Laminar flow aerodynamic layout of hydrogen energy unmanned aerial vehicle and unmanned aerial vehicle

Abstract

The hydrogen energy unmanned aerial vehicle laminar flow aerodynamic layout comprises a fuselage, wings and a horizontal tail, the fuselage is arranged in a water drop shape and comprises a front fuselage body and a rear fuselage body which are connected, the knife-shaped wings are arranged at the joint of the front fuselage body and the rear fuselage body, the horizontal tail is arranged on the rear fuselage body, and the plane where the horizontal tail is located is located above the plane where the wings are located. According to the utility model, the fuselage is designed to be drop-shaped, and the knife-shaped wings and the horizontal tail are subjected to laminar flow design, so that large-size layout resistance reduction can be realized.

Description

Technical Field

[0001] This utility model relates to the field of aerodynamic layout technology for unmanned aerial vehicles (UAVs), and more specifically to a laminar flow aerodynamic layout for a hydrogen-powered UAV and the UAV itself. Background Technology

[0002] As low cost and environmental protection become key design considerations for aircraft in the aviation field, efficient drag reduction and emission reduction are crucial constraints in the aerodynamic layout design of unmanned aerial vehicles (UAVs). A significant portion of the environmental and transportation cost increases is due to excessive fuel consumption. In the field of aircraft overall design, one of the most important ways to achieve low energy consumption, low environmental pollution emissions, and high cruise efficiency in civil transport aircraft is to reduce aircraft drag and switch to cleaner fuels. In terms of drag types, friction drag accounts for approximately 50% of the drag in cruise mode for modern wide-fuselage civil aircraft, pressure drag accounts for approximately 19%, and induced drag accounts for approximately 27%. Of this, approximately 40% of friction drag comes from the fuselage, 40% from the wings, and the remaining friction drag mainly originates from the fairing, nacelle, horizontal stabilizer, and vertical stabilizer.

[0003] Therefore, based on the analysis of drag sources, it can be seen that the key to drag reduction is to implement laminar flow design on the wings and fuselage to achieve the goal of drag reduction. Hydrogen energy, as an alternative energy source, has advantages such as abundant reserves, wide availability, high energy density, cleanliness, and low price, and has broad development prospects in aviation carbon reduction. Hydrogen is the most promising power source and technological innovation point for achieving net-zero carbon emissions. The development and application of technologies and products related to hydrogen-powered aircraft have attracted widespread attention. However, hydrogen energy has problems such as large size and high space requirements for onboard assembly. How to integrate a large-size hydrogen energy system within a limited space has become the main design contradiction in the aerodynamic layout of hydrogen-powered UAVs. Utility Model Content

[0004] The technical problem to be solved by this utility model is how to provide a laminar aerodynamic layout suitable for hydrogen-powered drones.

[0005] This utility model solves the above-mentioned technical problems through the following technical means: a laminar flow aerodynamic layout for a hydrogen-powered unmanned aerial vehicle, including a fuselage, wings, and a horizontal tail. The fuselage is teardrop-shaped and includes a connected front fuselage and a rear fuselage. A blade-shaped wing is provided at the connection between the front fuselage and the rear fuselage. A horizontal tail is provided on the rear fuselage, and the plane of the horizontal tail is located above the plane of the wings.

[0006] As a preferred technical solution, the wing is provided with an upwardly tilted winglet near the tip.

[0007] As a preferred technical solution, the winglets have a large sweep angle and are designed for thin airfoils.

[0008] As a preferred technical solution, a motor is installed at the tail of the fuselage, and the output shaft of the motor is connected to a propeller.

[0009] As a preferred technical solution, the wings are equipped with ailerons, which are arranged adjacent to the winglets. An elevator is located at the root of the horizontal stabilizer, and a vertical stabilizer is located on the upper part of the rear fuselage. A rudder is located at the tip of the vertical stabilizer.

[0010] As a preferred technical solution, the rear fuselage also features a dorsal fin to facilitate a smooth transition between the fuselage and the vertical tail.

[0011] As a preferred technical solution, an air intake is provided on the belly of the rear fuselage, and an exhaust port is provided at the tail of the rear fuselage. The air intake and exhaust ports are connected to form an air duct.

[0012] As a preferred technical solution, the air intake is designed in a grille shape.

[0013] As a preferred technical solution, a hub cap is provided at the end of the motor's output shaft that is away from the propeller.

[0014] This utility model also provides a drone that adopts the above-mentioned laminar aerodynamic layout of hydrogen-powered drones.

[0015] The beneficial effects of this utility model are as follows:

[0016] (1) In this utility model, by designing the fuselage as a teardrop shape and designing the blade-shaped wings and horizontal tail as laminar flow, it is possible to achieve drag reduction in a large-size layout.

[0017] (2) In this utility model, the induced drag can be further reduced and the cruise lift-to-drag ratio can be increased by designing the winglets.

[0018] (3) In this utility model, through the structural design of the tail thruster, the slip flow generated by it will not flow through the wing and fuselage, thereby disrupting the laminar flow. The hub cap can improve the slip flow behind the propeller disk, thereby improving the propeller efficiency.

[0019] (4) In this utility model, by setting the dorsal fin, the fuselage and the vertical tail can be smoothly transitioned. At the same time, a vortex attached to the vertical tail can be generated to improve the tail efficiency under large sideslip angles and prevent the UAV from losing its course under large sideslip angles.

[0020] (5) In this utility model, by setting an air inlet in the belly of the engine, not only can its windward area be increased and the air intake efficiency improved, but it can also prevent rain to a certain extent. The exhaust port and the inlet form an air duct, which efficiently discharges the hot air passing through the radiator. This achieves efficient heat dissipation of the hydrogen energy system. Attached Figure Description

[0021] Figure 1 A three-dimensional structural schematic diagram provided for an embodiment of this utility model;

[0022] Figure 2 This is a schematic diagram of the main structure provided for an embodiment of the present utility model;

[0023] Figure 3 This is a side view structural diagram provided for an embodiment of the present utility model;

[0024] Figure 4 This is a top view structural diagram provided for an embodiment of the present utility model;

[0025] Reference numerals: 1. Forward fuselage; 2. Rear fuselage; 3. Wing; 4. Dorsal fin; 5. Vertical tail; 6. Rudder; 7. Propeller; 8. Motor; 9. Hub cap; 10. Exhaust port; 11. Elevator; 12. Horizontal tail; 13. Air intake; 14. Aileron; 15. Winglet. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the technical solutions of the embodiments of this utility model will be clearly and completely described below in conjunction with the embodiments of this utility model. Obviously, the described embodiments are only some embodiments of this utility model, not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0027] Example 1

[0028] See Figure 1 A laminar flow aerodynamic layout for a hydrogen-powered unmanned aerial vehicle includes a fuselage, wings 3, dorsal fin 4, vertical tail 5, rudder 6, propeller 7, motor 8, hub cap 9, exhaust port 10, elevator 11, horizontal tail 12, air intake 13, and aileron 14.

[0029] The fuselage is a rotating body with a teardrop shape. The fuselage reduces drag by controlling its maximum cross-sectional diameter and position to change the laminar flow distribution on the fuselage surface according to constraints. In this embodiment, the front-to-back ratio of the fuselage is 1.29:1, the slenderness ratio is about 5.14, and the aspect ratio is 11.3, which effectively reduces the drag coefficient of the whole machine and provides sufficient space for the hydrogen energy system onboard assembly.

[0030] See Figure 2 , Figure 3The fuselage includes a front fuselage 1 and a rear fuselage 2, which are fixedly connected. A wing 3 is provided at the connection between the front fuselage 1 and the rear fuselage 2, and the entire fuselage is teardrop-shaped. The wing 3 is a mid-wing. Near the tip of the wing 3, there is an upward-sloping winglet 15. The winglet 15 has a large sweep angle and is a thin airfoil. The upward slope here refers to the upward slope away from the fuselage. Near the winglet 15, there is an aileron 14 on the wing 3. Both wings 3 are provided with winglets 15 and ailerons 14.

[0031] The rear fuselage 2 has an air intake 13 on its belly, which is arranged in a grille shape. The upper part of the rear fuselage 2 has a vertical tail 5, and the back of the rear fuselage 2 also has a dorsal fin 4 to smoothly transition the fuselage and the vertical tail 5. The tip of the vertical tail 5 has a rudder 6.

[0032] The rear fuselage 2 is equipped with a horizontal stabilizer 12, and an elevator 11 is located at the base of the horizontal stabilizer 12. The rear fuselage 2 is equipped with an exhaust port 10. A motor 8 is fixedly installed on the mounting plate at the exhaust port 10. A propeller 7 and a hub cap 9 are connected to the output shaft of the motor 8. The wings 3 and the horizontal stabilizer 12 are designed with laminar flow, that is, the plane on which the wings 3 are located is not on the same plane as the plane on which the horizontal stabilizer 12 is located. In this embodiment, the plane on which the horizontal stabilizer 12 is located is above the plane on which the wings 3 are located. The winglets 15 on the wings 3 reduce the drag coefficient of the whole aircraft and improve the endurance of the UAV. After the laminar flow design, the overall cruise lift-to-drag ratio of the whole aircraft can reach 14.7, and the winglets 15 can increase the cruise lift-to-drag ratio by 3%.

[0033] See Figure 1 Air is drawn in through the underside air intake 13 of the rear fuselage 2 and exhausted through the exhaust port 10 at the rear of the fuselage. The purpose of designing the air intake 13 is mainly to provide oxygen to the hydrogen reactor and cool air for heat dissipation. In addition, the air intake 13 is designed on the underside of the fuselage, which not only increases its frontal area and improves air intake efficiency, but also provides some rain protection. The air intake 13 is connected to the exhaust port 10 to form an air duct, which can efficiently exhaust the hot air passing through the radiator and achieve efficient heat dissipation of the hydrogen energy system.

[0034] See Figure 1 The design of the tail thruster 7 prevents the slip flow generated by it from flowing over the wings 3 and fuselage, thus disrupting the laminar flow. In order to improve the slip flow behind the propeller disk of propeller 7, the hub cap 9 on the propeller is designed to improve the efficiency of propeller 7 by 3%. The dorsal fin 4 improves the efficiency of the tail fin at large sideslip angles by generating a vortex attached to the vertical tail 5, which can prevent the UAV from losing its heading stability at large sideslip angles.

[0035] Working principle:

[0036] The tail-mounted propeller configuration reduces the aerodynamic interference of the propeller 7 slipstream on the UAV. Furthermore, the teardrop-shaped fuselage and blade-shaped wings 3 employ laminar flow design to achieve drag reduction and efficient integration of the hydrogen energy system in a large-scale configuration. The winglets 15 further reduce induced drag. Additionally, the ailerons 14, elevators 11, and rudder 6 enhance UAV control, while the dorsal fin 4 improves tail efficiency. Moreover, the air intake 13 and exhaust 10, with the exhaust 10 located at the front of the propeller 7, ensure sufficient oxygen for the reactor, and the propeller 7's suction provides excellent heat dissipation. The hub cap 9 at the tail enhances the aerodynamic efficiency of the propeller 7, enabling efficient integration of a large-scale hydrogen energy system on the aircraft.

[0037] Example 2

[0038] The difference between this embodiment and Embodiment 1 is that this embodiment provides a drone that adopts the laminar aerodynamic layout of the hydrogen-powered drone in Embodiment 1.

[0039] The above embodiments are only used to illustrate the technical solutions of this utility model, and are not intended to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A laminar aerodynamic layout for a hydrogen-powered unmanned aerial vehicle, comprising a fuselage, wings, and a horizontal stabilizer, characterized in that, The fuselage is a rotating body with a teardrop shape. The maximum cross-sectional diameter and position of the fuselage are controlled according to constraints to alter the laminar flow distribution on the fuselage surface and reduce drag. The fuselage consists of a connected forward fuselage and a rear fuselage. A blade-shaped wing is located at the junction of the forward and rear fuselages. A horizontal stabilizer is located on the rear fuselage, with its plane above the plane of the wing. A motor is located at the rear of the fuselage, with its output shaft connected to a propeller. A hub cap is located at the end of the motor's output shaft facing away from the propeller. An air intake is located on the belly of the rear fuselage, and an exhaust port is located at the rear of the rear fuselage. The air intake and exhaust port are connected to form an air duct. The exhaust port is located at the front of the propeller. A vertical stabilizer is located on the upper part of the rear fuselage, and a dorsal fin is located on the back of the rear fuselage to smoothly transition between the fuselage and the vertical stabilizer.

2. The laminar aerodynamic layout of a hydrogen-powered unmanned aerial vehicle according to claim 1, characterized in that, The wings are equipped with upward-sloping winglets near the tips.

3. The laminar aerodynamic layout of a hydrogen-powered unmanned aerial vehicle according to claim 2, characterized in that, The winglets have a large sweep angle and are designed for thin airfoils.

4. The laminar aerodynamic layout of a hydrogen-powered unmanned aerial vehicle according to claim 2, characterized in that, The aircraft is equipped with ailerons on its wings, which are arranged adjacent to the winglets at the tips. An elevator is located at the base of the horizontal stabilizer, and a rudder is located at the tip of the vertical stabilizer.

5. The laminar aerodynamic layout of a hydrogen-powered unmanned aerial vehicle according to claim 1, characterized in that, The air intake is designed in a grille shape.

6. A drone, characterized in that, The hydrogen-powered drone adopts the laminar flow aerodynamic layout as described in any one of claims 1-5.

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