Cargo drone

Abstract

The utility model provides a freight unmanned plane relates to unmanned plane technical field, including fuselage for loading goods, the fuselage tail lower portion is equipped with rear aircraft wheel, rear aircraft wheel is connected with the fuselage through support rod, rear wing is located the fuselage tail upper portion and has upper reflex angle, front wing is located the fuselage head lower portion and has lower reflex angle, the front wing both sides lower portion is equipped with front aircraft wheel, tail push propeller is located the fuselage tail, vertical propeller is located the fuselage both sides, wherein, tail push propeller drives through the fuselage upper oil dynamic piston engine, vertical propeller drives through fuselage upper motor. A freight unmanned plane in the utility model, solved the problem that the prior art lacks a freight unmanned plane capable of stable vertical take-off and landing and long range and large load.

Description

Technical Field

[0001] This utility model belongs to the field of unmanned aerial vehicle (UAV) technology, and specifically relates to a cargo UAV. Background Technology

[0002] Cargo drones are unmanned aircraft controlled by radio remote control equipment and onboard program control devices, primarily used for cargo transportation. They typically possess autopilots and program control devices, enabling tracking, positioning, remote control, telemetry, and digital transmission from the ground. Cargo drones can rapidly reach disaster areas for material delivery and personnel rescue, meeting the rapidly growing demand for low-altitude cargo transportation, especially in remote or inaccessible areas, and thus have found widespread application in multiple fields.

[0003] Existing drones include fixed-wing drones and multi-rotor drones. While fixed-wing drones have advantages such as high cruising speed and long range, they require long runways for takeoff and landing, placing high demands on the takeoff and landing sites. This makes them unsuitable for use in many complex environments, resulting in poor site adaptability. Multi-rotor drones, on the other hand, can take off and land vertically, with lower requirements for takeoff and landing sites. However, their short endurance and limited payload capacity make them unsuitable for long-distance, high-payload cargo transport missions. Although some vertical takeoff and landing fixed-wing drones exist, using hybrid engines to balance range and vertical takeoff and landing, they suffer from insufficient electric motor power during the vertical takeoff phase, requiring supplemental fuel engine power, which can lead to response delays and instability. Utility Model Content

[0004] Therefore, the purpose of this utility model is to provide a cargo drone that addresses the problem of the lack of a cargo drone in the prior art that can stably take off and land vertically and has a large range and payload.

[0005] The present invention discloses a cargo drone, characterized in that it includes:

[0006] The fuselage is used for loading cargo. A rear wheel is located below the tail of the fuselage, and the rear wheel is connected to the fuselage via a support rod. A rear wing is located above the tail of the fuselage and has an upward dihedral angle. A front wing is located below the nose of the fuselage and has a downward dihedral angle. Front wheels are located on both sides of the front wing. A tail thruster is located at the tail of the fuselage. Vertical lift propellers are located on both sides of the fuselage. The tail thruster is driven by a hydraulic piston engine mounted on the fuselage, and the vertical lift propellers are driven by an electric motor mounted on the fuselage.

[0007] The aforementioned cargo drone, by separately mounting a piston engine and an electric motor on its fuselage, allows for time-sharing operation of the piston engine and electric motor during horizontal cruise and vertical takeoff and landing, fully leveraging their respective advantages. This enables the drone to achieve long-endurance flight while maintaining a large payload capacity, avoiding the slow response and low efficiency issues associated with hybrid engines that require mode switching based on phase. Multiple vertical takeoff propellers individually positioned on both sides of the fuselage ensure sufficient vertical lift driven by the electric motors. Furthermore, the two front wheels under the front wing, combined with the rear wheel under the tail of the fuselage, form a tailwheel design, allowing for flexible ground movement and stable vertical takeoff and landing. It requires no airport runway, has extremely low requirements for takeoff and landing sites, and can successfully take off and land in confined spaces, uneven ground, and other complex environments, greatly improving the drone's application flexibility and adaptability. In addition, the lower front wing and upper rear wing configuration effectively avoids the impact of front wing vortices on the aerodynamic characteristics of the rear wing, reducing energy consumption and indirectly improving endurance, payload capacity, and flight performance. Therefore, this invention solves the problem of the lack of a cargo drone in the prior art that can stably take off and land vertically and has a large range and payload.

[0008] In addition, the cargo drone proposed according to this utility model may also have the following additional technical features:

[0009] Preferably, multiple connecting rods are symmetrically arranged on both sides of the fuselage, the motor is a coaxial dual-propeller motor and is located at the end of the connecting rod, and the vertical propeller is located on the upper and lower sides of the coaxial dual-propeller motor.

[0010] Preferably, the front wing has a first winglet at the end away from the fuselage, and an elevator is provided at the tail end of the middle part of the front wing.

[0011] Preferably, the rear wing has a second winglet at the end away from the fuselage, and an aileron is provided at the tail end of the middle part of the rear wing.

[0012] Preferably, a vertical tail fin is provided at the intersection of the upper part of the fuselage tail and the centerline of the rear wing, and a rudder is provided in the middle section of the tail of the vertical tail fin.

[0013] Preferably, the cross-section of the middle part of the fuselage is rectangular and the edges are provided with transition rounded corners.

[0014] Preferably, the coaxial twin propeller motor is provided with a shroud on its outer side, and the shroud is provided with heat dissipation vents.

[0015] Preferably, the aspect ratio of the rear wing is greater than that of the front wing.

[0016] Preferably, the upper concave angle is 2° to 4°, and the lower concave angle is 4° to 6°.

[0017] Preferably, cooling ducts are provided on both sides of the fuselage below the rear wing, and the cooling ducts are used to dissipate heat from the piston engine. Attached Figure Description

[0018] Figure 1 This is a schematic diagram of the structure of a cargo drone proposed in one embodiment of the present invention;

[0019] Figure 2 This is a side view of a cargo drone according to one embodiment of the present invention;

[0020] Figure 3 This is a front view of a cargo drone proposed in one embodiment of the present invention;

[0021] Figure 4 This is a top view of a cargo drone according to one embodiment of the present invention;

[0022] Explanation of key component symbols:

[0023]

[0024] The following detailed description, in conjunction with the accompanying drawings, will further illustrate this utility model. Detailed Implementation

[0025] To facilitate understanding of this utility model, a more complete description will be given below with reference to the accompanying drawings. Several embodiments of this utility model are shown in the drawings. However, this utility model can be implemented in many different forms and is not limited to the embodiments described herein. Rather, these embodiments are provided so that the disclosure of this utility model will be more thorough and complete.

[0026] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0027] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0028] Please see Figures 1 to 4The image shows a cargo drone according to one embodiment of the present invention, comprising a fuselage 10 for loading cargo, a rear wheel 11 located below the tail of the fuselage 10 and connected to the fuselage 10 via a support rod 12; a rear wing 20 located above the tail of the fuselage 10 and having an upward dihedral angle; a front wing 30 located below the nose of the fuselage 10 and having a downward dihedral angle, with front wheels 31 located on both sides below the front wing 30; a tail thruster 40 located at the tail of the fuselage 10; and vertical lift propellers 50 located on both sides of the fuselage 10. The tail thruster 40 is driven by a hydraulic piston engine 60 on the fuselage 10, and the vertical lift propellers 50 are driven by a motor 70 on the fuselage 10.

[0029] Understandably, by separately installing a piston engine 60 and a motor 70 on the fuselage 10, the piston engine 60 and the motor 70 can be driven separately during horizontal cruise and vertical take-off and landing, giving full play to their respective advantages. This enables the UAV to achieve long-endurance flight while having a large payload capacity, and avoids the slow response and low efficiency caused by the need for hybrid engines to switch modes according to the stage. Furthermore, the multiple vertical take-off propellers 50 separately installed on both sides of the fuselage 10 ensure that the motor 70 drives sufficient vertical lift. The two front wheels 31 under the front wing 30 and the rear wheels 11 under the tail of the fuselage 10 form a tailwheel design, which allows the UAV to be flexibly propelled and transferred on the ground and achieve stable vertical take-off and landing without the need for an airport runway. It has very low requirements for take-off and landing sites and can take off and land smoothly in complex environments such as confined spaces and uneven ground, greatly improving the application flexibility and scenario adaptability of the UAV. Furthermore, the arrangement of the lower front wing 30 and the upper rear wing 20 effectively avoids the influence of the vortex of the front wing 30 on the aerodynamic characteristics of the rear wing 20, reducing energy consumption and indirectly improving endurance, payload capacity, and flight performance. Therefore, this invention solves the problem in the prior art of lacking a cargo UAV capable of stable vertical takeoff and landing with a large range and payload.

[0030] It should be noted that, in specific implementation, the rear support rod 12 can be made of high-strength alloy material and connected to the fuselage 10 at a certain angle. A buffer pad can be set at the installation position to reduce the impact force during take-off and landing. It can be connected to the rear wheel 11 through a bearing.

[0031] Specifically, multiple connecting rods 12 are symmetrically arranged on both sides of the fuselage 10. The motor 70 is a coaxial dual-propeller motor 70 and is located at the end of the connecting rod 12. The vertical take-off and landing propellers 50 are located on the upper and lower sides of the coaxial dual-propeller motor 70. In practice, the electrodes are fixed to both sides of the fuselage 10 by setting the connecting rods 12, so that the vertical take-off and landing propellers 50 are connected to the electrodes. Lift is provided by both sides, enabling vertical take-off and landing. In addition, in practice, the motor 70 is a coaxial dual-propeller motor 70, which allows more propellers to be installed in the same position, thereby providing greater lift in a limited space. Moreover, the counter-torques of the upper and lower propellers cancel each other out, improving the stability during vertical take-off and landing.

[0032] Additionally, a first winglet 32 ​​is provided at the end of the forewing 30 furthest from the fuselage 10, and an elevator 33 is provided at the mid-tail end of the forewing 30. Specifically, the aerodynamic performance of the forewing 30 is improved by providing the first winglet 32, which reduces the induced drag of the wingtip turbine, increases lift, and effectively increases the wing's aspect ratio. Furthermore, the elevator 33 effectively adjusts the pitch attitude of the aircraft during loitering flight. In addition, in practice, the forewing 30 is made of carbon fiber composite material and is mounted on the lower base plate at the nose of the fuselage 10. It has an internal reinforcing structure to ensure that it can withstand large loads during the forward support and vertical takeoff and landing phases. The nose wheel 31, located below the first winglet 32, forms a tailwheel design with the rear wheel 11 for ground support of the UAV. Both can be made of rubber to enhance their structural strength, wear resistance, and impact resistance.

[0033] Specifically, a second winglet 21 is provided at the end of the rear wing 20 furthest from the fuselage 10, and an aileron 22 is provided at the mid-tail end of the rear wing 20. Specifically, the aerodynamic performance of the fore wing 30 is improved by setting the first winglet 32, which reduces the induced drag of the wingtip turbine, increases lift, and effectively increases the wing's aspect ratio. Furthermore, the aileron 22, through differential deflection, changes the lift distribution of the wing, thereby generating a roll moment. This not only controls the aircraft's roll attitude but also works in conjunction with other control surfaces to complete maneuvers such as turning, ensuring handling efficiency and safety at various speeds. The rear wing 20 provides the main lift during horizontal cruise and plays a major role in adjusting the overall roll attitude. It should be noted that the installation angles and positions of the fore wing 30 and rear wing 20 are precisely designed and adjusted according to the UAV's center of gravity distribution and the aerodynamic performance requirements of different flight phases, ensuring that the UAV maintains good stability and controllability during vertical takeoff and landing and horizontal cruise.

[0034] Additionally, a vertical tail 80 is located at the intersection of the tail section of the fuselage 10 and the centerline of the rear wing 20, with a rudder 81 located in the middle section of the tail section. Specifically, the vertical tail 80 is made of carbon fiber composite material, adopts a symmetrical airfoil, and is installed at the intersection of the tail section of the fuselage 10 and the centerline of the rear wing 20. It also includes a rudder 81 for yaw attitude adjustment. By setting up the vertical tail 80, when the aircraft is disturbed by airflow and the nose deflects to the left or right, the vertical stabilizer on it can generate a counter-torque, allowing the aircraft to return to its original attitude and providing lateral static and dynamic stability.

[0035] Specifically, the fuselage 10 has a rectangular cross-section in the middle with rounded corners at the edges. The fuselage 10 can be manufactured using high-strength, lightweight composite materials, such as fiberglass, to minimize weight while maintaining structural strength and improve the drone's payload ratio. The fuselage 10 is divided into three sections: the nose, the middle, and the tail. The nose can house onboard equipment such as a flight control computer, or it can have an openable hatch for cargo loading and unloading. The middle section has a rectangular cross-section with rounded corners. An onboard battery pack can be longitudinally arranged near its base to power the vertical take-off and landing (VTOL) system, or a quick-release hatch can be installed on its upper surface for cargo loading and unloading. The cargo compartment, located in the middle of the fuselage 10, can be modularly designed, allowing for the installation of cargo modules of different sizes and structures via quick-connect devices. The cargo hold is equipped with cargo securing devices, such as straps and slots, to ensure the stability of the cargo during transportation. The rear of the fuselage 10 is mainly used to install the piston engine 60 and its supporting equipment. At the same time, a fuel tank is located at the intersection with the middle of the fuselage 10, which is filled with sufficient fuel to achieve long-endurance flight.

[0036] Additionally, a fairing 90 is provided on the outside of the coaxial twin propeller motor 70, and the fairing 90 has heat dissipation vents. In specific implementation, the fairing 90 provides a certain degree of protection by enclosing the motor 70, and the shape and structure of the fairing 90 reduces cruising air resistance. Furthermore, the heat dissipation vents on the fairing 90 prevent the electric propulsion kit from overheating during vertical takeoff and landing.

[0037] Specifically, the aspect ratio of the rear wing 20 is greater than that of the front wing 30. Furthermore, the dihedral angle is 2° to 4°, and the anhedral angle is 4° to 6°. The dihedral angle can be designed to be 3°, and the front wing 30 has a medium aspect ratio. By using a suitable aspect ratio and appropriate camber, the lift coefficient is increased, thereby increasing lift during vertical takeoff and landing, reducing the power demand of the motor 70, and alleviating peak battery load. The anhedral angle can be designed to be 5°, and the rear wing 20 has a high aspect ratio. By using a high aspect ratio and a high lift-to-drag ratio airfoil, the lift-to-drag ratio during cruise is increased, thereby reducing it and improving flight efficiency. The anhedral angle design enhances the lateral stability of the front wing, and the dihedral angle design enhances the lateral stability of the rear wing 20, working in conjunction with the anhedral angle of the front wing 30 to further enhance the overall flight stability of the UAV. Specifically, it adopts a tandem wing layout design with the front wing 30 being a "low-wing monoplane with a medium aspect ratio and dihedral angle" and the rear wing 20 being a "high-wing monoplane with a large aspect ratio and dihedral angle". This design is optimized for different stages of vertical takeoff and landing and horizontal cruise, improving the aerodynamic efficiency of the UAV in each flight stage. It effectively avoids the influence of the vortex of the front wing 30 on the aerodynamic characteristics of the rear wing 20, reduces energy consumption, and further enhances endurance and flight performance.

[0038] Additionally, cooling ducts 100 are provided on both sides of the fuselage 10 below the rear wing 20, for cooling the piston engine 60. In specific implementation, engine bleed air cooling ducts 100 are symmetrically provided on the left and right side walls of the tail section 1 of the fuselage 10, for guiding air to cool the engine during cruising and level flight, thus preventing excessive engine cylinder temperature and flight accidents.

[0039] It should be noted that, in practical use, the working principle of this solution is as follows: the piston engine 60 and the tail thruster 40 primarily provide power for the UAV's horizontal cruise. They can also be connected to a generator via a transmission device. Part of the electrical energy generated by the generator is stored in the onboard battery pack, and the other part directly powers the onboard equipment. During the cruise phase, the piston engine 60 operates, and excess electrical energy is stored in the onboard battery pack. During vertical takeoff and landing (VTOL) and hovering, the piston engine 60 does not operate, and the onboard battery pack provides the main power to the electric motors. The quadcopter, eight-propeller layout, through its coaxial blade design, can provide greater lift within a limited space, and the counter-torque of the upper and lower blades cancels each other out, improving stability during VTOL. During the transition from hovering to level flight, the piston engine 60 starts operating, and the UAV gradually achieves level flight. As the level flight speed increases until it exceeds the aircraft's stall speed, the power supply to the VTOL electric motor is cut off, causing it to cease operation, and the UAV finally achieves stable level flight.

[0040] In summary, the cargo drone in the above embodiments of this utility model, by respectively equipping the fuselage 10 with a piston engine 60 and a motor 70, allows the piston engine 60 and motor 70 to be driven separately during horizontal cruise and vertical take-off and landing, giving full play to their respective advantages. This enables the drone to achieve long-endurance flight while possessing a large payload capacity, and avoids the slow response and low efficiency caused by the need for hybrid engines to switch modes according to the stage. Furthermore, the multiple vertical take-off propellers 50 separately set on both sides of the fuselage 10 ensure sufficient vertical lift for the motor 70. The two front wheels 31 under the front wing 30 cooperate with the rear wheels 11 under the tail of the fuselage 10 to form a rear tricycle design, which allows the drone to be flexibly propelled and transferred on the ground and achieve stable vertical take-off and landing. It does not require an airport runway and has extremely low requirements for take-off and landing sites. It can take off and land smoothly in complex environments such as confined spaces and uneven ground, greatly improving the application flexibility and scenario adaptability of the drone. Furthermore, the arrangement of the lower front wing 30 and the upper rear wing 20 effectively avoids the influence of the vortex of the front wing 30 on the aerodynamic characteristics of the rear wing 20, reducing energy consumption and indirectly improving endurance, payload capacity, and flight performance. Therefore, this invention solves the problem in the prior art of lacking a cargo UAV capable of stable vertical takeoff and landing with a large range and payload.

[0041] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0042] The embodiments described above are merely illustrative of several implementations of this utility model, and while the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of this utility model patent. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this utility model, and these all fall within the protection scope of this utility model. Therefore, the protection scope of this utility model patent should be determined by the appended claims.

Claims

1. A cargo drone, characterized in that, include The fuselage is used for loading cargo, and a rear wheel is provided below the rear of the fuselage. The rear wheel is connected to the fuselage by a support rod. The rear wing is located above the tail section of the fuselage and has an upward dihedral angle. The front wing is located below the nose of the fuselage and has a dihedral angle; front wheels are located on both sides of the lower part of the front wing. A tail-thrust propeller is located at the tail of the fuselage; Vertical propellers are positioned on both sides of the fuselage; The tail thruster is driven by a hydraulic piston engine on the fuselage, and the vertical lift propeller is driven by an electric motor on the fuselage.

2. A cargo drone according to claim 1, characterized in that, Multiple connecting rods are symmetrically arranged on both sides of the fuselage. The motor is a coaxial dual-propeller motor and is located at the end of the connecting rod. The vertical propeller is located on the upper and lower sides of the coaxial dual-propeller motor.

3. A cargo drone according to claim 1, characterized in that, The front wing has a first winglet at the end furthest from the fuselage, and an elevator is located at the tail end of the middle section of the front wing.

4. A cargo drone according to claim 1, characterized in that, The rear wing has a second winglet at the end furthest from the fuselage, and an aileron is provided at the tail end of the middle part of the rear wing.

5. A cargo drone according to claim 2, characterized in that, A vertical tail is provided at the intersection of the upper part of the fuselage and the centerline of the rear wing, and a rudder is provided in the middle section of the tail of the vertical tail.

6. A cargo drone according to any one of claims 1 to 5, characterized in that, The fuselage has a rectangular cross-section in the middle and rounded corners at the edges.

7. A cargo drone according to claim 2, characterized in that, The coaxial twin propeller motor is provided with a shroud on its outer side, and the shroud is provided with heat dissipation vents.

8. A cargo drone according to claim 6, characterized in that, The aspect ratio of the rear wing is greater than that of the front wing.

9. A cargo drone according to claim 6, characterized in that, The upper concave angle is 2° to 4°, and the lower concave angle is 4° to 6°.

10. A cargo drone according to claim 6, characterized in that, The fuselage is provided with cooling ducts on both sides below the rear wing, which are used to cool the piston engine.

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