An unmanned helicopter body and a longitudinal double-rotor unmanned helicopter
By combining a truss structure with a semi-monocoque structure to form the fuselage of an unmanned helicopter, the problem of insufficient internal space utilization in large unmanned helicopters is solved, achieving efficient structural utilization and weight optimization, and simplifying the design.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- HARBIN UNITED AIRCRAFT TECH CO LTD
- Filing Date
- 2025-07-28
- Publication Date
- 2026-06-16
Smart Images
Figure CN224361394U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of unmanned helicopter technology, and in particular to an unmanned helicopter fuselage and a tandem dual-rotor unmanned aerial vehicle. Background Technology
[0002] Unmanned helicopters play a vital role in modern aviation, and their airframe structural design directly impacts flight performance, payload capacity, and adaptability to various operational scenarios. Currently, most unmanned helicopters employ a truss structure for their airframes. (See...) Figure 1 This structural form has significant advantages for small unmanned helicopters. The force transmission path of the truss structure is simple and direct, and the structural efficiency is high. At the same time, the shell is usually made of composite materials such as fiberglass, which only bears aerodynamic loads and does not participate in the overall force, thereby reducing structural weight and cost while meeting stiffness requirements.
[0003] As the size of unmanned helicopters increases, the internal space of the fuselage can be expanded to accommodate cargo holds or even crew cabins. If these spaces are not used effectively, it will lead to a waste of structural weight and reduce the rationality of the design. However, due to their inherent characteristics, truss structures are difficult to form enclosed cabins, and since the fuselage does not participate in the overall force transmission, additional structures are needed to achieve the function of enclosed cabins. This not only increases the structural weight but also increases complexity and manufacturing costs.
[0004] Furthermore, in cargo transportation scenarios, the load transfer method of truss structures requires the attachment points to be designed at or near the intersections of the pipes to minimize bending moments. This design means that cargo cannot be placed directly on the hold floor; instead, separate racks must be designed, with the rack connection points to the fuselage located near the truss intersections, further increasing weight and design complexity. For manned missions, the drawbacks of truss structures are even more pronounced. Since truss structures are inherently unsuitable for supporting the crew cabin, a separate crew cabin structure must be designed. This structure typically does not participate in the overall load-bearing, resulting in low structural efficiency and a significant increase in empty aircraft weight.
[0005] Therefore, there is an urgent need for a structural form for unmanned helicopter fuselages that can efficiently utilize the internal space of the fuselage and maintain the overall structural efficiency of the fuselage. Utility Model Content
[0006] To address the technical problems existing in the prior art, this utility model proposes the following technical solution:
[0007] An unmanned helicopter fuselage comprises three parts: a front section, a middle section, and a rear section. The front and rear sections adopt a truss structure, while the middle section adopts a semi-monocoque structure. The truss structure and the semi-monocoque structure are fixedly connected to form an integrated force-bearing system.
[0008] Furthermore, the truss structure and the semi-monocoque structure are fixedly connected by welding or mechanical connectors.
[0009] Furthermore, the semi-monocoque structure includes an upper wall, a lower wall, a left wall, a right wall, a front wall, and a rear wall.
[0010] Furthermore, both the upper wall and the lower wall include longitudinal beams, transverse partitions, and skin, with the longitudinal beams and transverse partitions forming a skeleton, and the outer side of the skeleton covered by skin.
[0011] Furthermore, the left wall, the right wall, the front wall, and the rear wall each include longitudinal stringers, transverse partitions, and skin, with the longitudinal stringers and transverse partitions forming a skeleton, and the outer side of the skeleton covered by skin.
[0012] Furthermore, the skin is fixedly connected to the skeleton via rivet points.
[0013] Furthermore, the area where the semi-monocoque structure is connected to the truss structure is the landing gear load dispersion area, and the skin in the landing gear load dispersion area is thickened.
[0014] Furthermore, a hatch opening is provided on the left wall and / or the right wall.
[0015] This utility model also proposes a tandem dual-rotor unmanned aerial vehicle, which includes the aforementioned helicopter fuselage.
[0016] Furthermore, the engine is mounted at the front and / or rear of the helicopter fuselage.
[0017] This utility model can achieve at least one of the following beneficial effects:
[0018] (1) By adopting a truss structure design at the front and rear and a semi-monocoque structure design in the middle, both truss and semi-monocoque structures are used. While retaining the advantage of the simple and direct force transmission path of the truss structure, the space utilization of the cabin is increased by the semi-monocoque structure in the middle.
[0019] (2) By rationally arranging the truss structure of the front and rear parts and the semi-monocoque structure in the middle, the best match between the structural form and functional requirements is achieved. The engine and related equipment are installed by the truss structure. By ensuring that the load can be transmitted in the form of axial force, the adverse effects of bending moment on the structure are avoided. The cargo compartment or crew compartment space can be formed by the semi-monocoque structure without the need to add extra racks or crew compartment structure, which significantly reduces the empty weight of the aircraft. Attached Figure Description
[0020] The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of the invention. Throughout the drawings, the same reference numerals denote the same parts.
[0021] Figure 1 Axonometric drawing of the fuselage of a pure truss structure unmanned helicopter based on existing technology;
[0022] Figure 2 This is an isometric drawing of the fuselage of the unmanned helicopter of this utility model;
[0023] Figure 3 This is a side view of the fuselage of the unmanned helicopter of this utility model;
[0024] Figure 4 This is a top view of the fuselage of the unmanned helicopter of this utility model;
[0025] Figure 5 An isometric view of the unmanned helicopter fuselage of this utility model with the hatch open;
[0026] Figure 6 This is a schematic diagram of the left side wall of the semi-rigid shell structure of this utility model.
[0027] Figure 7 This is an isometric view of the left side wall of the semi-rigid shell structure of this utility model;
[0028] In the diagram: 1. Truss structure; 2. Semi-monocoque structure; 3. Metal tube; 4. Mechanical joint; 5. Longitudinal beam; 6. Longitudinal stringers; 7. Transverse bulkhead; 8. Skin; 9. Door opening; 10. Engine mounting area; 11. Landing gear load distribution area; 12. Riveting point. Detailed Implementation
[0029] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, which constitute a part of the present invention and are used together with the embodiments of the present invention to illustrate the principles of the present invention, but are not intended to limit the scope of the present invention.
[0030] Example 1:
[0031] This invention provides an unmanned helicopter fuselage with a hybrid truss and semi-monocoque structure. By organically combining the truss and semi-monocoque structures, it overcomes the shortcomings of traditional single-structure forms in terms of weight optimization, structural efficiency, and functional expansion. The specific embodiments of this invention are described in detail below with reference to the accompanying drawings and component reference numerals.
[0032] like Figures 2-5As shown, the unmanned helicopter fuselage consists of three parts: front, middle and rear. The front and rear parts adopt a truss structure 1 design, which is mainly used to install the engine and related equipment, while the middle part adopts a semi-monocoque structure 2 design to form a cargo compartment or crew cabin.
[0033] The truss structure 1 is formed by connecting metal tubes 3 or profiles through welding or mechanical joints 4. Its force transmission path is simple and direct, making it suitable for areas that do not require enclosed compartments. The application of the truss structure 1 is concentrated in the engine mounting areas 10 on the front and rear sides. This area is mainly used to install engines and related equipment. The load distribution in this area is relatively concentrated. By reasonably arranging the position and angle of the metal tubes 3, it is ensured that the load can be transmitted in the form of axial force, avoiding the adverse effects of bending moment on the structure.
[0034] By adopting a truss structure 1 design at the front and rear and a semi-monocoque structure 2 design in the middle, the space utilization rate of the cabin is increased by the semi-monocoque structure 2 in the middle while retaining the advantage of the simple and direct force transmission path of the truss structure 1, allowing each area to perform its function independently.
[0035] Furthermore, the metal tube 3 can be made of aluminum alloy, titanium alloy or high-strength steel. The selection of materials needs to take into account strength, weight and cost factors. The profile is I-shaped, but other irregular profiles can also be selected. The materials can be aluminum alloy, titanium alloy or high-strength steel, etc.
[0036] For the semi-monocoque structure 2 in the middle, such as Figure 2 , Figure 5 As shown, it includes an upper wall, a lower wall, a left wall, a right wall, a front wall, and a rear wall.
[0037] like Figure 5 As shown, the upper and lower walls consist of a frame composed of longitudinal beams 5 and transverse bulkheads 7, which together with the skin 8 form an integrated load-bearing system. The longitudinal beams 5 primarily bear the axial forces caused by bending moments, while the transverse bulkheads 7 maintain the fuselage cross-sectional shape and distribute the concentrated loads transmitted from the landing gear.
[0038] like Figure 6 , Figure 7 As shown, taking the left wall as an example, the main structural configuration of the left wall, right wall, front wall, and rear wall is described. Specifically, the left wall includes a skeleton composed of longitudinal stringers 6 and transverse bulkheads 7. The outer side of the skeleton is covered with skin 8, and the skeleton and skin 8 form an integral load-bearing system. The longitudinal stringers 6 mainly bear the axial force caused by bending moment, while the transverse bulkheads 7 play a role in maintaining the shape of the fuselage cross-section and dispersing the concentrated load transmitted from the landing gear.
[0039] Furthermore, a hatch opening 9 is provided on the left wall and / or the right wall. The hatch opening 9 can be a single-sided opening or a double-sided opening.
[0040] Furthermore, the frame and skin 8 are secured together via riveting points 12 or other reliable connection methods to ensure overall load-bearing performance. In practical applications, if the unmanned helicopter needs to transport cargo, the cargo hold or crew cabin space can be formed using the semi-monocoque structure 2, eliminating the need for additional racks or crew cabin structures and significantly reducing the empty weight.
[0041] like Figure 3 and Figure 4 As shown, the front and rear truss structures 1 are fixedly connected to the middle semi-monoshell structure 2, forming a complete load-bearing system. The connection design between the truss structure 1 and the semi-monoshell structure 2 must fully consider the continuity of the force transmission path and the overall coordination of the structure. Welding or mechanical connections can be used for the connection. Mechanical connections can include various structures such as joints, bolts, and keys, and the selection requires optimization calculations and analysis. For example, if a bolted connection is chosen, the diameter and number of bolts need to be accurately calculated to ensure that stress concentration or localized failure does not occur at the connection point.
[0042] Meanwhile, the connection design must also ensure stiffness matching between the truss structure 1 and the semi-monocoque structure 2 to avoid excessive deformation under load. This design not only improves the overall performance of the structure but also simplifies the manufacturing and assembly process.
[0043] Furthermore, since the skin 8 participates in bearing shear and torque loads, its thickness can be designed according to the specific load distribution.
[0044] Specifically, such as Figure 5 As shown, the connection between the front and rear truss structures 1 and the middle semi-monocoque structure 2 is used for load transfer. Therefore, the area where the middle semi-monocoque structure 2 is connected to the truss structure 1 is the landing gear load distribution area 11. Since the area near the landing gear load distribution area 11 bears a larger load, the skin 8 in the landing gear load distribution area 11 is thickened. That is, the skin 8 in the landing gear load distribution area 11 can be appropriately increased compared to the skin 8 in other areas to enhance the local shear resistance.
[0045] Example 2:
[0046] Based on Embodiment 1, in order to further improve the applicability of this utility model, Embodiment 2 replaces some of the structures.
[0047] Furthermore, in certain application scenarios, the metal tube 3 of the truss structure 1 can be replaced with a carbon fiber composite tube to further reduce weight.
[0048] For the semi-monocoque structure 2, the skin 8 can be made of carbon fiber composite or glass fiber composite to further reduce structural weight or manufacturing costs. Even the entire wall panel can be manufactured using composite monolithic molding technology to reduce weight, the number of parts, and assembly workload.
[0049] These alternatives can be flexibly adjusted according to actual needs to meet the design requirements of different models.
[0050] Example 3:
[0051] Based on Embodiment 1 and / or Embodiment 2, this utility model also proposes a specific application of the above-mentioned helicopter fuselage: a tandem dual-rotor unmanned aerial vehicle (UAV) that includes the above-mentioned helicopter fuselage, wherein the engine can be installed at the front and / or rear of the helicopter fuselage.
[0052] In summary, this invention provides a highly efficient and lightweight unmanned helicopter fuselage design by organically combining the truss structure 1 and the semi-monocoque structure 2. By rationally arranging the truss structure 1 at the front and rear and the semi-monocoque structure 2 in the middle, an optimal match between structural form and functional requirements is achieved. Furthermore, this invention also provides multiple alternative solutions, which can be flexibly adjusted according to the size and purpose of different unmanned helicopters, demonstrating broad application prospects and significant technical advantages.
[0053] The above description is only a preferred embodiment of the present utility model, but the protection scope of the present utility model is not limited thereto. Any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present utility model should be included within the protection scope of the present utility model.
Claims
1. An unmanned helicopter fuselage, characterized in that... It consists of three parts: front, middle and rear. The front and rear parts adopt a truss structure (1), and the middle part adopts a semi-rigid shell structure (2). The truss structure (1) and the semi-rigid shell structure (2) are fixedly connected to form an overall force-bearing system.
2. The unmanned helicopter fuselage as described in claim 1, characterized in that: The truss structure (1) and the semi-rigid shell structure (2) are fixedly connected by welding or mechanical connectors.
3. The unmanned helicopter fuselage as described in claim 1 or 2, characterized in that: The semi-rigid shell structure (2) includes an upper wall, a lower wall, a left wall, a right wall, a front wall, and a rear wall.
4. The unmanned helicopter fuselage as described in claim 3, characterized in that: Both the upper wall and the lower wall include a longitudinal beam (5), a transverse partition (7) and a skin (8). The longitudinal beam (5) and the transverse partition (7) form a skeleton, and the outer side of the skeleton is covered with a skin (8).
5. The unmanned helicopter fuselage as described in claim 3, characterized in that: The left wall, the right wall, the front wall and the rear wall each include longitudinal stringers (6), transverse partitions (7) and skin (8). The longitudinal stringers (6) and the transverse partitions (7) form a skeleton, and the outer side of the skeleton is covered with skin (8).
6. The unmanned helicopter fuselage as described in claim 4 or 5, characterized in that: The skin (8) is fixedly connected to the skeleton by rivet points (12).
7. The unmanned helicopter fuselage as described in claim 4 or 5, characterized in that: The area where the semi-monocoque structure (2) is connected to the truss structure (1) is the landing gear load dispersion area (11), and the skin (8) located in the landing gear load dispersion area (11) is thickened.
8. The unmanned helicopter fuselage as described in claim 4, characterized in that: A hatch opening (9) is provided on the left wall and / or the right wall.
9. A tandem dual-rotor unmanned aerial vehicle, characterized in that: It includes the helicopter body as described in any one of claims 1 to 8.
10. The tandem dual-rotor UAV according to claim 9, characterized in that, The engine is mounted at the front and / or rear of the helicopter fuselage.