Full-tilting ducted fan aircraft

Abstract

The utility model relates to the technical field of low-altitude traffic equipment, in particular to a full-tilting ducted fan aircraft, which is characterized in that a fuselage comprises a nose and a tail, wings are provided with tilting mechanisms to be in driving connection with wing ducted mechanisms, the nose is provided with the tilting mechanism to be in driving connection with a front ducted mechanism, and the tail is provided with the tilting mechanism to be in driving connection with a rear ducted mechanism; a height difference value exists between the front duct mechanism and the rear duct mechanism; the mounting distance between the wing duct mechanisms and the fuselage is greater than the mounting distance between the front duct mechanism and the fuselage and the mounting distance between the rear duct mechanism and the fuselage; according to the full-tilting ducted fan aircraft, pneumatic interference is reduced, the ducted operation stability is improved, ducted air ducts of the wing parts are prevented from being affected, and the stability and safety of the aircraft in the flying process are improved; the pitching angle of the duct is adjusted, the flight attitude of the duct is adjusted, power assistance in the take-off and landing process of the aircraft is provided, the tilting action efficiency of the aircraft is improved, more flight actions are achieved, and the actual application scene of the aircraft is improved.

Description

Technical Field

[0001] This utility model relates to the field of low-altitude transportation equipment technology, specifically a fully tilting ducted fan aircraft. Background Technology

[0002] Currently, mainstream urban aircraft include fixed-wing, multi-rotor, compound-wing, and tiltrotor aircraft. Fixed-wing aircraft are traditional aircraft with relatively rich experience, but they require runways for takeoff and landing, placing stringent requirements on the takeoff and landing sites. Multi-rotor aircraft have a simple structure and high safety, and compared to fixed-wing aircraft, they can take off and land vertically, greatly reducing the requirements for takeoff and landing sites, but they are slower and have shorter flight time and range. Compound-wing and tiltrotor aircraft perfectly solve the above problems, as they can both take off and land vertically, have low requirements for takeoff and landing sites, and have significantly improved flight time and range compared to multi-rotor aircraft, but there is not much experience accumulated in their design.

[0003] Chinese utility model patent publication number CN218662356U discloses a tilt-wing biplane aircraft with a novel type of wing, including a fuselage, carbon fiber tubes, equipment bay, forward tilt-wing, rear tilt-wing, tail, and front landing gear. The forward and rear tilt-wings are located on the upper front and upper rear of the fuselage, respectively. Propellers are connected to the edges of the forward and rear tilt-wings, and landing gear is connected to the wing root contraction of the forward and rear tilt-wings. The propellers and landing gear tilt with the forward and rear tilt-wings, with a maximum tilt angle of 90 degrees. This utility model, through the design of two forward tilt-wings and two rear tilt-wings, and with the left and right front landing gears tilting with the forward tilt-wings and the left and right rear landing gears tilting with the rear tilt-wings, enables the drone to take off and land vertically, significantly increasing the payload capacity. Compared with traditional drones, it can achieve high-speed level flight and has stronger aerial maneuverability.

[0004] However, the existing technology has an overly compact layout of its ducted propeller power system, which can cause interference with the aerodynamic path of the duct, affecting flight safety and stability. Furthermore, this design primarily enables the tilting function of the wing, which limits the flight maneuvers of the tilting wing in terms of aircraft control and flight attitude, and the overall flight and attitude performance needs to be improved.

[0005] There is an urgent need to develop a technical solution to address the aforementioned technical problems. Utility Model Content

[0006] The purpose of this invention is to provide a fully tilting ducted fan aircraft that reduces aerodynamic interference, improves duct operational stability, avoids affecting the ducted airflow in the wing section, and enhances the stability and safety of the aircraft during flight. It integrates the design advantages of fixed-wing aircraft, allowing for more flexible body design and providing stable lift and attitude adjustment assistance. The duct pitch angle adjustment enables the duct to adjust the flight attitude and provides power assistance during takeoff and landing, improving the efficiency of the aircraft's tilting maneuvers, facilitating flight attitude adjustments, increasing the aircraft's control capabilities during flight, enabling more flight maneuvers, and expanding the aircraft's practical application scenarios.

[0007] To achieve the above objectives, this utility model provides the following technical solution;

[0008] A fully tilting ducted fan aircraft includes a fuselage and a tail fin. The fuselage is characterized by symmetrically arranged main lifting wings and connecting wings on both sides. The fuselage includes a nose and a tail. A tilting mechanism is provided at the nose to drive and connect a front ducted fan mechanism, and a tilting mechanism is provided at the tail to drive and connect a rear ducted fan mechanism. A tilting mechanism is provided at the main lifting wings to drive and connect a first wing ducted fan mechanism, and a tilting mechanism is provided at the connecting wings to drive and connect a second wing ducted fan mechanism. There is a height difference between the front and rear ducted fan mechanisms. The installation distance between the first and second wing ducted fan mechanisms and the fuselage is greater than the installation distance between the front and rear ducted fan mechanisms and the fuselage.

[0009] Furthermore, the wing has a double-layer structure, and the end of the connecting wing is connected to the main lifting wing through a wing plate; the first wing duct mechanism and the second wing duct mechanism are not at the same horizontal level.

[0010] Furthermore, the main lifting wing is longer than the connecting wing, and the first wing duct mechanism and the second wing duct mechanism do not overlap on the projection plane facing the nose.

[0011] Furthermore, each of the first wing duct mechanisms at the main lifting wing is independently driven by a tilting mechanism.

[0012] Furthermore, flaps are provided on both the main lifting wing and the tail wing;

[0013] Furthermore, several landing gears are provided on the lower abdomen of the fuselage.

[0014] Furthermore, the landing gear includes a front landing gear and a rear landing gear. The front landing gear is arranged on the front belly of the fuselage, and the rear landing gear is symmetrically arranged on the middle belly of the fuselage to form a three-point landing gear.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0016] This fully tilting ducted fan aircraft utilizes a height difference between the front and rear ducted fan structures to reduce aerodynamic interference between them at different rotation angles, thus improving duct operational stability. The main lifting wing, in conjunction with the first wing ducted structure, provides the high expected lift characteristic of a fixed-wing aircraft while simultaneously adjusting flight attitude. This integration of fixed-wing aircraft design advantages allows for more flexible and free body design. The connecting wing, in conjunction with the second wing ducted structure, further provides stabilizing lift assistance and attitude adjustment assistance. The relatively large installation distance between the first and second wing ducted fan structures prevents the airflow in the wing section from being affected by the front and rear ducted fan structures, thereby improving the aircraft's stability and safety during flight. The tilting mechanism rotates the power-providing duct to adjust its pitch angle, enabling attitude adjustment and providing power assistance during takeoff and landing. This improves the efficiency of the tilting maneuvers, facilitates attitude adjustment, increases controllability during flight, allows for more flight maneuvers, and expands the aircraft's practical application scenarios. Attached Figure Description

[0017] Figure 1 This is a three-dimensional structural diagram of the present invention;

[0018] Figure 2 This is another perspective on the three-dimensional structure of the present invention;

[0019] Figure 3 This is another perspective on the three-dimensional structure of the present invention;

[0020] Figure 4 This is a three-dimensional structural concept of the tilting mechanism of this utility model rotating at a certain angle;

[0021] Figure 5 This is a schematic diagram of the three-dimensional structure of the tilting mechanism of this utility model rotating 90°.

[0022] Figure 6 This is another perspective view of the three-dimensional structure of the tilting mechanism of this utility model when rotated 90°. Detailed Implementation

[0023] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present utility model. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments.

[0024] In this embodiment, reference Figure 1-6As shown, a fully tilting ducted fan aircraft includes a fuselage 1 and a tail 3. The fuselage is characterized by symmetrically arranged main lifting wings 21 and connecting wings 22 on both sides. The fuselage 1 includes a nose 11 and a tail 12. A tilting mechanism is provided at the nose 11 to drive and connect to a front ducted mechanism 41, and a tilting mechanism is provided at the tail 12 to drive and connect to a rear ducted mechanism 42. A tilting mechanism is provided at the main lifting wing 21 to drive and connect to a first wing ducted mechanism 43, and a tilting mechanism is provided at the connecting wing 22 to drive and connect to a second wing ducted mechanism 43.

[0025] There is a height difference between the front duct mechanism 41 and the rear duct mechanism 42; the installation distance between the first wing duct mechanism 431 and the second wing duct mechanism 432 and the fuselage 1 is greater than the installation distance between the front duct mechanism 41 and the rear duct mechanism 42 and the fuselage 1.

[0026] In this fully tilting ducted fan aircraft, the height difference between the installation positions of the front duct mechanism 41 and the rear duct mechanism 42 reduces aerodynamic interference between them at rotational angles, improving duct operational stability. The main lifting wing 21, in conjunction with the first wing duct structure 431, provides a large expected lift for fixed-wing aircraft while simultaneously adjusting flight attitude, integrating the design advantages of fixed-wing aircraft and allowing for more flexible body design. The connecting wing 22, in conjunction with the second wing duct structure 432, further provides stable lift assistance and attitude adjustment assistance; the first wing duct mechanism 431 and... The second wing duct mechanism 432 is installed at a greater distance, which can avoid the air duct of the wing section being affected by the front duct mechanism 41 and the rear duct mechanism 42, thereby improving the stability and safety of the aircraft during flight. The tilting mechanism is used to rotate the duct that provides power to achieve the adjustment of the duct pitch angle, thereby enabling the duct to adjust the flight attitude and provide power assistance during the take-off and landing of the aircraft, improving the efficiency of the aircraft's tilting action, facilitating the adjustment of the flight attitude, increasing the control capability of the aircraft during flight, enabling more flight maneuvers, and improving the practical application scenarios of the aircraft.

[0027] In this embodiment, the wing 2 has a double-layer structure, and the end of the connecting wing 22 is connected to the main lifting wing 21 through the wing plate 23; the first wing duct mechanism 431 and the second wing duct mechanism 432 are not at the same horizontal height.

[0028] Specifically, wing 2 is a double-layer biplane structure, with the end of the connecting wing 22 connected to the main lifting wing 21 by a wingplate 23. This transfers the forces during pitch, roll, and yaw flight to the main lifting wing 21, which serves as the main wing body. This makes the pitch, roll, and yaw control of the aircraft more effective and safe during flight. It also allows for a more rational and rapid transfer of lift and control torque to the fuselage and the main lifting wing, and greatly reduces the torsional shear force exerted by lift and control torque on the wing. This ensures the aircraft's ability to cope with complex flight maneuvers and its safety during flight operations, and further enhances the aircraft's design space to adapt to the operational needs of multiple purposes and scenarios.

[0029] In this embodiment, the length of the main lifting wing 21 is greater than that of the connecting wing 22; the first wing duct mechanism 431 and the second wing duct mechanism 432 do not overlap on the projection plane facing the nose.

[0030] Specifically, when the main lifting wing 21 is long enough, it can provide greater lift during flight, reduce power loss, and the projections of the first wing duct mechanism 431 and the second wing duct mechanism 432 do not overlap, proving that its aerodynamic layout is reasonable, avoiding mutual interference between air ducts, further reducing power consumption, lowering safety risks, increasing flight time, and improving overall flight safety.

[0031] In this embodiment, each of the first wing duct mechanisms 431 at the main lifting wing 21 is independently driven by a tilting mechanism.

[0032] Specifically, the first wing duct mechanism 431, the second wing duct mechanism 432, the front duct mechanism 41, and the rear duct mechanism 42 are all dual-set designs, totaling an eight-axis duct layout. Driven by the tilt mechanism, they can tilt at free angles, enabling vertical take-off and landing when the duct is horizontal and providing horizontal power output when perpendicular to the duct, thus achieving maneuvers such as nose-down flight, idle turn, turning, rolling, and ground taxiing. Preferably, each first wing duct mechanism 431 is driven independently by the tilt mechanism, while the remaining dual-set second wing duct mechanism 432, front duct mechanism 41, and rear duct mechanism 42 are connected to a set of ducts by the tilt mechanism. The more unique idle turn can be achieved by driving the front duct mechanism 41, rear duct mechanism 42, and second wing duct mechanism 432 to a horizontal position to achieve an aerial hovering posture, and then driving the first wing duct mechanisms 431 on both sides to rotate at opposite angles to achieve an aerial turn.

[0033] In this embodiment, the tilting mechanism adopts the existing technology, which can drive the duct or propeller to complete the tilting action. Therefore, in this embodiment, its structural features and working principle will not be described in detail.

[0034] In this embodiment, the first wing duct mechanism 431, the second wing duct mechanism 432, the front duct mechanism 41, and the rear duct mechanism 42 are all ducted fan structures, which are existing technologies and are widely used in aircraft and flying cars. The specific internal structure, electrical connection, and control method will not be described in this embodiment.

[0035] In this embodiment, flaps 5 are provided on both the main lifting wing 21 and the tail wing 3; specifically, the flaps 5 are connected by a tilting mechanism to further enhance the flexibility of the wings and improve the maneuverability and safety of the aircraft.

[0036] In this embodiment, a plurality of landing gears are provided on the lower abdomen of the fuselage 1; further, the landing gears include a front landing gear 6 and a rear landing gear 7, a set of the front landing gears 6 are arranged on the front abdomen of the fuselage 1, and the rear landing gears 7 are symmetrically arranged on the left and right sides of the middle abdomen of the fuselage 1 to form a four-point landing gear.

[0037] The specific embodiments described herein are merely illustrative examples illustrating the spirit of this utility model. Those skilled in the art to which this utility model pertains may make various modifications or additions to the described specific embodiments or use similar methods to replace them, without departing from the scope defined by the spirit of this utility model.

Claims

1. A fully-tilt ducted fan aircraft comprising a fuselage (1) and a tail (3), characterized in that, The fuselage is also symmetrically provided with a main lifting wing (21) and a connecting wing (22) on both sides. The fuselage (1) includes a nose (11) and a tail (12). A tilting mechanism is provided at the nose (11) to drive and connect the front duct mechanism (41). A tilting mechanism is provided at the tail (12) to drive and connect the rear duct mechanism (42). A tilting mechanism is provided at the main lifting wing (21) to drive and connect the first wing duct mechanism (431). A tilting mechanism is provided at the connecting wing (22) to drive and connect the second wing duct mechanism (432). There is a height difference between the front duct mechanism (41) and the rear duct mechanism (42); the installation distance between the first wing duct mechanism (431) and the second wing duct mechanism (432) and the fuselage (1) is greater than the installation distance between the front duct mechanism (41) and the rear duct mechanism (42) and the fuselage (1).

2. A fully canting ducted fan aircraft according to claim 1, wherein, The wing (2) has a double-layer structure, and the end of the connecting wing (22) is connected to the main lifting wing (21) through the wing plate (23); the first wing duct mechanism (431) and the second wing duct mechanism (432) are not at the same horizontal height.

3. A fully canting ducted fan aircraft according to claim 2, wherein, The main lifting wing (21) is longer than the connecting wing (22), and the first wing duct mechanism (431) and the second wing duct mechanism (432) do not overlap in the projection plane facing the nose.

4. A fully canting ducted fan aircraft according to claim 2, wherein, Each of the first wing duct mechanisms (431) at the main lifting wing (21) is independently driven by a tilting mechanism.

5. A fully canting ducted fan aircraft according to claim 3, wherein, Both the main lifting wing (21) and the tail wing (3) are equipped with flaps (5).

6. A fully canting ducted fan vehicle according to claim 1, wherein, The lower abdomen of the fuselage (1) is provided with several landing gears.

7. A fully canting ducted fan aircraft according to claim 6, wherein, The landing gear includes a front landing gear (7) and a rear landing gear (8). The front landing gear (7) is arranged on the front belly of the fuselage (1), and the rear landing gear (8) is arranged symmetrically on the left and right sides of the middle belly of the fuselage (1) to form a three-point landing gear.

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