An embedded culvert structure and a wing of a vertical take-off and landing aircraft

Abstract

The utility model discloses a kind of inner-buried culvert structure and the wing of vertical take-off and landing aircraft, it includes: wing body, culvert, upper surface system, lower surface system and power system;Upper surface system includes upper surface skin and baffle;Lower surface system includes support drive module, lower surface skin and locking assembly;Locking assembly includes third driving part, third sliding groove, the second slider driven by third driving part can slide in third sliding groove and the lock rod being set in third sliding groove and can penetrate second slider and second skeleton;When lock rod inserts slider and second skeleton, lower surface skin is in closed state and locking cannot rotate;When lock rod separates slider and second skeleton, lower surface skin can be opened and closed.The utility model is opened and closed by the cooperation of upper surface system and lower surface system, realize the efficient switching between fixed-wing cruise mode and multi-rotor vertical take-off and landing mode of aircraft, overall improve vertical take-off and landing performance and aerodynamic efficiency.

Description

Technical Field

[0001] This utility model belongs to the field of aircraft technology, and in particular relates to an internal duct structure and a wing of a vertical take-off and landing aircraft. Background Technology

[0002] In recent years, with the development of the low-altitude economy, vertical takeoff and landing (VTOL) aircraft have attracted increasing attention due to their combination of the advantages of multi-rotor aircraft and fixed-wing aircraft. Currently, the mainstream methods for achieving VTOL mainly employ tiltrotor, tiltwing, tilt-ducted, and some compound wing designs. These designs mostly involve changing the position or attitude of the power unit to alter the direction of the power, thereby switching from cruise to VTOL. However, this method of high-speed rotor motion may subject the aircraft to unstable forces and higher-intensity vibrations during the transition, posing challenges to the aircraft's structure and materials. Furthermore, the aerodynamic characteristics of the aircraft during the tilt transition are quite complex, and ensuring the stability of the aircraft during the tilt process and achieving a safe transition between the two states is a major challenge for these designs. As shown in the rotorcraft disclosed in existing patent CN118004415A, this design incorporates several ducts on the aircraft's wings.

[0003] Existing patent CN114771827A discloses a vertical takeoff and landing (VTOL) aircraft and its control method. This design includes a fuselage, symmetrically arranged canards and main wings. The main wings are equipped with a vector thrust propulsion system containing a first ducted fan and a tilting device. A ducted lift fan system is located at the front or rear ends of the fuselage. It is also equipped with auxiliary structures such as a canopy, airflow guides, a variable pitch system, and a redundant power supply system to achieve mode switching and attitude stability control for VTOL and cruise flight. However, its lift fan system and vector thrust system are relatively independent. When the lift fan is off, the opening is only sealed by the canopy. Furthermore, the airflow guidance structure for the lift fan and vector nozzle is simple, failing to form an efficient convergent flow channel. The intake efficiency and exhaust control precision during VTOL are insufficient, and the aerodynamic integrity of the closed structure during cruise needs improvement. Overall, there is still room for improvement in switching smoothness, energy consumption control, and structural integration.

[0004] Therefore, it is necessary to design a new utility model to solve the above-mentioned technical problems. Utility Model Content

[0005] The main purpose of this invention is to provide an embedded duct structure that enables efficient switching between fixed-wing cruise mode and multi-rotor vertical take-off and landing mode of an aircraft through the coordinated opening and closing of the upper and lower surface systems, thereby improving the overall vertical take-off and landing performance and aerodynamic efficiency.

[0006] This utility model achieves the above-mentioned objective through the following technical solution: an embedded culvert structure, comprising: a culvert, an upper surface system located on the upper surface of the culvert and used to open or close the upper opening of the culvert, a lower surface system located on the lower surface of the culvert and used to open or close the lower opening of the culvert, and a power system located within the culvert.

[0007] Furthermore, the power system includes a power source bracket, a propeller shaft driven to rotate by the power source bracket, a propeller fixed on the propeller shaft, a support shaft fixed at one end to the power source bracket, and an upper support cover plate fixed at the other end of the support shaft; the power source bracket includes a propeller hub for providing a power source and a support bracket annularly fixed on the propeller hub.

[0008] Furthermore, the upper surface system includes a disk that slides up and down around the outer periphery of the support shaft and a plurality of upper opening and closing units that are arranged in a ring and hinged to the disk. The upper opening and closing unit includes a first driving member fixed to the inner wall of the duct, a first telescopic connecting rod disposed at the output end of the first driving member, a second telescopic connecting rod hinged to the first telescopic connecting rod, an upper surface skin fixed to the end connecting rod of the second telescopic connecting rod, and a first skeleton disposed on both sides of the end connecting rod of the second telescopic connecting rod for supporting the upper surface skin.

[0009] Furthermore, the first telescopic link's leading end link is hinged to a first hinge seat fixed on the inner wall of the culvert, and its trailing end link is hinged to a second hinge seat fixed on the trailing end link of the second telescopic link; the leading end link of the second telescopic link is hinged to the disc.

[0010] Furthermore, the upper opening and closing unit also includes baffles spaced apart on both sides of the upper surface skin. The baffles achieve coordinated opening and closing movement with the upper surface skin through the second telescopic link and the third telescopic link. The first end link of the third telescopic link is hinged to the third hinge seat located on both sides of the first end link of the second telescopic link, and the end link is slidably disposed in the first groove opened on the baffle through the first slider. Adjacent upper opening and closing units are hinged together by the baffles.

[0011] Furthermore, in the closed state, the upper surface skin has a first notch formed around the center, and the upper support cover plate covers the first notch.

[0012] Furthermore, the lower surface system includes a plurality of lower opening and closing units disposed on the support bracket; the lower opening and closing unit includes a second driving member disposed on the support bracket, a first connecting rod disposed at the output end of the second driving member, a locking mechanism disposed on the support bracket, a second connecting rod movably disposed on the locking mechanism via a hinge rod, a lower surface skin fixedly disposed on the second connecting rod, and a second skeleton disposed on both sides of the second connecting rod for supporting the lower surface skin, one end of the first connecting rod being fixed on the support bracket, and the other end being slidably disposed in a second sliding groove opened on the second connecting rod.

[0013] Furthermore, the locking mechanism includes a third driving member, a third sliding groove disposed on the support bracket, and a second slider and a locking rod disposed in the third sliding groove. The second slider and the hinge rod are respectively provided with a first opening and a second opening for the locking rod to pass through and insert. The end of the second slider is provided with a first protrusion, and the end of the third sliding groove is correspondingly provided with a second protrusion that can be misaligned and interlocked with the first protrusion and is used to prevent the second slider from disengaging from the third sliding groove.

[0014] Furthermore, in the closed state, the lower surface skin has a second notch formed around the center, and the lower surface of the propeller hub is sealed at the second notch.

[0015] Another objective of this invention is to provide a wing for a vertical takeoff and landing aircraft, comprising: a wing body and an internal duct structure as described above, wherein the internal duct structure is disposed on the wing body.

[0016] The beneficial effects of this utility model, which relates to an embedded duct structure and the wing of a vertical takeoff and landing aircraft, are as follows: (1) By setting up a baffle that can move in coordination with the upper surface skin, this utility model realizes the construction of an efficient "funnel"-shaped convergent flow channel in the vertical take-off and landing mode, and solves the technical problem of low propeller aerodynamic efficiency and insufficient lift caused by disordered airflow introduction. (2) By setting a rigid locking mechanism consisting of a locking rod and a slider, and in conjunction with a unique protruding interlocking structure, this utility model achieves a firm lock on the lower surface skin in fixed-wing mode and flexible rotation in vertical take-off and landing mode, ensuring the structural integrity of the mechanism in fixed-wing cruise mode and effectively preventing safety risks caused by accidental unlocking. (3) By setting up the linkage between the support drive module and the frame locking module, this utility model realizes the precise and reliable adjustment of the opening and closing angle of the lower surface skin, solves the core technical problem of rapid and precise control of the thrust direction during the mode conversion of the vertical take-off and landing aircraft, and thus meets the aircraft's requirements for complex attitude stability. Attached Figure Description

[0017] Figure 1 This is a three-dimensional structural diagram of the upper surface in this embodiment; Figure 2 This is a three-dimensional structural diagram of the lower surface in this embodiment; Figure 3 This is a three-dimensional structural diagram of the power system in this embodiment; Figure 4 This is a three-dimensional structural diagram of the upper surface system and the power system in this embodiment; Figure 5 This is a three-dimensional structural diagram of the upper opening and closing unit in this embodiment; Figure 6 This is a partial three-dimensional structural diagram of the upper opening and closing unit in this embodiment; Figure 7 This is a schematic diagram of the planar structure of the upper surface system in the closed state in this embodiment; Figure 8 This is a three-dimensional structural diagram of the lower surface system and the power system in this embodiment; Figure 9 This is a three-dimensional structural diagram of the locking mechanism in the unlocked state in this embodiment; Figure 10 This is a partial three-dimensional structural diagram of the locking mechanism in the unlocked state in this embodiment; Figure 11 This is a schematic diagram of the planar structure of the locking mechanism in the locked state in this embodiment; Figure 12 This is a schematic diagram of the planar structure of the lower surface system in the closed state in this embodiment; The numbers in the image represent: 100-Inner buried culvert structure; 1-Culvert, 11-Upper opening, 12-Lower opening, 13-First hinge seat; 2-Upper surface system, 21-Disc, 22-Upper opening and closing unit, 221-First driving member, 222-First telescopic link, 223-Second telescopic link, 2231-Second hinge seat, 2232-Third hinge seat, 224-Upper surface skin, 2241-First notch, 225-First frame, 226-Baffle, 2261-First slide groove, 227-Third telescopic link, 228-First slider; 3-Lower surface system, 31-Lower opening and closing unit, 311-Second driving member, 312-First connecting rod, 313-Locking mechanism, 314-Hinge rod, 3141-Second opening, 315-Second connecting rod, 316-Lower surface skin, 3161-Second notch, 317-Second skeleton, 3131-Third slide groove, 3132-Second slider, 3133-Locking rod, 31311-Second protrusion, 31321-First opening, 31322-First protrusion, 3151-Second slide groove; 4-Power system, 41-Power source bracket, 42-Propeller shaft, 43-Propeller, 44-Support shaft, 45-Upper support cover, 411-Propeller hub, 412-Support bracket; 200 - Wing body. Detailed Implementation

[0018] The preferred embodiments of the present invention will now be described in detail with reference to the accompanying drawings, so that the advantages and features of the present invention can be more easily understood by those skilled in the art, thereby making a clearer and more definite definition of the scope of protection of the present invention.

[0019] Please refer to Figures 1-12 This embodiment describes an embedded duct structure 100, which includes a duct 1, an upper surface system 2, a lower surface system 3, and a power system 4. The upper surface of the duct 1 has an upper opening 11, and the lower surface has a lower opening 12. The upper surface system 2 is mounted on the upper opening 11 and controls the opening and closing of the upper opening 11 through its own opening and closing action; the lower surface system 3 is mounted on the lower opening 12 and controls the opening and closing of the lower opening 12 through its own opening and closing action; the power system 4 is located inside the duct 1 and, through the opening and closing of the upper surface system 2 and the lower surface system 3, enables the aircraft to switch between fixed-wing cruise mode and multi-rotor vertical takeoff and landing mode.

[0020] The power system 4 is the power source for flight. It converts rotational power into lift through internal coordinated operation. It includes a power source bracket 41, a propeller shaft 42 driven to rotate by the power source bracket 41, a propeller 43 fixed to the propeller shaft 42, a support shaft 44 fixed at one end to the power source bracket 41, and an upper support cover plate 45 fixed to the other end of the support shaft 44. The propeller shaft 42 is sleeved around the support shaft 44. The upper support cover plate 45 and the power source bracket 41 below together provide two-point support for the support shaft 44. The power source bracket 41 includes a propeller hub 411 for providing the power source and a support bracket 412 fixedly mounted on the propeller hub 411.

[0021] In this embodiment, for ease of description, all multi-stage telescopic links are defined as having as many links as they include, with the end that can extend or retract being the end and the end that is fixed in extension or retraction being the beginning. The end includes the beginning link, the end link, and the intermediate link connecting the beginning link and the end link.

[0022] The upper surface system 2 includes a disk 21 sleeved around the outer periphery of the support shaft 44 and several upper opening and closing units 22 arranged in a ring and hinged to the disk 21. The opening and closing of the upper opening and closing units 22 are controlled to open and close the upper opening 11 of the duct 1. The upper opening and closing unit 22 includes a first driving member 221 fixed to the inner wall of the duct 1, a first telescopic connecting rod 222 disposed at the output end of the first driving member 221, a second telescopic connecting rod 223 hinged to the first telescopic connecting rod 222, an upper surface skin 224 fixed to the end connecting rod of the second telescopic connecting rod 223, and a first frame 225 disposed on both sides of the end connecting rod of the second telescopic connecting rod 223 for supporting the upper surface skin 224.

[0023] In this embodiment, the first telescopic link 222 is a two-stage link, and the second telescopic link 223 is a four-stage link. The first end link of the first telescopic link 222 is hinged to the first hinge seat 13 fixed to the inner wall of the duct 1, and the end link is hinged to the second hinge seat 2231 fixed to the end link of the second telescopic link 223. The first end link of the second telescopic link 223 is hinged to the disk 21 and is arranged in a ring around the outer periphery of the disk 21, which can move up and down on the support shaft 44. In addition, the first end link of the second telescopic link 223 is hinged to the middle link, so the middle link and the end link can swing around the first end link but do not extend or retract. Therefore, the first driving member 221 drives the first telescopic link 222 to swing and extend and retract, and then drives the second telescopic link 223 to swing and extend and retract around the disk 21 through its tail link, ultimately realizing the opening and closing of the upper surface skin 224.

[0024] Furthermore, in multi-rotor mode, when the propeller 43 rotates, its blade tips rotate to form a circular propeller disk, which is the main surface for generating aerodynamic lift. In fixed-wing mode, when the upper surface skin 224 retracts and closes, a first notch 2241 is formed around its center, and the upper support cover 45 closes at the first notch 2241. This design has the following advantages: on the one hand, it can effectively avoid structural interference with the fixed upper support cover 45 during the up-and-down movement of the upper surface skin 224; on the other hand, when the upper surface skin 224 is in the open state, it can minimize the obstruction of the propeller disk air intake area, thereby ensuring that the airflow enters the propeller disk area more fully, and improving the maximum lift and aerodynamic efficiency of the propeller 43.

[0025] To optimize the flow path, the upper opening / closing unit 22 further includes baffles 226 spaced apart on both sides of the upper surface skin 224. The baffles 226 move via a second telescopic link 223 and a third telescopic link 227. Specifically, the third telescopic link 227 is a two-stage link, with its first end hinged to third hinge seats 2232 located on both sides of the first end of the second telescopic link 223, and its tail end slidingly disposed within a first groove 2261 on the baffle 226 via a first slider 228. Adjacent upper opening / closing units 22 are connected together by the baffles 226 in a hinged manner.

[0026] Therefore, the combined motion of the second telescopic link 223 can be transformed into a specific motion trajectory of the baffle 226 through the cooperation of the third telescopic link 227 and the first slide groove 361, enabling the baffle 226 and the upper surface skin 224 to move in tandem. In multi-rotor mode, the upper surface system 3 is in the open state. At this time, the first telescopic link 222, the second telescopic link 223, and the third telescopic link 227 are all extended to the working position, and the tail end of the third telescopic link 227 slides in the first slide groove 2261 of the pair of baffles 226 towards each other, driving the baffles 226 to reach the designated working position. In fixed-wing mode, the upper surface system 3 is in the closed state. At this time, the second telescopic link 223 and the third telescopic link 227 both retract and reset, and the tail end of the third telescopic link 227 slides away from each other in the first groove 361 of the baffle 226, causing the baffle 226 to retract, and the upper surface skin 224 closes together with the upper support cover plate 45 to form a complete aerodynamic wing surface.

[0027] In this embodiment, if the baffle 226 is not provided and the air intake operation is carried out solely by the unfolded upper surface skin 224, the following problems will arise: First, air will enter the duct 1 randomly from various angles, causing energy loss at the inlet and edge of the duct 1, resulting in chaotic airflow into the propeller 43 and reduced energy conversion efficiency; Second, without the convergent flow channel formed by the baffle 226 and the upper surface skin 224 to gather and guide the air, the airflow accelerated and expelled by the propeller 43 per unit time will decrease, thereby limiting the maximum lift that the propeller can provide; Third, if multiple upper surface skins 224 are used to directly form a complete funnel shape, it may lead to difficulties in sealing the three-dimensional seams and an overly complex motion mechanism that is prone to interference when closed. Therefore, by setting baffles 226 at intervals between the upper surface skins 224, so that they cooperate with the upper surface skins 224 to form a convergent flow channel, the above problems can be solved. The converging flow channel, resembling a funnel, guides and accelerates airflow, significantly improving intake quality and efficiency; it also increases the airflow entering the duct 1, thereby increasing the maximum lift of the propeller 43. Simultaneously, the flow channel reduces the turbulence intensity at the propeller disk plane inflow, ensuring the smooth operation of the power system 4 and ultimately comprehensively improving the aircraft's vertical takeoff and landing performance.

[0028] The upper surface system 2 is used to optimize airflow and improve the quality and flow rate of the intake air, while the lower surface system 3 is used to adjust the thrust direction to control the aircraft attitude. It includes several lower opening / closing units 31 mounted on the support bracket 412. Each lower opening / closing unit 31 includes a second drive member 311 mounted on the support bracket 412, a first connecting rod 312 at the output end of the second drive member 311, a locking mechanism 313 mounted on the power source bracket 41, a second connecting rod 315 movably mounted on the locking mechanism 313 via a hinged rod 314, a lower surface skin 316 fixedly mounted on the second connecting rod 315, and a second frame 317 mounted on both sides of the second connecting rod 315 to support the lower surface skin 316. One end of the first connecting rod 312 is fixed to the power source bracket 41, and the other end is slidably mounted in a second groove 3151 opened on the second connecting rod 315.

[0029] The locking mechanism 313 includes a third driving member (not shown in the figure), a third sliding groove 3131 disposed on the power source bracket 41, and a second sliding block 3132 and a locking rod 3133 disposed within the third sliding groove 3131. The second sliding block 3132 and the hinge rod 314 are respectively provided with a first opening 31321 and a second opening 3141 for the locking rod 3133 to pass through and be inserted into. When the hinge rod 314 is inserted into the first opening 31321 and the second opening 3141, the second connecting rod 315 cannot rotate, and the lower surface system 4 is in a closed state. When the hinge rod 314 disengages from the first opening 31321 and the second opening 3141, the second connecting rod 315 can rotate, and the lower surface system 3 is in a non-closed state.

[0030] In this embodiment, the third driving member can drive the locking rod 3133 to move along the opening direction of the third slide groove 3131, so that the locking rod 3133 can be inserted into or disengaged from the second slider 3132 and the hinge rod 314. Alternatively, the third driving member can drive the second slider 3132 to move along the opening direction of the third slide groove 3131, so that the second slider 3132 and the hinge rod 314 actively disengage from or approach the locking rod 3133.

[0031] Based on the features of the lower surface system 3 described above, when the locking mechanism 313 is in the unlocked state, under the second driving member 311, the first connecting rod 312 slides in the second sliding groove 3151, thereby transmitting force to the second connecting rod 315, and then realizing the opening and closing and angle adjustment of the lower surface skin 316, and finally completing the control of the exhaust direction.

[0032] To prevent the second slider 3132 from disengaging from the third slide groove 3131 along the opening direction of the third slide groove 3131, a first protrusion 31322 is provided at the end of the second slider 3132, and a second protrusion 31311 is correspondingly provided at the end of the third slide groove 3131. This ensures that when the second slider 3132 slides to the end of the third slide groove 3131, the first protrusion 31322 and the second protrusion 31311 can be interlocked and offset from each other, preventing the second slider 3132 from disengaging from the third slide groove 3131 along the sliding direction.

[0033] Furthermore, a second notch 3161 is formed in the closed state of the lower surface skin 316. The bottom surface of the rotor hub 411 can seal the second notch 3161. This design brings synergistic benefits of weight reduction, simplification, and efficient heat dissipation. Specifically, in fixed-wing mode, the bottom surface of the rotor hub 411 and the surrounding lower surface skin 316 together form a complete and smooth airfoil lower surface, which is directly exposed to the airflow and can effectively dissipate heat for the built-in motors.

[0034] This embodiment is a wing of a vertical take-off and landing aircraft, which includes a wing body 200 and an embedded duct structure 100 disposed on the wing body 200.

[0035] The above description is merely an embodiment of this utility model and does not limit the patent scope of this utility model. Any equivalent structural or procedural transformations made based on the description and drawings of this utility model, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this utility model.

Claims

1. An embedded culvert structure, characterized in that: It includes: The culvert, an upper surface system located on the upper surface of the culvert for opening or closing the upper opening of the culvert, a lower surface system located on the lower surface of the culvert for opening or closing the lower opening of the culvert, and a power system located within the culvert.

2. The embedded culvert structure as described in claim 1, characterized in that: The power system includes a power source bracket, a propeller shaft driven to rotate by the power source bracket, a propeller fixed on the propeller shaft, a support shaft fixed at one end to the power source bracket, and an upper support cover plate fixed at the other end of the support shaft; the power source bracket includes a propeller hub for providing a power source and a support bracket annularly fixed on the propeller hub.

3. The embedded culvert structure as described in claim 2, characterized in that: The upper surface system includes a disk that slides up and down around the outer periphery of the support shaft and several upper opening and closing units that are arranged in a ring and hinged to the disk. The upper opening and closing unit includes a first driving member fixed to the inner wall of the duct, a first telescopic connecting rod disposed at the output end of the first driving member, a second telescopic connecting rod hinged to the first telescopic connecting rod, an upper surface skin fixed to the end connecting rod of the second telescopic connecting rod, and a first skeleton disposed on both sides of the end connecting rod of the second telescopic connecting rod for supporting the upper surface skin.

4. The embedded culvert structure as described in claim 3, characterized in that: The first telescopic link is hinged to the first hinge seat fixed on the inner wall of the culvert, and the end link is hinged to the second hinge seat fixed on the end link of the second telescopic link; the first link of the second telescopic link is hinged to the disc.

5. The embedded culvert structure as described in claim 3, characterized in that: The upper opening and closing unit also includes baffles spaced apart on both sides of the upper surface skin. The baffles achieve coordinated opening and closing movement with the upper surface skin through the second telescopic link and the third telescopic link. The first end link of the third telescopic link is hinged to the third hinge seat located on both sides of the first end link of the second telescopic link, and the end link is slidably disposed in the first groove opened on the baffle through the first slider. Two adjacent upper opening and closing units are hinged together by the baffles.

6. The embedded culvert structure as described in claim 3, characterized in that: The upper surface skin has a first notch in the middle when it is closed, and the upper support cover plate covers the first notch.

7. The embedded culvert structure as described in claim 2, characterized in that: The lower surface system includes a plurality of lower opening and closing units disposed on the support bracket; each lower opening and closing unit includes a second driving member disposed on the support bracket, a first connecting rod disposed at the output end of the second driving member, a locking mechanism disposed on the support bracket, a second connecting rod movably disposed on the locking mechanism via a hinge rod, a lower surface skin fixedly disposed on the second connecting rod, and a second skeleton disposed on both sides of the second connecting rod for supporting the lower surface skin. One end of the first connecting rod is fixed on the support bracket, and the other end is slidably disposed in a second groove opened on the second connecting rod.

8. The embedded culvert structure as described in claim 7, characterized in that: The locking mechanism includes a third driving member, a third sliding groove disposed on the support bracket, and a second slider and a locking rod disposed in the third sliding groove. The second slider and the hinge rod are respectively provided with a first opening and a second opening for the locking rod to pass through and be inserted. The end of the second slider is provided with a first protrusion, and the end of the third sliding groove is correspondingly provided with a second protrusion that can be misaligned and interlocked with the first protrusion and is used to prevent the second slider from disengaging from the third sliding groove.

9. The embedded culvert structure as described in claim 8, characterized in that: The lower surface skin has a second notch in the middle when it is closed, and the lower surface of the propeller hub is sealed at the second notch.

10. A wing for a vertical takeoff and landing aircraft, characterized in that: It includes: The wing body and the embedded duct structure as described in any one of claims 1 to 9, wherein the embedded duct structure is disposed on the wing body.

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