Double-wing vertical take-off and landing aircraft

Abstract

The utility model discloses a double-wing vertical take-off and landing aircraft which comprises a cabin, a first wing, a second wing, a plurality of power rods and power assemblies located on the power rods, the first wing is located at the head of the cabin, the second wing is located at the tail of the cabin, and the power rods are symmetrically distributed on the two sides of the cabin; each power unit comprises a take-off and landing rotor wing, a first inclined rotor wing and a second inclined rotor wing; the first inclined rotors are located at the ends, close to the cabin head, of the corresponding power rods, and the second inclined rotors are located at the ends, close to the cabin tail, of the corresponding power rods. The take-off and landing rotors are located on the corresponding power rods and located between the first inclined rotor and the second inclined rotor. The first inclined rotor wing and the second inclined rotor wing are arranged, the first inclined rotor wing is installed on the power rod at a fixed angle, the second inclined rotor wing is installed on the power rod at a fixed angle, acting force is provided from two directions, and the stability of the aircraft is improved.

Description

Technical Field

[0001] The utility model relates to the field of unmanned aerial vehicles, in particular to a double-wing vertical take-off and landing aircraft. Background Art

[0002] Twin-wing vertical takeoff and landing (VTOL) aircraft are a new type of aircraft that combines the characteristics of fixed-wing and rotary-wing aircraft. Through their twin wings and rotor systems, these aircraft achieve both the high-speed cruising capabilities of fixed-wing aircraft and the vertical takeoff and landing and hovering capabilities of helicopters.

[0003] Currently, the vertical takeoff and landing (VTOL) portion of a twin-wing vertical takeoff and landing (VTOL) aircraft is powered by the same rotor for both propulsion and cruising. However, the rotors must be rotated at different angles to alter the propulsion method. However, this design requires high technical requirements for the tilting mechanism and is prone to malfunction, potentially causing an aircraft accident. Utility Model Content

[0004] The purpose of the present invention is to overcome the shortcomings of the existing technology. The present invention provides a twin-wing vertical take-off and landing aircraft. By setting a first tilt rotor and a second tilt rotor, the first tilt rotor is installed on the power rod at a fixed angle, and the second tilt rotor is installed on the power rod at a fixed angle, so as to avoid malfunction when rotating the rotor and causing an aircraft accident, which is beneficial to improving the stability of the aircraft.

[0005] Accordingly, the present invention provides a twin-wing vertical take-off and landing aircraft, comprising: a cabin, a first wing and a second wing, a plurality of power rods, and a power assembly located on each power rod, wherein the first wing is located at the head of the cabin, the second wing is located at the tail of the cabin, one end of any power rod is fixed to the first wing, and the other end of any power rod is fixed to the second wing, and the plurality of power rods are symmetrically distributed on both sides of the cabin;

[0006] Each of the power assemblies includes: a take-off and landing rotor, a first tilt rotor, and a second tilt rotor;

[0007] The first tilt rotor is located at an end of the power rod close to the head of the nacelle, and the second tilt rotor is located at an end of the power rod close to the tail of the nacelle;

[0008] The take-off and landing rotor is located on the corresponding power rod, and the take-off and landing rotor is located between the first tilt rotor and the second tilt rotor.

[0009] Preferably, the angle formed between the first tilt rotor and the power rod is α, the angle formed between the second tilt rotor and the power rod is β, the constraint range of the angle α formed between the first tilt rotor and the power rod is 30° to 60°, and the constraint range of the angle β formed between the second tilt rotor and the power rod is 30° to 60°.

[0010] Preferably, each of the power components further comprises: a first drive motor;

[0011] The take-off and landing rotor is inserted into the output end of the first drive motor, and the take-off and landing rotor is driven to rotate by the first drive motor.

[0012] Preferably, each of the power components further includes a second drive motor and a third drive motor;

[0013] The first tilt rotor is inserted into the output end of the first drive motor, and the first tilt rotor is driven to rotate by the first drive motor;

[0014] The second tilt rotor is inserted into the output end of the second drive motor, and the second tilt rotor is driven to rotate by the second drive motor.

[0015] Preferably, the power rod is provided with more than one connecting rod, and the more than one connecting rod is sleeved on the power rod, and the connecting rod is driven by external force to rotate with the connection between the connecting rod and the rod as the center of the circle.

[0016] Preferably, a tripod is inserted into one end of any of the connecting rods away from the power rod.

[0017] Preferably, a shell is further provided on the power rod, the shell is located below the take-off and landing rotor assembly, and a controller is provided in the shell, and the controller is connected to the power assembly signal.

[0018] Preferably, the first wing and the second wing are detachably mounted on the nacelle, and a plurality of the power rods are detachably mounted on the first wing or the second wing.

[0019] Preferably, a first boss is provided at one end of the cabin, and a second boss is provided at the other end of the cabin, and antennas are provided in the first boss and the second boss.

[0020] Preferably, the antenna is an RTK antenna.

[0021] Beneficial effects of the utility model:

[0022] The utility model provides partial vertical lift during vertical takeoff and landing by arranging a first tilt rotor and a second tilt rotor, which is beneficial to accelerating the speed of the aircraft in the vertical direction rising to a specified height. At the same time, it provides horizontal force during the cruising stage, which is beneficial to accelerating the movement speed of the aircraft during the cruising stage. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] 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.

[0024] Figure 1 It is a structural schematic diagram of the twin-wing vertical take-off and landing aircraft in the present utility model;

[0025] Figure 2 This is a structural view of the power assembly in the utility model;

[0026] Figure 3 It is a front view of the power assembly in the utility model.

[0027] In the accompanying drawings, 1. Cabin; 11. First boss; 12. Second boss; 2. Power assembly; 21. Take-off and landing rotor; 22. First drive motor; 23. First tilt-rotor; 24. Second drive motor; 25. Second tilt-rotor; 26. Third drive motor; 3. First wing; 4. Second wing; 5. Power rod; 51. Shell; 52. Connecting rod; 521. Tripod. DETAILED DESCRIPTION

[0028] 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.

[0029] Figure 1 The schematic diagram of the structure of the double-wing vertical take-off and landing aircraft in the utility model is shown. Figure 2 It shows the structural diagram of the power assembly in the utility model. Figure 3This is a front view of the power assembly in the present invention. The aircraft includes: a cabin 1, a first wing 3 and a second wing 4, a plurality of power rods 5, and a power assembly 2 located on each power rod 5. The first wing 3 is located at the head of the cabin 1, and the second wing 4 is located at the tail of the cabin 1. One end of any power rod 5 is fixed to the first wing 3, and the other end of any power rod 5 is fixed to the second wing 4. A plurality of power rods 5 are symmetrically distributed on both sides of the cabin 1. In this embodiment, the aircraft is provided with two power rods 5. The upper end surface of the first wing 3 is connected to the two power rods 5, and the lower end surface of the first wing 3 is connected to the cabin 1, so that the first wing 3 is fixed to the cabin 1, preventing the first wing 3 from falling during flight, ensuring that the first wing 3 provides lift for the aircraft during the cruising phase, and keeping the aircraft in cruising flight in the air. The two ends of the lower end surface of the second wing 4 are connected to the two power rods 5, and the middle position of the lower end surface of the second wing 4 is connected to the cabin 1, ensuring that the second wing 4 provides lift for the aircraft during the cruising phase, so that the aircraft can maintain cruising flight in the air.

[0030] Furthermore, the two ends of the first wing 3 are bent upward to form a first curved surface, and the two ends of the second wing 4 are bent upward to form a second curved surface. The first curved surface can solve the problem of airflow separation of the first wing 3, reduce the rotation of the air, and thus reduce the generation of resistance, which is beneficial to saving the kinetic energy of the aircraft used to resist the airflow. Secondly, this curved surface can stabilize the airflow at the end of the wing, reduce the turbulence caused by airflow turbulence, and help improve the flight stability of the aircraft. Similarly, the function of the second curved surface is the same as that of the first curved surface, so it will not be repeated here.

[0031] Each of the power components 2 includes: a take-off and landing rotor 21, a first tilt-rotor 23 and a second tilt-rotor 25; the first tilt-rotor 23 is located at the end of the power rod 5 corresponding to the head of the cabin 1, and the second tilt-rotor 25 is located at the end of the power rod 5 corresponding to the tail of the cabin 1; the take-off and landing rotor 21 is located on the corresponding power rod 5, and the take-off and landing rotor 21 is located between the first tilt-rotor 23 and the second tilt-rotor 25.

[0032] The take-off and landing rotor 21 is used to provide vertical force so that the aircraft can move in the vertical direction or stop at a certain height. The first tilt rotor 23 and the second tilt rotor 25 are used to provide partial vertical force so that the aircraft can move in the vertical direction or stop at a certain height, and provide horizontal force so that the aircraft can move in the horizontal direction, which is conducive to vertical take-off and landing in a narrow space, reduces the take-off and landing space of the aircraft, and broadens the use scenarios of the aircraft.

[0033] It should be noted that the first and second wings are detachably mounted on the cabin, and the plurality of connecting rods are detachably mounted on the first or second wings. In other words, the power rod 5, first wing 3, and second wing 4 are all detachable mechanisms. When the aircraft is no longer needed, the power rod 5, first wing 3, and second wing 4 can be removed from the cabin 1, disassembling the product into smaller components. This allows users to more flexibly arrange storage locations, avoids taking up too much space, and significantly saves storage space.

[0034] Furthermore, the angle formed between the first tilt-rotor 23 and the power rod 5 is α, the angle formed between the second tilt-rotor 25 and the power rod 5 is β, the constraint range of the angle α formed between the first tilt-rotor 23 and the power rod 5 is 30° to 60°, and the constraint range of the angle β formed between the second tilt-rotor 25 and the power rod 5 is 30° to 60°; and the constraint relationship between α and β is α+β=90°. In this embodiment, there are multiple combinations of the first tilt-rotor 23 and the second tilt-rotor 25, and the combination of the first tilt-rotor 23 and the second tilt-rotor 25 can be selected according to actual conditions, wherein the selectable combinations are as follows:

[0035] When α is 45° and β is 45°, the first tilt-rotor 23 and the second tilt-rotor 25 provide partial vertical lift during vertical takeoff and landing, and also provide yaw control during flight, thereby saving the structural weight and cost of the rudder. Furthermore, they also provide forward power for the aircraft during cruising flight.

[0036] When α is 30° and β is 60°, the first tilt-rotor 23 and the second tilt-rotor 25 provide partial vertical lift during vertical takeoff and landing, and also provide yaw control during flight, thereby saving the structural weight and cost of the rudder. Furthermore, they also provide forward power for the aircraft during cruising flight.

[0037] When α is 60° and β is 30°, the first tilt-rotor 23 and the second tilt-rotor 25 provide partial vertical lift during vertical takeoff and landing, and also provide yaw control during flight, thereby saving the structural weight and cost of the rudder; at the same time, they also provide power for the aircraft to fly forward during cruising flight.

[0038] Furthermore, each power assembly 2 further includes a first drive motor 22; the take-off and landing rotor 21 is inserted into the output end of the first drive motor 22, and the take-off and landing rotor 21 is driven to rotate by the first drive motor 22. The take-off and landing rotor 21 components include a first hub and a plurality of first blades mounted on the first hub. When the first drive motor 22 begins to operate, it drives the shaft of the take-off and landing rotor 21 to rotate, thereby driving the take-off and landing rotor 21 to rotate, so that the take-off and landing rotor 21 assembly provides some vertical lift during vertical takeoff and landing. When the take-off and landing rotor 21 assembly rotates, it exerts a downward force, causing the entire aircraft to move upward. When the aircraft reaches a certain altitude, the first drive motor 22 stops operating, and the take-off and landing rotor 21 assembly stops rotating. This prevents the take-off and landing rotor 21 assembly from rotating due to external forces, which could affect the aircraft's cruising flight and improve the aircraft's flight stability during cruising.

[0039] Furthermore, each power assembly 2 includes a second drive motor 24 and a third drive motor 26. The first tilt-rotor 23 is mounted on the output end of the second drive motor 24 and is driven to rotate by the second drive motor 24. The second tilt-rotor 25 is mounted on the output end of the second drive motor 24 and is driven to rotate by the second drive motor 24. The first tilt-rotor 23 is mounted on the output end of the second drive motor 24 around the first rotor shaft. The first tilt-rotor 23 includes a second hub and a plurality of second blades mounted on the second hub. When the second drive motor 24 starts operating, it drives the first rotor shaft to rotate, thereby driving the first tilt-rotor 23 to rotate. This allows the first tilt-rotor 23 to provide partial vertical lift during vertical takeoff and landing, and also provides yaw control during flight, thereby reducing the structural weight and cost of the rudder. Furthermore, the first tilt-rotor 23 also provides forward propulsion during fixed-wing flight.

[0040] Similarly, the second tilt-rotor 25 is inserted into the output end of the third drive motor 26 based on the second rotor shaft. The second tilt-rotor 25 includes a second hub and a plurality of third blades mounted on the third hub. When the third drive motor 26 begins to operate, it drives the second rotor shaft to rotate, thereby driving the second tilt-rotor 25 to rotate. This allows the second tilt-rotor 25 to provide some vertical lift during vertical takeoff and landing, and also provides yaw control during flight, thereby reducing the structural weight and cost of the rudder. Furthermore, it also provides forward propulsion during fixed-wing flight.

[0041] Furthermore, the power rod 5 is provided with one or more connecting rods 52, each of which is sleeved onto the power rod 5 and driven by an external force to rotate about the connection between the connecting rod 52 and the rod. In this embodiment, two connecting rods 52 are provided on each power rod 5, i.e., a total of four connecting rods 52 are provided on the aircraft, and the connecting rods 52 provided on the first power rod 5 and the connecting rods 52 provided on the second power rod 5 are symmetrically distributed. The connecting rods 52 are driven by an external force to rotate, which can adapt to different working environments and task requirements, thereby improving the adaptability and scope of use of the equipment.

[0042] Furthermore, a footrest 521 is inserted into the end of each connecting rod 52 away from the power rod 5. The footrest 521 is used to help the aircraft land stably on the ground. When the aircraft descends from the air to the ground, the first tilt-rotor 23, the second tilt-rotor 25, and the lift rotor are all rotating, and the footrest 521 elevates the aircraft, preventing the tilt-rotors from scraping against the ground during the landing process, which would cause wear on the tilt-rotors. This helps reduce wear between the tilt-rotors and the ground and extend the service life of the tilt-rotors.

[0043] Furthermore, a shell 51 is provided on the power rod 5. The shell 51 is located below the take-off and landing rotor 21, and a controller is provided in the shell 51. The controller is signal-connected to the power assembly 2. The shell 51 serves as the outer layer of the controller, which can effectively reduce the physical damage to the controller such as external impact and extrusion, thereby ensuring the integrity and safety of the controller. When the aircraft is cruising, the controller generates and sends a first signal to the take-off and landing rotor 21, and the take-off and landing rotor 21 stops working when it receives the first signal; when the aircraft is taking off and landing vertically, the controller generates and sends a second signal to the take-off and landing rotor 21, and the take-off and landing rotor 21 starts to rotate when it receives the second signal, providing most of the power for the vertical take-off and landing of the aircraft, thereby reducing the impact of the airflow generated by the rotation of the take-off and landing rotor 21 on the cruising of the aircraft.

[0044] Furthermore, a first boss 11 is provided at one end of the cabin, and a second boss 12 is provided at the other end of the cabin. Antennas are provided in the first boss 11 and the second boss 12. The antennas are used to receive and send corresponding electrical signals, so that the aircraft can send accurate positioning and receive corresponding action instructions even at high altitudes. By transmitting and receiving electromagnetic waves, the antenna can obtain various information from the ground, providing strong protection for the safe flight of the aircraft.

[0045] It should be noted that the antenna used is an RTK antenna, which usually has high gain and multi-band receiving capabilities to ensure stable reception of satellite signals even in complex environments, which is conducive to achieving high-precision real-time dynamic positioning.

[0046] To sum up, the present invention provides partial vertical lift during vertical takeoff and landing by setting up a first tilt rotor and a second tilt rotor, which is beneficial to accelerating the speed of the aircraft rising to a specified height in the vertical direction. At the same time, it provides horizontal force during the cruising stage, which is beneficial to accelerating the movement speed of the aircraft during the cruising stage.

[0047] In addition, the above is a detailed introduction to a twin-wing vertical take-off and landing 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 twin-wing vertical take-off and landing aircraft, characterized in that: The aircraft comprises: a cabin, a first wing and a second wing, a plurality of power rods, and a power assembly located on each power rod, wherein the first wing is located at the head of the cabin, the second wing is located at the tail of the cabin, one end of any power rod is fixed to the first wing, and the other end of any power rod is fixed to the second wing, and the plurality of power rods are symmetrically distributed on both sides of the cabin; Each of the power assemblies includes: a take-off and landing rotor, a first tilt rotor, and a second tilt rotor; The first tilt rotor is located at an end of the power rod close to the head of the nacelle, and the second tilt rotor is located at an end of the power rod close to the tail of the nacelle; The take-off and landing rotor is located on the corresponding power rod, and the take-off and landing rotor is located between the first tilt rotor and the second tilt rotor.

2. The twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: The angle formed between the first tilt rotor and the power rod is α, the angle formed between the second tilt rotor and the power rod is β, the constraint range of the angle α formed between the first tilt rotor and the power rod is 30° to 60°, and the constraint range of the angle β formed between the second tilt rotor and the power rod is 30° to 60°.

3. The twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: Each of the power components further includes: a first drive motor; The take-off and landing rotor is inserted into the output end of the first drive motor, and the take-off and landing rotor is driven to rotate by the first drive motor.

4. The twin-wing vertical take-off and landing aircraft according to claim 3, characterized in that: Each of the power assemblies further includes a second drive motor and a third drive motor; The first tilt rotor is inserted into the output end of the first drive motor, and the first tilt rotor is driven to rotate by the first drive motor; The second tilt rotor is inserted into the output end of the second drive motor, and the second tilt rotor is driven to rotate by the second drive motor.

5. The twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: The power rod is provided with one or more connecting rods, which are sleeved on the power rod and driven by external force to rotate with the connection between the connecting rod and the rod as the center of the circle.

6. The twin-wing vertical take-off and landing aircraft according to claim 5, characterized in that: A tripod is inserted into one end of any connecting rod away from the power rod.

7. The twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: A shell is also provided on the power rod, and the shell is located below the take-off and landing rotor assembly. A controller is provided in the shell, and the controller is connected to the power assembly signal.

8. The twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: The first wing and the second wing are detachably mounted on the nacelle, and a plurality of power rods are detachably mounted on the first wing or the second wing.

9. The twin-wing vertical take-off and landing aircraft according to claim 1, characterized in that: A first boss is provided at one end of the cabin, and a second boss is provided at the other end of the cabin. Antennas are provided in the first boss and the second boss.

10. The twin-wing vertical take-off and landing aircraft according to claim 9, characterized in that: The antenna used is an RTK antenna.

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