Lifting impedance increasing flutter structure of unmanned aerial vehicle
By designing a closed-cell crossbeam and a special cross-sectional structure and connection method for the crossbeam, the problems of complex vertical tail structure and insufficient lift of the UAV were solved, resulting in increased lift, reduced drag and reduced maintenance costs, thus improving the overall performance and safety of the UAV.
Patent Information
- Application Number
- CN202520844323.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-04-29
- Publication Date
- 2026-02-27
- Estimated Expiration
- 2035-04-29
AI Technical Summary
The existing twin-tail design for UAVs is not effective in increasing lift and has problems such as complex structure, increased weight, poor economy and high maintenance costs. In particular, it is susceptible to damage during takeoff and landing, which affects flight safety.
The design employs a closed-cell crossbeam, a front edge of the crossbeam, a rear edge of the crossbeam, a docking pad, and a crossbeam docking joint. The front edge of the crossbeam has an elliptical structure, and the rear edge of the crossbeam has a right-angled triangular wedge shape. Combined with the arc structure and the recessed docking design, the connection method of direct force transmission and easy maintenance is achieved through riveting and skin structure.
It improves the lift performance of UAVs, reduces drag, enhances aerodynamic performance, simplifies the maintenance process, reduces structural weight and maintenance costs, and enhances flight safety and economy.
Smart Images
Figure CN223949397U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The utility model belongs to unmanned aerial vehicle double vertical tail structure design, more particularly in kind unmanned aerial vehicle increases the lift and the resistance impedance flutter structure. BACKGROUND
[0002] Unmanned aerial vehicle adopts double vertical tail design, can cleverly avoid the body shelter, thereby ensuring the effective area of vertical tail maximization, this characteristic is particularly important when high-speed flight, because it greatly enhances the flight stability.Double vertical tail not only improves the aerodynamic efficiency, but also in the take-off and landing stage, due to the problem of insufficient lift, the airport runway conditions, freighter carrying capacity and the frequency of manual intervention have a significant impact.
[0003] In the prior art, in order to deal with this problem, domestic and foreign aircraft manufacturers have taken the method of reducing the height of the vertical tail from the ground, such as adopting cross layout or inner and outer inclined vertical tail design to adjust the aircraft center of gravity.These designs, although to some extent meet the needs of flutter control, but the effect is not significant in improving lift, at the same time, it brings the problems of poor economy, weight increase, low structural efficiency and complex assembly, sometimes even cause the lift to further decrease.In addition, the vertical tail is too low from the ground, which is easy to be damaged during take-off and landing, directly threatening the flight safety of the aircraft.
[0004] For the case of adding or replacing the engine, not only the multiple interfaces need to be changed, but also the airfoil shape parameters need to be adjusted, which undoubtedly increases the additional cost and technical difficulty.
[0005] Therefore, the technical problem to be solved at present is to design a new type of vertical tail structure that is simple and reasonable and has direct force transmission, which should be easy to maintain and replace to meet the needs of improving lift, improving flutter performance, reducing structural weight and reducing maintenance cost.Such design will help unmanned aerial vehicles to perform better in various stages such as take-off, landing and high-speed flight, thereby improving the overall safety and economy. UTILITY MODEL CONTENTS
[0006] The utility model is aimed at providing an unmanned aerial vehicle lift increasing and resistance impedance flutter structure to overcome the problems of poor lift improvement efficiency, complex structure and low efficiency in the prior art.
[0007] To achieve the above-mentioned purpose, the utility model adopts the following technical solutions:
[0008] The unmanned aerial vehicle lift-increasing and drag-reducing impedance flutter structure comprises a closed chamber beam, a beam front edge, a beam rear edge, a butt joint backing plate and a beam butt joint, the beam front edge is fixed to the front end of the closed chamber beam, the beam rear edge is fixed to the rear end of the closed chamber beam, the beam front edge and the beam rear edge are fixedly connected through the butt joint backing plate and the beam butt joint, the beam butt joint is used for fixedly connecting with an airplane tail strut joint, the beam front edge is in an elliptical structure in section, and the beam rear edge is in a right-angled triangular wedge shape in section.
[0009] Preferably, the closed chamber beam adopts a double-beam closed chamber section structure, comprising two beams and a web plate connected between the two beams.
[0010] Preferably, the distance between the two beams is matched with the beam butt joint, and the distance between the two beams is not greater than the width of the connecting end of the beam butt joint and the butt joint backing plate.
[0011] Preferably, the beam adopts an arc-shaped structure design, and the chord height and chord length ratio of the beam is 4:1.
[0012] Preferably, the butt joint sinking structure is arranged at the connecting structure of the closed chamber beam and the beam front edge and the beam rear edge.
[0013] Preferably, the bending angle of the sheet metal of the right-angled triangular wedge shape is 1mm.
[0014] Preferably, the beam butt joint is connected with the closed chamber beam through the butt joint backing plate, and the butt joint backing plate is riveted with the beam rear edge and the beam front edge along the heading direction.
[0015] Preferably, an assembly gasket is arranged between the beam butt joint and the airplane tail strut joint.
[0016] Preferably, one end of the beam butt joint used for connecting with the airplane tail strut joint adopts a single-sided connecting lug structure or a double-sided connecting lug structure.
[0017] Preferably, skin structures are arranged outside the closed chamber beam, the beam front edge and the beam rear edge.
[0018] Compared with the prior art, the unmanned aerial vehicle lift-increasing and drag-reducing impedance flutter structure has the following beneficial technical effects:
[0019] The utility model provides a kind of unmanned plane increases lift and reduces impedance flutter structure, including closed room crossbeam, crossbeam leading edge, crossbeam trailing edge, butt joint backing plate and crossbeam butt joint, crossbeam leading edge is fixed in the front end of closed room crossbeam, crossbeam trailing edge is fixed in the rear end of closed room crossbeam, crossbeam leading edge, crossbeam trailing edge lower end are fixed connection by butt joint backing plate and crossbeam butt joint, crossbeam butt joint is used to be fixed connection with airplane tail brace joint, crossbeam leading edge section is oval structure, crossbeam trailing edge section is right triangle split shape, the crossbeam leading edge structure design of the application adopts oval structure, aerodynamic performance and process feasibility are considered, guarantee permanent damage after stress deformation is not generated, effectively improve aerodynamic performance, simultaneously, the crossbeam trailing edge structure design of adoption right triangle split shape effectively reduces resistance, avoids vortex to cause tail shake, effectively improves aerodynamic performance.
[0020] Preferably, the butt joint sinking structure design can effectively improve the aerodynamic performance, the closed room crossbeam is integrally formed by extrusion, the stiffness of the structure is improved, and the box section formed is beneficial to load transmission, and the minimum chord height effectively reduces the weight. BRIEF DESCRIPTION OF DRAWINGS
[0021] Fig. 1 It is a schematic diagram of the unmanned plane increase lift and reduce impedance flutter structure in the utility model embodiment.
[0022] Fig. 2 It is a schematic diagram of the closed room crossbeam and crossbeam leading edge connection structure in the utility model embodiment.
[0023] Fig. 3 It is a schematic diagram of the closed room crossbeam and crossbeam trailing edge connection structure in the utility model embodiment.
[0024] Fig. 4 It is a schematic diagram of the closed room crossbeam and crossbeam butt joint connection structure in the utility model embodiment.
[0025] In the drawing, 1, closed room crossbeam;2, crossbeam leading edge;3, crossbeam trailing edge;4, butt joint backing plate;5, crossbeam butt joint;6, assembly washer;7, airplane tail brace joint. DETAILED DESCRIPTION
[0026] In order to make the personnel in the technical field better understand the utility model scheme, the technical scheme in the utility model embodiment will be described clearly and completely in the following with the drawings in the utility model embodiment, obviously, the described embodiment is only a part of the embodiment of the utility model, not all. Based on the embodiment in the utility model, all other embodiments obtained by the ordinary skill in the art without making creative labor should belong to the scope of the utility model protection.
[0027] It should be noted that the terms "first", "second", and the like in the description and in the claims of the utility model and the above-mentioned drawings are used to distinguish similar objects, and do not have to be used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the utility model described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "include" and "have" and any variations thereof are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device including a series of steps or units does not have to be limited to the clearly listed steps or units, but can include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.
[0028] As shown in Figs. 1 to 4 The utility model provides a kind of unmanned plane increases lift and reduces impedance flutter structure, including closed chamber crossbeam 1, crossbeam leading edge 2, crossbeam trailing edge 3, butt joint backing plate 4 and crossbeam butt joint 5, crossbeam leading edge 2 is fixed in the front end of closed chamber crossbeam 1, crossbeam trailing edge 3 is fixed in the rear end of closed chamber crossbeam 1, crossbeam leading edge 2, crossbeam trailing edge 3 lower end are fixedly connected by butt joint backing plate 4 and crossbeam butt joint 5, crossbeam butt joint 5 is used to be fixedly connected with airplane tail brace joint 7, crossbeam leading edge 2 section is oval structure, crossbeam trailing edge 3 section is right triangle split shape, the structure design of oval structure of the present application crossbeam leading edge 2, considering aerodynamic performance and process feasibility, guarantee permanent damage after stress deformation, effectively improve aerodynamic performance, while, the structure design of right triangle split shape of crossbeam trailing edge 3, effectively reduce resistance, avoid vortex to cause tail shake, effectively improve aerodynamic performance.
[0029] In the specific embodiment of the application, the closed chamber crossbeam 1 adopts a double-beam closed chamber section structure, including two crossbeams and a web plate connected between the two crossbeams. The distance between the two crossbeams is matched with the crossbeam butt joint 5, and the distance between the two crossbeams is not greater than the width of the connection end of the crossbeam butt joint 5 and the butt joint backing plate 4. The load on the crossbeam in the double-beam closed chamber section structure is in the form of reduced flow on the web plate, and the torque generated by the load is in the form of a closed shear flow on the crossbeam skin and the crossbeam. Finally, the crossbeam butt joint 5 provides a counterforce. The crossbeam adopts an arc-shaped structure design, and the chord height and chord length ratio of the crossbeam is 4:1. Strengthening grooves are arranged diagonally on the front lower surface of the front end of the crossbeam and the upper surface of the rear end of the crossbeam.
[0030] In the specific embodiments of the present application, the closed chamber beam 1 is provided with a butt joint depression structure at the connection structure of the beam front edge 2 and the beam rear edge 3, which is used for the connection of the closed chamber beam 1 and the beam front edge 2, and the connection of the closed chamber beam 1 and the beam rear edge 3. Specifically, a butt joint depression area for connecting with the beam front edge 2 is arranged on the beam front lower surface of the front end of the closed chamber beam 1, and a butt joint depression area for connecting with the beam front edge 2 is arranged on the beam upper surface of the rear end of the closed chamber beam 1. The design of the butt joint depression structure can effectively improve the aerodynamic performance. The closed chamber beam 1 is integrally formed by extrusion, which improves the rigidity of the structure, facilitates load transfer, and effectively reduces the weight. The beam front edge 2 is integrally formed by extrusion with a closed chamber diagonal reinforcing groove structure, which effectively improves the rigidity of the beam, reduces the weight, and effectively transfers the load.
[0031] In the specific embodiments of the present application, the beam front edge is formed in sections, and the end of the beam front edge is provided with a flanging structure. The beam front edge is divided into multiple independent parts that are easy to process and assemble by using sectional forming technology. This design not only simplifies the manufacturing process and improves production efficiency, but also helps to optimize the design according to the stress conditions of different parts. According to the stress characteristics and working environment of the beam front edge, high-strength, lightweight, corrosion-resistant materials such as aluminum alloy, titanium alloy or composite materials are selected. These materials can effectively reduce weight and improve overall performance while ensuring structural strength. Advanced forming processes such as stamping, drawing, and injection molding are used to ensure the dimensional accuracy and shape stability of each sectional part. At the same time, through reasonable heat treatment process, the mechanical properties and fatigue resistance of the material are improved.
[0032] The flanging structure is formed by folding a plate outward or inward by a certain angle. The flanging structure not only increases the cross-sectional thickness of the beam front edge, but also forms an additional support surface, effectively improving the rigidity of the structure. The flanging structure increases the local rigidity of the beam front edge, making the structure better resist deformation under stress. This design improves the overall stability of the structure while reducing stress concentration caused by deformation, prolonging the service life of the structure. The flanging structure can quickly recover to its original shape after deformation due to its elasticity and recovery ability, avoiding permanent damage. This feature is crucial to ensure the long-term stability and reliability of the structure.
[0033] The design of the flanging structure also takes into account the influence on aerodynamic performance. By reasonably adjusting the height, angle and shape of the flanging, the airflow distribution of the beam front edge can be optimized, reducing vortex and resistance, thereby improving the overall aerodynamic performance.
[0034] The reinforcing ribs are arranged inside the front edge of the beam to further enhance the overall rigidity and stability of the structure. The number, position and shape of the reinforcing ribs should be optimized according to the stress analysis and simulation results.
[0035] The front edge of the beam is subjected to surface treatment, such as spraying anticorrosive paint, anodizing, etc., to improve the corrosion resistance and durability of the structure. At the same time, through a reasonable surface treatment process, the aerodynamic performance and aesthetic appearance of the structure can also be improved.
[0036] In the specific embodiments of the present application, the rear edge 3 of the beam adopts a straight plate triangular wedge shape, which can be formed in sections to effectively reduce resistance, avoid vortex-induced tail shake, and effectively improve the aerodynamic performance. The bend angle of the straight plate triangular wedge shape is 1mm, which can effectively eliminate vortex and improve lift.
[0037] The beam butt joint 5 is connected with the closed chamber beam 1 through the butt joint backing plate 4. The butt joint backing plate 4 is riveted along the heading direction with the rear edge 3 and the front edge 2 of the beam, respectively. The beam butt joint 5 can effectively diffuse the load through the backing plate, while also reducing the difficulty of process installation, strengthening the stability of the front and rear edge ends, and facilitating adjustment during butt joint. The closed chamber beam 1 is provided with positioning holes at both ends for connecting with the beam butt joint 5 and the butt joint backing plate 4, which is beneficial to operation without positioning tooling in the field, improves maintainability, and saves cost.
[0038] In the specific embodiments of the present application, an assembly gasket 6 is arranged between the beam butt joint 5 and the aircraft tail strut joint 7. One end of the beam butt joint 5 for connecting with the aircraft tail strut joint 7 adopts a single-sided connecting lug structure or a double-sided connecting lug structure. The assembly gasket 6 is used to adjust the coaxiality of the butt joint intersection, ensure that the connecting standard piece does not enter the R area of the beam reinforcement groove, and effectively ensure the fatigue performance of the structure. The beam butt joint 5 and the aircraft tail strut joint 7 are connected at intervals.
[0039] The closed chamber beam 1, the beam front edge 2 and the beam rear edge 3 are all provided with a skin structure. The structural design of the beam front edge 2 can effectively improve the end aerodynamic performance and strengthen the structure, while sealing the stepped area smoothly and beneficially preventing water corrosion and improving the aerodynamic performance.
[0040] The beam butt joint 5 and the aircraft tail strut joint 7 are connected by bolts. The butt joint backing plate 4 can realize load diffusion of the double lug joint on the beam. The beam front edge 2 is long and oval with a convex shape, and the triangular lower wedge shape of the beam rear edge 3 eliminates vortex. The beam front edge 2 and the beam rear edge 3 are connected with the closed chamber beam 1 through draw pins, and the front and rear are reasonably segmented and formed by sheet metal.
[0041] After the double lug butt joint of the beam butt joint 5 is assembled, the step protruding the aerodynamic shape is sealed and smoothly transitioned. When the lift-increasing and drag-reducing impedance flutter structure is butted against the airplane tail strut joint 7, the gaskets are added to the two sides of the single and double lugs for adjustment. In the field maintenance, the holes are made according to the positioning holes of the two joints, and at the same time, the airplane tail strut joint 7 or the cargo compartment butt joint single lug joint is taken as the reference, the puller of the joint connection is ensured not to be in the R area of the beam butt joint 5 through the gaskets, and the side load of the lift-increasing and drag-reducing device is ensured to be balanced through the extrusion gaskets.
[0042] The unmanned aerial vehicle lift-increasing and drag-reducing impedance flutter structure provided in the application can effectively improve the lift, resist flutter, reduce weight, directly and effectively transfer load, optimize aerodynamic performance, shorten take-off and landing distance, and increase commercial load. The structure is simple, force transmission is direct, easy to maintain and replace, can meet the structural requirements of the unmanned aerial vehicle to increase lift and drag, and can reduce the structure weight and maintenance cost.
Claims
1. A UAV high-lift low-drag impedance flutter structure, characterized in that, The closed chamber beam (1), the beam front edge (2), the beam rear edge (3), the butt joint base plate (4) and the beam butt joint (5), the beam front edge (2) is fixed to the front end of the closed chamber beam (1), the beam rear edge (3) is fixed to the rear end of the closed chamber beam (1), the beam front edge (2), the beam rear edge (3) lower end is fixedly connected through the butt joint base plate (4) and the beam butt joint (5), the beam butt joint (5) is used for fixedly connecting with the airplane tail brace joint (7), the beam front edge (2) section is an oval structure, the beam rear edge (3) section is a right triangle wedge shape.
2. The unmanned aerial vehicle lift-enhancing and drag-reducing impedance flutter structure according to claim 1, wherein, The closed chamber beam (1) adopts a double-beam closed chamber section structure, including two beams and a web plate connected between the two beams.
3. The unmanned aerial vehicle lift-enhancing and drag-reducing impedance flutter structure according to claim 2, wherein, The distance between the two beams matches the beam butt joint (5), and the distance between the two beams is not greater than the width of the connecting end of the beam butt joint (5) and the butt joint base plate (4).
4. The unmanned aerial vehicle lift-enhancing drag-reducing fluttering structure of claim 1, wherein, The beam adopts an arc-shaped structure design, and the chord height and chord length ratio of the beam is 4:
1.
5. The unmanned aerial vehicle lift-enhancing drag-reducing fluttering structure of claim 1, wherein, The closed chamber beam (1) is provided with a butt joint sinking structure at the connection structure of the beam front edge (2) and the beam rear edge (3).
6. The unmanned aerial vehicle lift-enhancing drag-reducing fluttering structure of claim 1, wherein, The sheet bending angle of the straight plate triangular wedge shape is 1mm.
7. The unmanned aerial vehicle lift-enhancing drag-reducing fluttering structure of claim 1, wherein, The beam butt joint (5) and the closed chamber beam (1) are connected through the butt joint base plate (4), and the butt joint base plate (4) is riveted along the heading direction with the beam rear edge (3) and the beam front edge (2).
8. The unmanned aerial vehicle lift-enhancing drag-reducing fluttering structure of claim 1, wherein, The assembly washer (6) is arranged between the beam butt joint (5) and the airplane tail brace joint (7).
9. The unmanned aerial vehicle lift-enhancing drag-reducing fluttering structure of claim 1, wherein, The end of the beam butt joint (5) for connecting with the airplane tail brace joint (7) adopts a single-sided connecting lug structure or a double-sided connecting lug structure.
10. The unmanned aerial vehicle lift-enhancing drag-reducing fluttering structure of claim 1, wherein, The closed chamber beam (1), the beam front edge (2) and the beam rear edge (3) are all provided with a skin structure outside.