed on the wing, and each connecting rod is provided with a vertical take-off and landing power assembly; The cabin has a receiving cavity and a power supply and a task load located in the receiving cavity, the task load is located at the head position of the receiving cavity, and the power supply is located at the tail position of the receiving cavity; A cruise power device is provided at the rear of the cabin.

2. The multi-rotor vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that: Each of the vertical take-off and landing power assemblies includes: a plurality of rotors, a plurality of first drive motors and a tail wing; A plurality of the first drive motors are fixed on the connecting rod, and the plurality of the first drive motors are connected to the plurality of the rotors in a one-to-one correspondence. The tail wing is installed on one end of the connecting rod close to the cruise power device.

3. The multi-rotor vertical take-off and landing fixed-wing aircraft according to claim 2, characterized in that: The vertical take-off and landing power assembly further includes a storage basket, which is fixed on the connecting rod. A controller is provided in the storage basket, and the controller is signal-connected to the corresponding vertical take-off and landing power assembly.

4. The multi-rotor vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that: The cruise power device includes an engine and a propeller arranged at the end of the engine, and the propeller is driven by the engine to rotate.

5. The multi-rotor vertical take-off and landing fixed-wing aircraft according to claim 4, characterized in that: The engine is electrically connected to the power source.

6. The multi-rotor vertical take-off and landing fixed-wing aircraft according to claim 4, characterized in that: The cruise power device further comprises a mounting plate, which is fixed to the tail of the nacelle, and the engine is mounted on the mounting plate.

7. The multi-rotor vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that: One end of the wing away from the nacelle is bent upward to form a curved surface.

8. The multi-rotor vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that: The wing is provided with an aileron, one side of the aileron is provided with a second drive motor, and the aileron is driven by the second drive motor to rotate on the wing.

9. The multi-rotor vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that: A fixing rod is provided inside the wing, one end of the fixing rod is fixedly connected to the surface of the cabin, and the other end of the fixing rod is fixedly connected to an end of the wing away from the cabin.

10. The multi-rotor vertical take-off and landing fixed-wing aircraft according to claim 1, characterized in that: The surface of the cabin is provided with a waterproof coating, and the surface of the vertical take-off and landing power assembly is provided with a waterproof coating.

Images