A light lift wing unmanned aerial vehicle

Abstract

The utility model belongs to the technical field of unmanned plane, disclose a kind of light lift wing unmanned plane, including unmanned plane main body device, lift wing device, lift wing connecting device, rotor device and energy and flight control device;Lift wing device is the large aspect ratio trapezoidal wing of flat concave airfoil, lift wing device has no aileron and flap structure;Right angle side of lift wing connecting device is fixedly connected with unmanned plane main body device, oblique side is fixedly connected with lift wing device;Rotor device is even number, symmetrically arranged in the both sides of unmanned plane main body device;The distance between the leading edge and trailing edge of lift wing device and the center of any rotor device is greater than 0.8 times propeller radius;Energy and flight control device are installed on unmanned plane main body device.The utility model not only can realize aerial hovering compared with fixed-wing unmanned plane, and compared with multi-rotor unmanned plane, it can fly at a faster speed, and it can also save energy, improve cruising range and carry more payload.

Description

Technical Field

[0001] This utility model relates to the field of unmanned aerial vehicle (UAV) technology, and in particular to a lightweight lifting wing UAV. Background Technology

[0002] The core lift principle of fixed-wing aircraft relies on the special cross-sectional shape (airfoil) of its fixed wing. When air flows over the wing, the path is longer and the air velocity is higher on the upper surface, while the path is shorter and the air velocity is relatively slower on the lower surface. According to Bernoulli's theorem, this results in lower static pressure on the upper surface and relatively higher static pressure on the lower surface, thus creating an upward pressure difference—i.e., lift. Its flight attitude (such as pitch, roll, and yaw) is precisely controlled by manipulating various movable control surfaces at the rear of the fuselage (such as elevators, ailerons, and rudders) to precisely regulate the airflow.

[0003] The lift of a multi-rotor drone comes entirely from its high-speed rotating propellers (blades). Motors drive the blades to rotate, forcefully pushing air downwards. According to Newton's third law, the air exerts an upward reaction force on the blades—that is, lift. Controlling its complex flight attitude (including hovering, pitching, and rolling) relies on the precise coordination and adjustment of the motor speeds of multiple independent rotors, achieved through the combined effects of lift differences and torque variations between rotors at different positions.

[0004] The compound-wing UAV combines the aforementioned two configurations, possessing both fixed-wing wings and multiple rotor propulsion devices. This unique design allows it to adapt to the needs of different flight phases by switching operating modes: during vertical takeoff and landing (VTOL), it primarily relies on multi-rotor mode, with rotor motors providing vertical lift and controlling attitude to achieve stable VTOL; while during the transition to horizontal flight and cruise phase, it switches to fixed-wing mode, where the rotors operate at lower power or lower speeds, relying mainly on the fixed wings to generate efficient lift, with dedicated propulsion propellers providing forward propulsion, thus achieving significantly longer endurance and more efficient cruise performance than pure multi-rotor UAVs.

[0005] The multi-rotor UAV system is based on an adaptive PID algorithm. By tracking the yaw angle, pitch angle, roll angle and their angular rate, barometric altitude and airspeed observations in real time, it dynamically adjusts the rotor motor speed to achieve stable aircraft attitude.

[0006] The adaptive PID control algorithm of the fixed-wing UAV control system generates aerodynamic control surface servo deflection commands based on the angle of attack, sideslip angle, yaw angle, pitch angle, roll angle and airspeed, ensuring the stability of the aircraft's three-axis attitude.

[0007] Multirotor unmanned aerial vehicles (UAVs) rely primarily on induced airflow generated by rotor rotation for lift, resulting in significant energy consumption and generally limiting their sustained flight capability, which is typically maintained at a low level. Furthermore, this configuration is constrained by the sharp decline in rotor aerodynamic efficiency and the resulting high drag at high speeds, making it difficult to achieve and maintain high airspeeds. These inherent characteristics significantly limit their operational efficiency and applicability in long-haul air transport applications requiring long-endurance, high-speed point-to-point delivery.

[0008] While fixed-wing unmanned aerial vehicles (UAVs) can achieve high cruise efficiency and long endurance thanks to their high aspect ratio wings, their configuration inherently lacks vertical takeoff and landing capabilities, preventing them from hovering in the air to perform tasks such as fixed-point surveillance and precision operations. Furthermore, their takeoff and landing phases have strict requirements for ground takeoff and landing distances, significantly increasing the space requirements for operation and typically relying on standard runway facilities. Particularly at low speeds, the aerodynamic characteristics of conventional fixed-wing configurations exhibit a significant degradation, leading to a substantial decrease in flight stability and control efficiency.

[0009] Compound-wing unmanned aerial vehicles (UAVs) can switch between vertical takeoff and landing (VTOL) and conventional high-speed level flight. However, during their cruise phase in fixed-wing mode, the overall streamline is significantly disrupted due to complex non-cooperative aerodynamic interference between the wings and the lifting rotor, as well as the inherent complex configuration of the airframe (such as shape complexity and cross-sectional variability), resulting in a substantial increase in aerodynamic drag. This combined effect leads to a decrease in aerodynamic efficiency during cruise compared to a pure fixed-wing configuration. Maintaining the same speed and range requires a higher power output, resulting in higher energy consumption per unit distance during the level flight cruise phase.

[0010] In summary, current unmanned aerial vehicle (UAV) configurations exhibit irreconcilable contradictions in their vertical takeoff and landing (VTOL) capabilities, cruise efficiency, site adaptability, and control stability, failing to meet the comprehensive demands of the civil aviation sector for long-endurance, high-payload, and complex site operations. Therefore, a new type of UAV configuration is urgently needed that can balance VTOL and efficient cruise while reducing aerodynamic interference and improving control stability. Utility Model Content

[0011] This invention provides a lightweight lifting wing unmanned aerial vehicle (UAV) that effectively integrates the vertical take-off and landing capabilities of a multi-rotor with the efficient cruise performance of a fixed-wing UAV through innovative aerodynamic design.

[0012] Based on this, the present invention provides a lightweight lifting wing unmanned aerial vehicle (UAV), the technical solution of which is as follows: A lightweight lifting-wing unmanned aerial vehicle (UAV) includes a main UAV body, a lifting wing assembly, a lifting wing connecting assembly, a rotor assembly, and an energy and flight control device; wherein: The lifting wing device is a large aspect ratio trapezoidal wing with a flat concave airfoil and an aspect ratio ≥ 5. The lifting wing device has no ailerons or flaps and has pre-reserved mounting holes. The right-angled side of the lifting wing connecting device is fixedly connected to the main body of the UAV, and the hypotenuse is fixedly connected to the lifting wing device, so that the chord of the lifting wing device and the axis of the main body of the UAV form an installation angle γ of 25°-40°. The rotor devices are in even numbers and are symmetrically arranged on both sides of the main body of the UAV. Each rotor device includes a motor, an electronic speed controller and a propeller. The plane of rotation of the propeller forms an angle of 5°-10° with the axis of the main body of the UAV. The distance between the leading and trailing edges of the lifting wing device and the center of any rotor device is greater than 0.8 times the propeller radius. The energy and flight control device is installed on the main body of the UAV and is electrically connected to each set of rotor devices via power lines and data lines.

[0013] Preferably, in the aforementioned lightweight lifting wing UAV, the lifting wing connecting device consists of a carbon fiber tube and a three-way adapter, and its left view has a right-angled trapezoidal outline.

[0014] Preferably, in the above-mentioned lightweight lifting wing UAV, the aspect ratio of the lifting wing device is 5.8.

[0015] Preferably, in the above-mentioned lightweight lifting wing UAV, the installation angle γ formed by the chord of the lifting wing device and the axis of the UAV main body device is 35°.

[0016] Preferably, in the above-mentioned lightweight lifting wing UAV, the leading edge and trailing edge of the lifting wing device are both 0.5 meters away from the center of any rotor device.

[0017] Preferably, in the above-mentioned lightweight lifting wing UAV, the number of rotor devices is four sets.

[0018] Preferably, in the above-mentioned lightweight lifting wing UAV, the angle between the rotation plane of the propeller and the axis of the UAV main body is 10°.

[0019] Preferably, in the above-mentioned lightweight lifting wing UAV, the lifting wing device is fixedly connected to the lifting wing connecting device through a connecting device formed by molten deposition.

[0020] The beneficial effects of this utility model are: 1. In this utility model, the rotor devices are arranged in even numbers and symmetrically on both sides of the main body of the UAV. During vertical take-off and landing and hovering, the fuselage can be stabilized by symmetrical force output, without relying on ground taxiing or auxiliary take-off and landing equipment. This structural design enables the UAV to take off and land autonomously in complex environments without standard runways, such as mountainous areas, urban buildings, and remote islands. It also meets the hovering requirements for fixed-point surveillance and precision operations, making up for the shortcomings of fixed-wing UAVs in terms of poor site adaptability and inability to hover, and expanding the boundaries of UAV's operational scenarios.

[0021] 2. The lifting wing device adopts a concave-plane trapezoidal wing with a high aspect ratio (≥5). Through a lifting wing connection device, it forms an installation angle of 25°-40° with the main body of the UAV. During level flight and cruise, this structure efficiently generates lift. Combined with a fuselage tilt design with a tilt angle range of 0°-45°, it can stably control the angle of attack to match the cruise state. This reduces the power consumption of the four rotor units by 50% compared to pure multi-rotor UAVs without lifting wings, significantly reducing energy consumption and directly extending the UAV's range.

[0022] 3. The leading and trailing edges of the lifting wing device are positioned at a distance greater than 0.8 times the propeller radius from the center of any rotor device. This prevents the rotor's flow field from disturbing the airflow in front of the lifting wing, ensuring the lifting wing remains in a stable airflow environment and reducing additional energy consumption caused by airflow interference. Simultaneously, the rotor's propeller rotation plane forms a 5°-10° angle with the UAV's main axis, enhancing yaw moment, suppressing crosswind interference, and preventing ineffective energy consumption due to attitude adjustments, further optimizing cruise efficiency. This low-energy characteristic allows the UAV to carry more payload with the same battery capacity, meeting the payload requirements of scenarios such as logistics transportation and remote sensing mapping.

[0023] 4. Compared to compound-wing UAVs, this invention effectively reduces aerodynamic interference through a decoupled aerodynamic structural design. On one hand, the lifting wing device lacks ailerons and flaps, simplifying the wing shape while avoiding airflow disturbances caused by movable control surfaces. On the other hand, the lifting wing connecting device has a right-angled trapezoidal profile when viewed from the left. The connection method between its right-angled side and the main UAV body, and between its hypotenuse and the lifting wing device, makes the overall fuselage structure more streamlined, reducing drag caused by the variable cross-section of the fuselage. This structural design avoids the high drag problem caused by aerodynamic interference between the wing and rotor and the complex fuselage configuration of compound-wing UAVs, improving aerodynamic efficiency during the cruise phase and ensuring that the UAV can fly at higher speeds, thus compensating for the low airspeed and poor cruise efficiency of multi-rotor UAVs. Attached Figure Description

[0024] To more clearly illustrate the specific embodiments of this utility model or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. In all the drawings, similar elements or parts are generally identified by similar reference numerals. In the drawings, the elements or parts are not necessarily drawn to scale.

[0025] Figure 1 A top view of a lightweight lifting wing unmanned aerial vehicle according to an embodiment of the present invention is shown.

[0026] Figure 2 A side view of a lightweight lifting wing unmanned aerial vehicle according to an embodiment of the present invention is shown.

[0027] Explanation of reference numerals in the attached figures: 100. Lifting wing device; 200. Rotor device; 300. Lifting wing connection device; 400. Energy and flight control device; 500. Unmanned aerial vehicle (UAV) main body device. Detailed Implementation

[0028] The following specific examples illustrate the implementation of this utility model. Those skilled in the art can easily understand other advantages and effects of this utility model from the content disclosed in this specification. This utility model can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this utility model. It should be noted that, unless otherwise specified, the following embodiments and features described therein can be combined with each other.

[0029] In the description of this utility model, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. In addition, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0030] In the description of this utility model, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model based on the specific circumstances.

[0031] The specific embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples.

[0032] This utility model embodiment provides a lightweight lifting wing unmanned aerial vehicle, such as Figure 1 and Figure 2 As shown, the lightweight lifting-wing UAV includes a main UAV unit 500, a lifting wing unit 100, a lifting wing connecting device 300, a rotor unit 200, and an energy and flight control device 400. The main UAV unit 500, composed of carbon fiber tubing and a T-connector, is the main body of the lightweight lifting-wing UAV. The lifting wing unit 100 is a high-aspect-ratio trapezoidal wing with a plano-concave airfoil, with an aspect ratio ≥5 (preferably 5.8 in this embodiment). It has pre-drilled mounting holes and shields the aileron and flap structures. The lifting wing connecting device 300, composed of carbon fiber tubing and a T-connector, has a right-angled trapezoidal outline when viewed from the left. The rotor units 200 are configured in multiple groups, each containing one motor, one electronic speed controller (not shown in the figure), and one 16-inch propeller (not shown in the figure), with an even number of units symmetrically arranged on both sides of the fuselage. In this embodiment, the number of rotor units 200 is preferably four groups. The energy and flight control device 400 is installed on the main body of the UAV 500 and is connected to the rotor device 200 via power cables and data cables.

[0033] In this embodiment, the main UAV unit 500 is composed of carbon fiber tubes and a T-junction adapter. As the core load-bearing structure of the entire aircraft, it provides the mounting foundation for the lifting wing connection device 300 and the energy and flight control device 400. Simultaneously, its rigid structure maintains the structural stability of the entire aircraft during flight, preventing deformation of the fuselage due to airflow impact or attitude adjustments. The lifting wing connection device 300 is also made of carbon fiber tubes and a T-junction adapter. Its left-view design features a right-angled trapezoidal outline, allowing for precise connection between the main UAV unit 500 and the lifting wing device 100. This ensures that the lifting wing device 100 is fixed to the fuselage at a preset angle, providing structural positioning assurance for subsequent lift generation. The energy and flight control device 400 is installed on the main UAV unit 500. It supplies power to the motor of the rotor device 200 via a power cable and transmits control signals via a data cable to adjust the rotational speed of the rotor device 200, providing energy and control support for the overall flight attitude control and power output.

[0034] Through the structural design of the UAV main body 500, lifting wing device 100, lifting wing connecting device 300, rotor device 200, and energy and flight control device 400, this lightweight lifting wing UAV can stably perform cruise missions. In an exemplary embodiment, a cruise mission includes a vertical takeoff and landing and hovering phase, a mode transition phase, and a level flight cruise phase.

[0035] During vertical takeoff, landing, and hovering, the rotor units 200 are arranged in four groups symmetrically on both sides of the fuselage. The motor of each rotor unit 200 is activated under the command of the power and flight control unit 400, driving the 16-inch propeller to rotate and generate upward lift. Because the four rotor units 200 output power symmetrically, the weight of the fuselage can be balanced, enabling the UAV to take off vertically. During hovering, the power and flight control unit 400 adjusts the rotation speed of each rotor unit 200 in real time via data cable to counteract external airflow interference and maintain stable hovering of the fuselage.

[0036] During the mode transition phase, as flight demands change, the energy and flight control unit 400 sends commands via data lines to adjust the speed difference between the four sets of rotor units 200, causing the fuselage to gradually tilt. During this process, the lifting wing unit 100 maintains a preset angle with the fuselage due to the fixing effect of the lifting wing connecting device 300. Its plano-concave airfoil with a high aspect ratio trapezoidal wing begins to contact the airflow, initially generating auxiliary lift, gradually reducing the lift load on the rotor units 200, and achieving a smooth transition from vertical takeoff and landing to level flight cruise.

[0037] During the level flight cruise phase, after the fuselage has tilted, the lifting wing device 100 becomes the primary source of lift. Its plano-concave airfoil design increases the airflow velocity on the upper surface of the wing and decreases it on the lower surface, creating a pressure difference that generates continuous lift. The high aspect ratio characteristic reduces the induced drag of the lifting wing device 100, improving lift efficiency. At this time, the energy and flight control system 400 only needs to control the rotor device 200 to maintain a low rotational speed, working in conjunction with the lift of the lifting wing device 100 to complete level flight, reducing power consumption. Simultaneously, the structural design of the lifting wing device 100, which shields the ailerons and flaps, avoids airflow disturbances caused by movable control surfaces, ensuring stable airflow across the wing during level flight and maintaining stable lift output.

[0038] In some embodiments, the lifting wing device 100 is connected and fixed to the lifting wing connecting device 300 via a molten deposition forming connecting device (not shown in the figure), and the lifting wing connecting device 300 is installed and fixed to the UAV main body device 500 using a T-connector (not shown in the figure). The lifting wing connecting device 300 has a right-angled trapezoidal outline when viewed from the left, with the right-angled side connected to the UAV main body device 500 and the hypotenuse connected to the lifting wing device 100, such that the angle γ between the axes of the lifting wing device 100 and the UAV main body device 500 is 25°-40°, and in this embodiment, γ is preferably 35°.

[0039] The fused deposition modeling (FDM) connecting device serves as an intermediate link. Its shape is customized based on the mounting holes of the lifting wing device 100 and the structural dimensions of the lifting wing connecting device 300, allowing for a tight fit between their connection surfaces. This connecting device enables a rigid fixation between the lifting wing device 100 and the lifting wing connecting device 300, preventing relative displacement due to airflow impact during flight. Simultaneously, the FDM process allows for a lightweight design of the connecting device, reducing the overall weight of the aircraft. The lifting wing connecting device 300 connects to the UAV main body device 500 using a T-connector. One interface of the T-connector precisely aligns with the carbon fiber tube of the UAV main body device 500, while the other interface is fixed to the carbon fiber tube of the lifting wing connecting device 300. A stable connection is achieved through mechanical interlocking or fastening components (such as bolts), ensuring that the lifting wing connecting device 300 does not shift in its mounting position on the fuselage. The lifting wing connecting device 300 has a right-angled trapezoidal outline when viewed from the left. Its right-angled side connects to the main UAV device 500, and its hypotenuse connects to the lifting wing device 100. This structural design ensures that the chord of the lifting wing device 100 forms a preset angle γ with the axis of the main UAV device 500. By controlling the dimensional accuracy of the right-angled trapezoidal outline, such as the angle design of the hypotenuse and right-angled side, the angle γ can be stably controlled within the range of 25°-40°. In this embodiment, 35° is preferred, ensuring that the lifting wing device 100 can meet the airflow at the optimal angle, providing a structural basis for lift generation.

[0040] To reduce the disturbance of the flow field of the rotor device 200 to the airflow in front of the lifting wing device 100, the leading and trailing edges of the lifting wing device 100 are at least 0.8 times the propeller radius from the center of any rotor device 200. In one embodiment of this invention, the leading and trailing edges of the lifting wing device 100 are 0.5 meters from the center of any rotor device 200.

[0041] In order to enhance the yaw moment and suppress the interference of crosswinds on the lifting wing device 100, the rotor rotation plane of the rotor device 200 is tilted at an angle of 5-10° with the axis of the UAV main body device 500, and preferably 10° in this embodiment.

[0042] To suppress disturbances and ensure precise control during mode transitions, the energy and flight control unit 400 employs a multi-parameter adaptive PID controller based on yaw, pitch, roll angles, angular rates, and angular acceleration. An attitude angular acceleration feedback compensation mechanism is also implemented to adjust the rotational speeds of the four rotor units 200 in real time, driving the fuselage to tilt around the transverse axis (tilt angle θ ranges from 0° to 45°). The angle of attack is controlled to α = 10° according to the formula α = γ - θ.

[0043] During vertical takeoff and landing and hovering, the four symmetrically mounted rotor units 200 output power symmetrically, with the fuselage angle θ=0°. The energy and flight control unit 400 dynamically adjusts the rotational speed of the rotor units 200 to maintain attitude stability. During mode transition, the energy and flight control unit 400 issues commands to increase the rotational speed of the two remaining rotor units 200, causing the fuselage to tilt to θ=15°–25° and the angle of attack α=10°–15°. The lifting wing unit 100 then begins to provide lift. During level flight cruise, θ stabilizes at 25°–30°, and the lifting wing unit 100 provides lift to the aircraft. The power consumption of the four rotor units 200 is reduced by 50% compared to a pure multi-rotor aircraft without the lifting wing unit 100.

[0044] The above embodiments are only used to illustrate the present utility model and are not intended to limit the present utility model. Those skilled in the art can make various changes and modifications without departing from the spirit and scope of the present utility model. Therefore, all equivalent technical solutions also fall within the scope of the present utility model. The patent protection scope of the present utility model should be defined by the claims.

Claims

1. A lightweight lifting-wing unmanned aerial vehicle, characterized in that, It includes the main body of the UAV, the lifting wing assembly, the lifting wing connecting assembly, the rotor assembly, and the power and flight control equipment; among which: The lifting wing device is a large aspect ratio trapezoidal wing with a flat concave airfoil and an aspect ratio ≥ 5. The lifting wing device has no ailerons or flaps and has pre-reserved mounting holes. The right-angled side of the lifting wing connecting device is fixedly connected to the main body of the UAV, and the hypotenuse is fixedly connected to the lifting wing device, so that the chord of the lifting wing device and the axis of the main body of the UAV form an installation angle γ of 25°-40°. The rotor devices are in even numbers and are symmetrically arranged on both sides of the main body of the UAV. Each rotor device includes a motor, an electronic speed controller and a propeller. The plane of rotation of the propeller forms an angle of 5°-10° with the axis of the main body of the UAV. The distance between the leading and trailing edges of the lifting wing device and the center of any rotor device is greater than 0.8 times the propeller radius. The energy and flight control device is installed on the main body of the UAV and is electrically connected to each set of rotor devices via power lines and data lines.

2. The lightweight lifting wing UAV as described in claim 1, characterized in that, The lifting wing connection device consists of a carbon fiber tube and a three-way adapter, and its left view shows a right-angled trapezoidal outline.

3. The lightweight lifting wing UAV as described in claim 1, characterized in that, The aspect ratio of the lifting wing device is 5.

8.

4. The lightweight lifting wing UAV as described in claim 1, characterized in that, The installation angle γ formed by the chord of the lifting wing device and the axis of the UAV main body device is 35°.

5. The lightweight lifting wing UAV as described in claim 1, characterized in that, The leading and trailing edges of the lifting wing device are both 0.5 meters away from the center of any rotor device.

6. The lightweight lifting wing UAV as described in claim 1, characterized in that, The number of rotor devices is four.

7. The lightweight lifting wing UAV as described in claim 1, characterized in that, The angle between the plane of rotation of the propeller and the axis of the main body of the UAV is 10°.

8. The lightweight lifting wing UAV as described in claim 1, characterized in that, The lifting wing device is fixedly connected to the lifting wing connecting device through a molten deposition forming connecting device.

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