Steering device and vertical take-off and landing aircraft

Abstract

The utility model discloses a steering device and a vertical take-off and landing aircraft, and relates to the technical field of vertical take-off and landing aircrafts, the steering device comprises a longitudinal beam, a cross beam, a propeller and a steering assembly, the cross beam is rotatably connected with the longitudinal beam, and the propeller is fixedly connected with the cross beam; the steering assembly comprises a steering rudder, the steering rudder is rotationally connected with the longitudinal beam, and the steering rudder is located on the side, back to the rotor wing, of the longitudinal beam; when the vertical take-off and landing aircraft hovers and the propeller rotates at a high speed, an airflow pressure difference can be formed on the two sides of the steering rudder, so that the flight direction of the vertical take-off and landing aircraft is adjusted. According to the technical scheme provided by the utility model, when the vertical take-off and landing aircraft hovers, the course of the vertical take-off and landing aircraft can be adjusted by utilizing the airflow pressure difference formed by downward high-speed airflow generated by the propeller on the two sides of the steering control surface arranged below the propeller and the torque relative to the gravity center; the problem that the course of the vertical take-off and landing aircraft cannot be effectively controlled when the vertical take-off and landing aircraft does not have forward flying speed is solved

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to a steering device and a vertical take-off and landing aircraft. Background Technology

[0002] A tiltrotor aircraft is a type of aircraft that combines the characteristics of helicopters and fixed-wing aircraft. It has both rotors and fixed wings, and the rotors can switch between vertical and horizontal positions. This type of vertical takeoff and landing (VTOL) aircraft combines the advantages of helicopters' vertical / short takeoff and landing (V / STOL) and fixed-wing aircraft's high-speed cruise. Tiltrotor aircraft combine the characteristics of vertical takeoff and landing with high-speed flight.

[0003] Traditional tiltrotor aircraft typically require adjusting the torque differences of multiple propeller motors to change direction during hovering. This inevitably leads to changes in the speed and thrust of the motors and propellers. Therefore, adjustments to the output power and thrust of multiple motors at different locations are necessary to ensure that forces and moments in other directions remain constant when changing the yaw moment, such as total thrust, pitch, and roll moments, to maintain the aircraft's hovering balance. This control method, which requires adjusting the torque and speed of multiple propellers simultaneously to maintain the aircraft's attitude angles in other degrees of freedom when changing a single attitude angle, is difficult to implement in practice and can easily lead to imbalances in other attitude angles when one attitude angle condition is met. The steering device proposed in this invention changes the aircraft's heading during hovering by simply adding and controlling the deflection angle of a pair of rudders. It essentially eliminates the need to change the motor torque and propeller speed, making attitude control during hovering simple and stable. Utility Model Content

[0004] The main purpose of this invention is to propose a steering device and a vertical take-off and landing (VTOL) aircraft, which aims to solve the problems of difficulty in control and attitude instability of VTOL aircraft when they need to change course in a hovering state.

[0005] To achieve the above objectives, the present invention proposes a steering device comprising a longitudinal beam, a crossbeam, a rear propeller, and a steering assembly. The rear propeller is rotatably connected to the longitudinal beam. The steering assembly includes a steering rudder, which is rotatably connected to the longitudinal beam and located on the side of the longitudinal beam opposite to the propeller. When the steering rudder rotates, an airflow difference is formed on both sides of the steering rudder when the rear propeller rotates, thereby adjusting the heading of the vertical takeoff and landing aircraft during hovering.

[0006] In one embodiment, the body includes a longitudinal beam that extends rearward from the rear end of the body, and a steering rudder that extends along the longitudinal beam and is rotatably connected to the longitudinal beam.

[0007] In one embodiment, the longitudinal beam includes a crossbeam, the crossbeam being rotatably connected to the longitudinal beam, the rear propeller being located at the end of the crossbeam away from the longitudinal beam, and the rear propeller being fixedly connected to the crossbeam.

[0008] In one embodiment, the steering device further includes a tilt drive, which is fixedly connected to the longitudinal beam and rotatably connected to the crossbeam. The tilt drive can drive the crossbeam and the rear propeller to rotate synchronously to adjust the angle between the rotation plane of the rear propeller and the plane of the fuselage.

[0009] In one embodiment, the angle between the rear propeller rotation plane and the plane of the fuselage ranges from 0° to 90°.

[0010] In one embodiment, the steering assembly further includes a pivot shaft and a mounting base, the pivot shaft being connected to the steering rudder, the pivot shaft being rotatably connected to the mounting base, and the mounting base being connected to the longitudinal beam.

[0011] In one embodiment, the steering device includes at least one of the rear propellers, the steering assembly includes at least one steering rudder, each steering rudder is rotatably connected to the longitudinal beam, and each steering rudder is located on the side of the longitudinal beam opposite to the rear propeller.

[0012] This utility model also proposes a vertical takeoff and landing (VTOL) aircraft, comprising: a flight component and a steering device, wherein the flight component is used to provide lift for the VTOL aircraft during flight; and the steering device is used to adjust the heading of the VTOL aircraft when hovering.

[0013] In one embodiment, the flight assembly includes a fixed wing and a flaperon, the fixed wing being connected to the fuselage, the flaperon being rotatably connected to the fixed wing, and a portion of the airflow generated by the rotation of the rear propeller acting on the flaperon.

[0014] In one embodiment, the flight assembly further includes a flaperon drive, the input of which is electrically connected to the flight assembly, and the output of which is connected to the flaperon's pivot.

[0015] In one embodiment, the output ends of the two tilt drive components used to drive the rear rotor tilt are respectively connected to the crossbeams installed on both sides of the longitudinal beam, and are also connected to the flaperon shafts on both sides of the fuselage. On the one hand, this can replace the flaperon drive components. On the other hand, the flaperons on both sides can rotate in coordination with the rear rotors at both ends of the crossbeams, and can be independently controlled from the flaperons and rear rotors on the other side. This design not only simplifies the drive system and control, but also improves the aerodynamic efficiency and maneuverability of the vertical take-off and landing aircraft.

[0016] This invention provides a steering device comprising a longitudinal beam, a crossbeam, a rear rotor, and a steering assembly. The steering assembly is positioned away from the center of gravity of the VTOL aircraft, with the crossbeam and rear rotor rotatably connected to the longitudinal beam. The steering assembly includes a steering rudder, also rotatably connected to the longitudinal beam and located on the side of the longitudinal beam facing away from the rear rotor. The airflow generated by the rotation of the rear rotor acts on both sides of the steering rudder. Due to the change in the steering rudder's deflection angle, the pressure exerted by the rear rotor on both sides of the steering rudder differs, generating lateral force and a torque relative to the center of gravity of the VTOL aircraft, thus changing the VTOL aircraft's heading. The main advantage of this design is that it utilizes the downward high-speed airflow generated by the high-speed rotation of the rotor to generate lateral force and torque by independently controlling the deflection angle of the steering rudder. This allows for effective and precise adjustment of the airflow direction without changing the motor torque and rotor speed, enabling flexible steering of the VTOL aircraft. This steering device design not only simplifies the VTOL aircraft's control system but also improves its stability and safety under complex flight conditions. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0018] Figure 1 A schematic diagram of the vertical takeoff and landing aircraft in a vertical takeoff and landing state according to an embodiment of the present invention;

[0019] Figure 2 A schematic diagram of the forward flight state of an embodiment of the vertical takeoff and landing aircraft provided by this utility model;

[0020] Figure 3 A schematic diagram of an embodiment of the steering device provided by this utility model;

[0021] Figure 4 A schematic diagram of another embodiment of the steering device provided by this utility model;

[0022] Figure 5 A schematic diagram of the vertical take-off and landing state of another embodiment of the vertical take-off and landing aircraft provided by this utility model;

[0023] Figure 6 This is a side view schematic diagram of the structure of another embodiment of the vertical take-off and landing aircraft provided by this utility model.

[0024] Explanation of icon numbers:

[0025] 100. Steering mechanism; 1. Airframe; 11. Longitudinal beam; 12. Crossbeam; 13. Tilting drive; 3. Steering assembly; 31. Rudder; 32. Shaft; 33. Mounting base; 4. Rear propeller; 2. Front propeller; 21. Canard; 5. Flight assembly; 51. Fixed wing; 52. Flaps and ailerons; 53. Drive unit.

[0026] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0027] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0028] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0029] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0030] This utility model proposes a steering device 100.

[0031] Please see Figure 1 and Figure 2In one embodiment of this utility model, the steering device 100 includes a body 1, a longitudinal beam 11, a crossbeam 12, a rear propeller 4, and a steering assembly 3. The rear propeller 4 is fixedly connected to the crossbeam 12, and the tilt drive 13 is fixedly connected to the longitudinal beam 11. The longitudinal beam 11 is rotatably connected to the crossbeam 12 through the tilt drive 13. The steering assembly 3 includes a steering rudder 31, which is rotatably connected to the longitudinal beam 11. The steering rudder 31 is located on the side of the longitudinal beam 11 facing away from the rear propeller 4. When the steering rudder 31 rotates, an airflow difference can be formed on both sides of the steering rudder 31 when the rear propeller 4 rotates, so as to adjust the steering of the vertical take-off and landing aircraft when hovering.

[0032] In this embodiment, the fuselage 1 refers to the main structural frame of the vertical takeoff and landing (VTOL) aircraft, which is the foundation for the design and functionality of the VTOL aircraft. The fuselage 1 typically needs sufficient strength and rigidity to withstand various stresses generated during flight. The fuselage 1 includes the steering mechanism 100 and mounting points for other key components of the VTOL aircraft. To ensure the structural integrity and functionality of the fuselage 1 in various flight modes such as vertical takeoff and landing, hovering, tilt transition, and horizontal cruise, the fuselage 1 involves the use of high-strength materials and advanced manufacturing technologies, such as aerospace aluminum alloys, carbon fiber reinforced polymer (CFRP) structures, titanium alloys, or high-strength steel connectors, to achieve the dual goals of lightweighting and high strength. Using a high specific strength fuselage 1 can improve the performance of the VTOL aircraft, including increasing payload capacity, extending range, and improving fuel efficiency. The design and material selection of the fuselage 1 also directly affect the durability and maintenance costs of the VTOL aircraft. A well-designed fuselage 1 with appropriate material selection can reduce vibration, lower noise, and improve the overall reliability of the VTOL aircraft.

[0033] It should be noted that the vertical takeoff and landing (VTOL) aircraft includes at least one pair of front rotors 2 and one pair of rear rotors 4, both of which play a crucial role in the VTOL aircraft's vertical takeoff and landing and horizontal flight modes. The rear rotor 4 is one of the core components of the steering device of this invention. Specifically, the rear rotor 4 is mounted on a crossbeam 12 that can rotate from 0 to 90 degrees to achieve omnidirectional flight capability. The design and material selection of the rear rotor 4 directly affect the durability and maintenance cost of the VTOL aircraft; the material typically needs to have high strength and lightweight characteristics, and carbon fiber reinforced polymer (CFRP) is a commonly used material.

[0034] Specifically, the steering assembly 3 is a key component of the vertical takeoff and landing (VTOL) aircraft's steering system, responsible for achieving smooth steering during hovering. The steering assembly 3 typically includes a steering rudder 31, which is rotatably connected to the longitudinal beam 11 of the VTOL aircraft and located on the side of the longitudinal beam 11 facing away from the rotor 2. The airflow generated by the rotation of the rear rotor 4 acts on both sides of the steering rudder 31. By controlling the deflection angle of the steering rudder 31 and the lateral force generated by the airflow changes, as well as the torque relative to the center of gravity of the VTOL aircraft, the flight direction is changed. This design effectively simplifies the steering control scheme, avoiding the complex control scheme that requires synchronously coordinating the speed and thrust of multiple motors due to the torque control of the motors, thus improving the maneuverability and stability of the VTOL aircraft. The steering assembly 3 can be applied to vertical takeoff and landing and hovering flight in various VTOL aircraft, including tiltrotor and tiltwing VTOL aircraft, as well as some advanced UAV designs. In these applications, the role of the steering assembly 3 is to precisely control the steering of the VTOL aircraft during vertical takeoff and landing, hovering, and tilting transitions. The choice of drive components and materials for the steering rudder 31 directly affects its performance. Commonly used drive components generally include servo motors and telescopic rod actuators. The material of the steering assembly 3 needs to have high strength and durability, and can generally be alloy steel, aluminum alloy, carbon fiber composite, etc. These materials have high specific strength, high specific stiffness, good fatigue resistance, and corrosion resistance.

[0035] The technical solution of this utility model involves designing a steering device 100, which includes a longitudinal beam 11, a rear rotor 4, and a steering assembly 3. The rear rotor 4 is rotatably connected to the longitudinal beam 11 via a crossbeam 12. The steering assembly 3 includes a steering rudder 31, which is also rotatably connected to the longitudinal beam 11 and located on the side of the longitudinal beam 11 facing away from the rear rotor 4. The airflow generated by the high-speed rotating rear rotor 4 acts on both sides of the steering rudder 31. Due to the change in the deflection angle of the steering rudder 31, the pressure difference on both sides generates a lateral force and a torque relative to the center of gravity of the vertical takeoff and landing aircraft, thereby changing the flight direction of the vertical takeoff and landing aircraft. The main advantage of this design is that it simplifies the steering control scheme. It enables the vertical takeoff and landing aircraft to achieve steering when hovering and without forward speed, by utilizing the slipstream effect generated by the downwash airflow of the rear rotor 4 on the surface of the steering rudder 31. This avoids the complex control scheme that requires synchronous and coordinated control of the speed and thrust of multiple motors, which is necessary when controlling the torque of the motors. Specifically, by independently controlling the angle of the steering rudder 31, the vertical takeoff and landing (VTOL) aircraft can achieve flexible steering without directly affecting the rotational speeds of the rear rotor 4 and the front rotor 2. This method not only improves the maneuverability of the VTOL aircraft but also enhances its stability and safety under complex flight conditions. This steering device 100 design allows the airflow generated by the rotation of the rear rotor 4 to directly control the steering rudder 31, thereby achieving directional adjustment of the VTOL aircraft.

[0036] In one embodiment of this utility model, please refer to Figure 1 The body 1 includes a longitudinal beam 11, and a steering rudder 31 extends along the longitudinal beam 11 and is rotatably connected to the longitudinal beam 11.

[0037] In one embodiment, the fuselage 1 is designed to include one or more longitudinal beams 11, which constitute the main support structure connecting the fuselage 1 and the tail 6. The steering rudder 31, as part of the steering assembly 3, extends along the direction of the longitudinal beam 11 and is rotatably connected to the longitudinal beam 11 via a pivot 32 or other rotating connection mechanism such as a bearing. Driven by a servo motor, it can deflect around the pivot 32 within ±30°. The airflow pressure difference and lateral force generated by the rear rotor 4 on both sides of the steering rudder 31 at a certain deflection angle control the rotational speed and direction of the vertical takeoff and landing (VTOL) aircraft during hovering. Specifically, precise machining ensures that the connection between the steering rudder 31 and the longitudinal beam 11 is both robust and flexible, while high-performance bearings are used to reduce friction and improve response speed, ensuring the stability and maneuverability of the VTOL aircraft during turning.

[0038] In one embodiment of this utility model, please refer to Figure 1 The body 1 includes a longitudinal beam 11, which is rotatably connected to a crossbeam 12, and the rear propeller 4 is fixedly connected to both ends of the crossbeam 12 located away from the longitudinal beam 11.

[0039] In this embodiment, the fuselage 1 structure is interconnected with the longitudinal beams 11 and the crossbeams 12 to form a stable frame. The longitudinal beams 11, as the main structural component connecting the crossbeams 12 and the tail fin 6, are fixedly connected to the fuselage 1 by welding or bolting, forming the main body of the fuselage 1. The two rear rotors 4 are fixed at the ends of the crossbeams 12 away from the longitudinal beams 11, and the steering rudder 31 is rotatably connected to the underside of the longitudinal beams 11. This arrangement helps to create a pressure difference on both sides of the steering rudder 31 when the rear rotors 4 rotate, while maintaining the balance and stability of the fuselage 1. The longitudinal beams 11 and crossbeams 12 are connected by rotatable connections such as lugs and bearings, allowing the crossbeams 12 and rear rotors 4 to flexibly switch between vertical takeoff and landing (VTOL) and horizontal flight modes. This design not only optimizes the aerodynamic performance of the VTOL aircraft but also improves its handling and maneuverability. During manufacturing, the crossbeams 12 and longitudinal beams 11 can be made of high-strength, lightweight materials, such as aluminum alloys or carbon fiber composites, to ensure structural strength and reduce overall weight. The connection between the longitudinal beam 11 and the transverse beam 12 may require fine tolerance control and dynamic balancing to ensure smoothness and reduce vibration.

[0040] In one embodiment of this utility model, please refer to Figure 2 The steering device 100 also includes a tilt drive 13, which is fixedly connected to the longitudinal beam 11 and rotatably connected to the crossbeam 12. The tilt drive 13 is used to drive the crossbeam and the rear propeller 4 to rotate between 0° and 90° to adjust the angle between the rotation plane of the rear propeller 4 and the plane of the fuselage 1.

[0041] In one embodiment, the steering device 100 further includes at least one tilt drive 13 rotatably connected to the crossbeam 12. This design allows the tilt drive 13 to rotate the rear rotor 4 when needed, thereby adjusting the angle between the rear rotor 4 and the fuselage 1. The tilt drive 13 can be one or more servos and robotic arms connected to the crossbeam 12 via bearings or hinges. The design of the tilt drive 13 needs to ensure its reliability and accurate controllability of the rotation speed and angle of the rear rotor 4. The tilt drive 13 can be rotated via an electric or hydraulic drive mechanism. For example, a servo motor or hydraulic cylinder can be used as the driving force, and a sophisticated control system can be used to precisely adjust the rotation speed and angle of the rear rotor 4. To achieve precise adjustment of the rotation speed and angle according to the design requirements and flight performance needs of the VTOL aircraft, the steering device 100 generally needs to integrate a control system. This system can include sensors, control algorithms, and actuators to monitor the attitude and flight status of the VTOL aircraft in real time and adjust the rotation speed and angle of the rear rotor 4 in real time as needed. The material selection for the tilt drive 13 and its connecting parts must consider strength, weight, and corrosion resistance. High-strength, lightweight materials, such as aluminum alloys or titanium alloys, ensure the reliability and durability of the tilt drive 13. This design allows the steering mechanism 100 to provide more flexible and precise flight direction control, improving the maneuverability and adaptability of the vertical takeoff and landing (VTOL) aircraft. This innovative steering mechanism 100 design significantly enhances the handling performance of VTOL aircraft.

[0042] In this embodiment, the rotation angle of the rear rotor 4 is limited to between 0° and 90°. This specific angle variation range allows the VTOL aircraft to smoothly transition between VTOL and horizontal flight modes. Specifically, the rear rotor 4 can be adjusted within the range of 0° to 90° by the actuation of the tilt drive 13. When the angle is 90°, the rear rotor 4 is in a vertical position, generating upward thrust, suitable for VTOL and hovering; as the angle gradually decreases to 0°, the rear rotor 4 turns to a horizontal position, generating forward thrust, suitable for horizontal flight. Precise angle control is achieved through the actuation mechanism of the tilt drive 13, which can be an electric or hydraulic system. The control system needs to be able to accurately monitor and adjust the rotation angle to ensure the performance and stability of the VTOL aircraft in different flight modes. The 90° to 0° angle variation range provides the necessary thrust vector adjustment for the continuous transition of the VTOL aircraft from VTOL to horizontal flight, which helps optimize the flight performance and efficiency of the VTOL aircraft. In vertical takeoff and landing mode, the thrust generated by the rear rotor 4 is vertically upward, while in horizontal flight mode, the thrust generated by the rear rotor 4 propels the vertical takeoff and landing aircraft forward.

[0043] In one embodiment of this utility model, please refer to Figure 3and Figure 4 The steering assembly 3 also includes a pivot 32 and a mounting base 33. The pivot 32 is connected to the steering rudder 31, the pivot 32 is rotatably connected to the mounting base 33, and the mounting base 33 is connected to the longitudinal beam 11.

[0044] In this embodiment, the design of the steering assembly 3 is further refined, including a pivot 32 and a mounting base 33, to achieve precise adjustment of the angle between the rear rotor 4 and the steering rudder 31. The pivot 32 is a key component connecting the steering rudder 31 and the mounting base 33. The steering rudder 31 can rotate around the pivot 32, and the angle between the steering rudder 31's control surface and the vertical plane is limited to ±30°. The pivot 32 can be a robust metal rod or shaft, connected to the steering rudder 31 and the mounting base 33 via bearings or hinges to achieve flexible rotation. This connection method needs to ensure the stability and reliability of the steering rudder 31 during rotation, while allowing for precise angle adjustment. The connection between the mounting base 33 and the longitudinal beam 11 can be fixed or adjustable, depending on design requirements. The mounting base 33 can be welded, bolted, or fixed to the longitudinal beam 11 by other mechanical connections. This connection method needs to ensure stability and durability during the operation of the vertical takeoff and landing aircraft. The rotation of the shaft 32 can be achieved through a manual or automatic control system. For example, a servo motor or hydraulic cylinder can be used as the driving force, and the speed and angle of rotation can be controlled by a precise control system. The material selection for the shaft 32 and the mounting base 33 needs to take into account strength, weight, and corrosion resistance. High-strength, lightweight materials, such as aluminum alloys or carbon fiber composites, may be ideal choices to ensure the reliability and durability of the steering rudder 31 during rotation.

[0045] In one embodiment of this utility model, please refer to Figure 2 The steering device 100 includes at least one pair of rear propellers 4, each rear propeller 4 being rotatably connected to the longitudinal beam 11; the steering assembly 3 includes at least one steering rudder 31, each steering rudder 31 being rotatably connected to the longitudinal beam 11, and each steering rudder 31 being located on the side of the longitudinal beam 11 facing away from the rear propellers 4.

[0046] In one embodiment, the steering device 100 is designed to include at least one pair of rear rotors 4, each rear rotor 4 being fixedly connected to a crossbeam 12, while the crossbeam 12 is rotatably connected to a longitudinal beam 11, allowing the rear rotors 4 to switch between vertical takeoff and landing (VTOL) and horizontal flight modes. Simultaneously, the steering assembly 3 includes at least one steering rudder 31, each steering rudder 31 also rotatably connected to the longitudinal beam 11, and specifically designed to be located on the side of the longitudinal beam 11 facing away from the rear rotors 4. This layout helps optimize the aerodynamic performance and maneuverability of the VTOL aircraft. The longitudinal beam 11 is rotatably connected to the crossbeam 12 via a rotating joint or bearing and a tilt drive 13, allowing the crossbeam 12 and the rear rotors 4 to rotate between 90° vertical and 0° horizontal positions. This connection method needs to ensure stability and durability during the rotation of the rear rotors 4, while allowing for precise angle adjustments in different flight modes. Each steering rudder 31 is designed to be located on the side of the longitudinal beam 11 facing away from the rear rotor 4. This layout and the position of the steering rudder 31 need to be carefully designed to ensure that the downdraft generated when the rear rotor 4 rotates at high speed can act evenly on the steering rudder 31, so that the steering rudder 31 can effectively use the torque generated by the air pressure difference acting on the control surface to control the steering of the vertical take-off and landing aircraft when hovering.

[0047] The material selection for the rear propeller 4, steering rudder 31, and their connecting components needs to take into account strength, weight, and corrosion resistance. High-strength, lightweight materials, such as aluminum alloys or carbon fiber composites, may be ideal choices to ensure reliability and durability under the forces generated by high-speed rotation and frequent steering.

[0048] In another embodiment of this utility model, please refer to Figure 5 and Figure 6 The longitudinal beam 11 is fixedly connected to the flight components 51 on both sides of the fuselage 1 and extends rearward as a support beam for the tail fin. In this embodiment, the rear rotor 4 is directly fixed to the longitudinal beam 11 and does not need to rotate, thus eliminating the need for the crossbeam 12 and the tilt drive component 13, simplifying the overall structure. The design and function of the steering component 3 and the steering rudder 31 remain unchanged. When the VTOL aircraft is in vertical takeoff and landing and hovering, the rear rotor 4 is fixed at a vertical position of 90° or a forward tilt angle of 70° to 80°, mainly providing upward thrust. When the VTOL aircraft transitions from hovering to forward flight mode, the rotational speed of the rear rotor 4 gradually decreases, and the flight component 51 provides the main lift, while the front rotor 2 and the canard 21 synchronously tilt from 90° to 0° to generate forward thrust.

[0049] This utility model also proposes a vertical takeoff and landing aircraft; please refer to [link / reference needed]. Figure 1 and Figure 5The vertical takeoff and landing (VTOL) aircraft includes a flight assembly 5 and a steering device 100. The specific structure of the steering device 100 is as described in the above embodiments. Since this VTOL aircraft adopts all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, which will not be described in detail here. Among them, the front rotor 2 and the canard 21 provide part of the thrust and lift for the flight of the VTOL aircraft; the flight assembly 51 and the flaperon 52 provide the main lift for the flight of the VTOL aircraft and are used to control its flight attitude, including pitch and roll; the tail fin 6 provides pitch and yaw moments for the flight of the VTOL aircraft; and the steering device 100 is used to adjust the rotation direction of the VTOL aircraft during vertical takeoff and landing and hovering.

[0050] In this embodiment, the steering device 100 is designed to allow the VTOL aircraft to adjust its flight direction while hovering without altering its overall attitude. The steering device 100 may include a tiltable rear rotor 4, an adjustable wing trailing edge device, a variable-pitch propeller, or other adjustable aerodynamic surfaces. By adjusting the angles or positions of these components, the VTOL aircraft can achieve smooth transitions and precise flight direction control in different flight modes (such as vertical takeoff and landing, horizontal cruise, hovering, etc.). The VTOL aircraft may be equipped with an advanced flight control system that automatically monitors the VTOL aircraft's status, such as speed, altitude, and attitude, and adjusts the flight components 5, steering device 100, canard 21, and tail 6 according to pilot commands or preset flight paths. This VTOL aircraft design combines the efficient collaborative work of the flight components 5 and steering device 100, providing a flexible and controllable flight platform suitable for various flight missions and applications, such as cargo transport, aerial photography, and search and rescue operations.

[0051] In one embodiment of this utility model, please refer to Figure 1 and Figure 2 The flight assembly 5 includes a fixed wing 51, a flaperon 52, and a drive unit 53. The fixed wing 51 is fixedly connected to the fuselage 1. The flaperon 52 is rotatably connected to the fixed wing 51 through the drive unit 53 installed at the root of the fixed wing 51. The drive unit 53 can drive the flaperon 52 to rotate around its leading edge axis in a range of 30° upward deflection to 90° downward deflection. The airflow generated by the rotation of the rear propeller 4 can partially act on the flaperon 52.

[0052] In one embodiment, the vertical takeoff and landing (VTOL) aircraft is designed with a fixed wing 51, a flaperon 52, and a flaperon drive 53. Through the coordinated operation of the flight assembly 5 and the steering device 100, effective flight control and flexible flight direction adjustment are achieved. The fixed wing 51 is the main lifting surface of the VTOL aircraft, responsible for generating lift during flight to support the weight of the aircraft. The flaperon 52 is part of the fixed wing 51, located at the trailing edge of the fixed wing 51, and can rotate about an axis under the actuation of the drive 53. The fixed wing 51 is connected to the fuselage 1, providing structural support for the VTOL aircraft. The flaperon 52 is rotatably connected to the fixed wing 51, allowing the flaperon 52 to rotate between 30° upward and -90° downward during flight to control the takeoff and landing lift and drag of the VTOL aircraft, as well as the roll moment during flight. The rear rotor 4, mounted behind the flaperon 52, provides lift enhancement to the fixed wing 51 during tilt transitions to forward flight and level flight. During the transition from forward flight to vertical landing, the flaperon 52 deflects downwards to -90°, acting as a drag plate to slow the aircraft, thus achieving efficient tilt transitions and stable landings. The steering mechanism 100 allows the vertical takeoff and landing aircraft to adjust its flight direction during vertical takeoff, landing, and hovering without altering its overall attitude. This design enables the vertical takeoff and landing aircraft to achieve smooth transitions and precise attitude and directional control across different flight modes.

[0053] In one embodiment of this utility model, please refer to Figure 1 and Figure 5 The flight assembly 5 also includes a drive unit 53, which is electrically connected to the flight assembly 5. The output end of the drive unit is connected to the flaperon 52 and the crossbeam 12.

[0054] In this embodiment, the flight component 5 includes a fixed wing 51, flaperon 52, and a drive unit 53. The drive unit 53 is electrically connected to the flight component 5, and its output can drive the rear rotor 4, which is fixed to the crossbeam 12, to rotate synchronously with the flaperon 52. The vertical takeoff and landing aircraft employs a centralized drive system to achieve precise control of the rear rotor 4 and flaperon 52. Specifically, the drive unit 53 can be an electric actuator, such as a servo motor or cylinder, which receives control commands via electrical signals and converts them into mechanical motion. The electrical connection between the drive unit 53 and the flight component 5 may be achieved through wires or cables, ensuring that electrical signals are accurately transmitted from the control unit to the drive unit. To achieve synchronous rotation of the rear rotor 4 and flaperon 52, the output of the drive unit 53 needs to be connected to the crossbeam 12 and the flaperon 52 via a mechanical linkage device (such as a gear, linkage, or timing belt). This mechanism allows the drive unit 53 to replace the drive unit 13 to ensure coordinated movement of the rear rotor 4 and flaperon 52 during flight, achieving precise flight control. Vertical takeoff and landing (VTOL) aircraft are generally equipped with advanced flight control systems. These systems can automatically monitor the status of the VTOL aircraft, such as speed, altitude, and attitude, and adjust the output of the drive components according to the pilot's instructions or preset flight paths, thereby achieving precise control over the coordinated rotation of the rear rotor 4 and flaperon 52.

[0055] The above description is merely an exemplary embodiment of the present utility model and does not limit the patent scope of the present utility model. Any equivalent structural transformations made based on the technical concept of the present utility model and the contents of the present utility model specification and drawings, or direct / indirect applications in other related technical fields, are included within the patent protection scope of the present utility model.

Claims

1. A steering device applied to a vertical takeoff and landing aircraft, characterized in that, include: The body (1) includes a longitudinal beam (11) and a transverse beam (12), wherein the longitudinal beam (11) and the transverse beam (12) are rotatably connected; The rear propeller (4) is fixedly connected to the crossbeam (12); as well as Steering assembly (3), the steering assembly (3) includes a steering rudder (31), the steering rudder (31) is rotatably connected to the longitudinal beam (11), the steering rudder (31) is located on the side of the longitudinal beam (11) facing away from the rear propeller (4); The steering rudder (31) rotates so that the high-speed downward airflow generated when the rear propeller (4) rotates can form an airflow difference on both sides of the steering rudder (31) to adjust the steering of the vertical take-off and landing aircraft when hovering.

2. The steering device as described in claim 1, characterized in that, The steering rudder (31) extends along the direction of the longitudinal beam (11), and the steering rudder (31) is rotatably connected to the longitudinal beam (11).

3. The steering device as described in claim 2, characterized in that, The crossbeam (12) is rotatably connected to the longitudinal beam (11), and the rear propeller (4) is fixedly connected to the crossbeam (12). The rear propeller (4) is located at the end of the crossbeam (12) away from the longitudinal beam (11).

4. The steering device as described in claim 3, characterized in that, The steering device also includes a tilt drive (13), which is rotatably connected to the crossbeam (12). The tilt drive (13) can drive the crossbeam (12) and drive the rear propeller (4) to rotate, so as to adjust the angle between the rotation plane of the rear propeller (4) and the plane of the body (1).

5. The steering device as described in claim 4, characterized in that, The angle between the plane of rotation of the rear propeller (4) and the plane of the fuselage (1) varies from 0° to 90°.

6. The steering device according to any one of claims 1 to 5, characterized in that, The steering assembly (3) further includes a pivot (32) and a mounting base (33). The pivot (32) is connected to the steering rudder (31), the pivot (32) is rotatably connected to the mounting base (33), and the mounting base (33) is connected to the longitudinal beam (11).

7. The steering device as claimed in claim 1, characterized in that, The steering device includes at least one rear propeller (4), each rear propeller (4) being fixedly connected to the crossbeam (12); the steering assembly (3) includes at least one steering rudder (31), each steering rudder (31) being rotatably connected to the longitudinal beam (11), and each steering rudder (31) being located on the side of the longitudinal beam (11) facing away from the rear propeller (4).

8. A vertical takeoff and landing aircraft, characterized in that, include: Flight assembly (5), the flight assembly (5) being used to provide lift for the vertical takeoff and landing aircraft; front rotor (2) being used to provide thrust for the vertical takeoff and landing aircraft; and The steering device as described in any one of claims 1 to 7, wherein the steering device is used to adjust the heading of the vertical takeoff and landing aircraft when hovering.

9. The vertical takeoff and landing aircraft as described in claim 8, characterized in that, The flight assembly (5) includes a fixed wing (51), a flaperon (52), and a drive unit (53). The fixed wing (51) is connected to the fuselage (1). The flaperon (52) is rotatably connected to the fixed wing (51) via the drive unit (53) installed at the root of the fixed wing (51). The drive unit (53) can drive the flaperon (52) to rotate around its leading edge axis in a range of 30° upward deflection to 90° downward deflection. The airflow generated by the rotation of the rear propeller (4) can partially act on the flaperon (52).

10. The vertical takeoff and landing aircraft as described in claim 9, characterized in that, The flight assembly (5) also includes a drive unit connected to the flight assembly (5), and the output end of the drive unit is connected to the flaperon (52).

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