An aircraft

Abstract

The application discloses an aircraft, comprising a fuselage, wings, a tail and a rotor mechanism, the wings are arranged on both sides of the fuselage, the rotor mechanism is arranged on the wings along the length direction of the fuselage, the rotor mechanism comprises a lift driving structure and a propulsion driving structure, the tail is connected with the tail end of the fuselage, and the tail adopts a double-V tail layout. The application provides an aircraft with a hybrid power layout, under the cooperation of the wings, the tail and the rotor mechanism, the problems of low speed and poor efficiency of traditional eVTOLs when flying forward by relying on lift blades are overcome, the limitation that a fixed-wing aircraft cannot take off and land vertically and has high requirements for take-off and landing sites is solved, and the vertical take-off and landing capability and the high-speed and efficient forward flight performance of the aircraft are unified.

Description

Technical Field

[0001] This invention relates to the field of aviation technology, and in particular to an aircraft. Background Technology

[0002] With urbanization, land-based space is becoming increasingly saturated, and traffic congestion is becoming more and more serious, making it urgent to develop available urban airspace and vertical transportation systems. The development of eVTOL (Electric Vertical Takeoff and Landing) aircraft has attracted widespread attention from aerospace companies, the automotive industry, the transportation industry, and academia.

[0003] eVTOL (Electric Vertical Takeoff and Landing) aircraft typically rely on specially designed lift propellers for primary lift during the vertical takeoff and landing phase. These lift propellers enable the aircraft to take off, land, and hover vertically, with low dependence on landing sites and high operational flexibility. However, this configuration also has limitations: on the one hand, relying solely on vertical propellers for lift and forward thrust results in low aerodynamic efficiency; on the other hand, the forward flight speed of such aircraft is limited by various aerodynamic and structural factors, making it difficult to achieve high cruise speeds. In contrast, fixed-wing aircraft have higher aerodynamic efficiency and speed performance during the forward flight phase, but their takeoff and landing typically require long runways, placing stringent demands on site conditions and significantly increasing site construction and maintenance costs. Utility Model Content

[0004] The purpose of this application is to provide an aircraft designed to solve the problems described in the background art.

[0005] To achieve the above objectives, this application provides an aircraft including a fuselage, wings, a tail, and a rotor mechanism. The wings are disposed on both sides of the fuselage, and the rotor mechanism is disposed on the wings along the length of the fuselage. The rotor mechanism includes a lift drive structure and a propulsion drive structure. The tail is connected to the tail end of the fuselage and adopts a double V-tail layout.

[0006] Optionally, the rotor mechanism includes two first rotor arms, the two first rotor arm assemblies being symmetrically arranged on the two wings along the length direction of the fuselage, and the lift drive structure and the propulsion drive structure being arranged on the first rotor arms.

[0007] Optionally, there are multiple lift drive structures, which are spaced apart on the first rotor arm, and the propulsion drive structure is located at the tail end of the first rotor arm.

[0008] Optionally, the number of the lift drive structures is three, and the three lift drive structures are arranged at intervals from the front end to the rear end of the first rotor arm along the length direction of the first rotor arm.

[0009] Optionally, the tail fin includes a first segment and a second segment. One end of the first segment is connected to the tail end of the fuselage, and the other end is connected to the tail end of the first rotor arm. The second segment is connected to the other side of the fuselage opposite to the first segment, and the other end extends outward and gradually tapers.

[0010] Optionally, the rotor mechanism further includes a second rotor arm, which is disposed on the wing and located on the opposite side of the first rotor arm relative to the fuselage.

[0011] Optionally, there are multiple lift drive structures, which are spaced apart on the second rotor arm, and the propulsion drive structure is located at the tail end of the fuselage.

[0012] Optionally, the number of the lift drive structures is two, and the two lift drive structures are respectively disposed at the leading end and the trailing end of the second rotor arm.

[0013] Optionally, the length of the second rotor arm is less than the length of the first rotor arm.

[0014] Optionally, the aircraft further includes a central control unit electrically connected to the wing, tail, and rotor mechanism for controlling the attitude of the fuselage.

[0015] This application proposes a hybrid power layout aircraft that, through the coordinated operation of the wings, tail, and rotor mechanism, overcomes the problems of low speed and poor efficiency when traditional eVTOLs rely solely on lift propellers for forward flight. At the same time, it solves the limitations of fixed-wing aircraft, such as high requirements for take-off and landing sites and inability to take off and land vertically, thus achieving a unity of vertical take-off and landing capability and high-speed and efficient forward flight performance. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the external structure of an aircraft provided in an embodiment of the present invention.

[0017] Figure 2 This is a schematic diagram of the external structure of another aircraft provided in an embodiment of the present invention.

[0018] Explanation of reference numerals in the attached figures: 1. Fuselage; 2. Wing; 3. Tail; 31. First segment; 32. Second segment; 4. Rotor mechanism; 41. Lift drive structure; 42. Propulsion drive structure; 43. First rotor arm; 44. Second rotor arm. Detailed Implementation

[0019] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0020] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element. Furthermore, components, features, and elements with the same names in different embodiments of this application may have the same meaning or different meanings, the specific meaning of which must be determined by its interpretation in that specific embodiment or further in conjunction with the context of that specific embodiment.

[0021] It should be understood that although the terms first, second, third, etc., may be used herein to describe various information, such information should not be limited to these terms. These terms are used only to distinguish information of the same type from one another. For example, without departing from the scope of this document, first information may also be referred to as second information, and similarly, second information may also be referred to as first information. Depending on the context, the word "if," as used herein, can be interpreted as "when," "when," or "in response to determination." Furthermore, as used herein, the singular forms "a," "an," and "the" are intended to also include the plural forms unless the context indicates otherwise. It should be further understood that the terms "comprising," "including," indicate the presence of the stated feature, step, operation, element, component, item, kind, and / or group, but do not exclude the presence, occurrence, or addition of one or more other features, steps, operations, elements, components, items, kinds, and / or groups. The terms "or" and "and / or" as used herein are to be interpreted as inclusive, or mean any one or any combination thereof. Therefore, "A, B, or C" or "A, B, and / or C" means "any one of the following: A; B; C; A and B; A and C; B and C; A, B, and C". Exceptions to this definition will only occur if the combination of elements, functions, steps, or operations is inherently mutually exclusive in some way.

[0022] It should be understood that the specific embodiments described herein are merely illustrative of this application and are not intended to limit this application.

[0023] Please refer to Figure 1 , Figure 1 A schematic diagram of the external structure of an aircraft is shown. The aircraft includes a fuselage, wings, a tail, and a rotor system. The wings are located on two sides of the fuselage, and the number of rotor systems is even, with each rotor system symmetrically arranged on one of the two wings along the length of the fuselage. The rotor system includes a lift drive structure for vertical takeoff and landing, and a propulsion drive structure for forward flight. The fuselage has a nose and a tail, with the tail connected to the tail end of the fuselage. The tail adopts a double-V tail configuration. The double-V tail configuration refers to the aircraft having two inner tails and two outer tails symmetrically arranged along the length of the fuselage. The "V" shape formed by the two inner tails and the fuselage constitutes the first V-tail, and the "V" shape formed by the extensions of the two outer tails constitutes the second V-tail. The obtuse angle formed by the two inner tails and the central axis of the fuselage is greater than the obtuse angle formed by the two outer tails and the central axis of the fuselage. Further, the lift drive structure is preferably a lift motor, and the propulsion drive structure is preferably a thrust motor.

[0024] With the coordinated operation of the wings, tail, and rotor mechanism, the problem of low speed and poor efficiency when traditional eVTOLs rely solely on lift propellers for forward flight is overcome. At the same time, the limitations of fixed-wing aircraft, such as high requirements for take-off and landing sites and inability to take off and land vertically, are solved, thus achieving a unity of vertical take-off and landing capability and high-speed and efficient forward flight performance.

[0025] Optionally, the rotor mechanism includes two first rotor arms, which are symmetrically arranged on the two wings along the length of the fuselage. The lift drive structure and the propulsion drive structure are mounted on the first rotor arms. Specifically, in this embodiment, the rotor mechanism includes two first rotor arms, which are symmetrically arranged on the two wings with the fuselage as the central axis and along the length of the fuselage. The lift drive structure and the propulsion drive structure are mounted on the first rotor arms. The first rotor arms are elongated structures, and the arrangement of the lift drive structure and the propulsion drive structure on the first rotor arms is not limited.

[0026] Optionally, there are multiple lift-driven structures, which are spaced apart on the first rotor arm, and the propulsion drive structure is located at the tail end of the first rotor arm. Specifically, in this embodiment, multiple lift-driven structures and one propulsion drive structure are provided on the first rotor arm. The multiple lift-driven structures are spaced apart from each other, and the propulsion drive structure is located at the tail end of the first rotor arm and spaced apart from the lift-driven structures. The number of lift-driven structures on the two first rotor arms is the same, and they are arranged symmetrically on the two first rotor arms with the fuselage as the central axis.

[0027] Optionally, the number of lift-driven structures is three, and the three lift-driven structures are arranged alternately from the leading end to the trailing end of the first rotor arm along its length. Specifically, in this embodiment, three lift-driven structures are provided on the first rotor arm, and the three lift-driven structures are arranged alternately from the leading end to the trailing end of the first rotor arm along its length. In other words, any one of the three lift-driven structures is located near the leading end of the first rotor arm, and the remaining two lift-driven structures are arranged alternately in sequence. The intervals between the three lift-driven structures can be the same or different, and are not limited here.

[0028] Optionally, the tail section includes a first segment and a second segment. One end of the first segment is connected to the tail end of the fuselage, and the other end is connected to the tail end of the first rotor arm. The second segment is connected to the opposite side of the fuselage relative to the first segment, and the other end extends outward and gradually tapers. Specifically, in this embodiment, there are two pairs of V-tails at the tail of the fuselage, namely an outer V-tail and an inner V-tail. The first segment is an inner V-tail, with one end connected to the tail end of the fuselage and the other end connected to the tail end of the first rotor arm. The second segment is an outer V-tail, with one end connected to the opposite side of the fuselage relative to the first segment, and the other end extending outward and gradually tapers. Further, the angle formed by the first segment and the second segment is an obtuse angle.

[0029] See Figure 1 The lift drive structures of the aircraft are numbered as follows: Standing directly behind the fuselage and facing it, the lift drive structures on the left side from the nose to the tail are A1, A2, and A3, which are located on the first rotor arm; the ones on the right side are A4, A5, and A6, which are located on the first rotor arm; the thrust drive structures from left to right are B1 and B2, which are located at the tail ends of the two first rotor arms.

[0030] In this embodiment, the tilt angle of each lift-driven structure can be forward, backward, left, or right, but the tilt angle is no greater than 90 degrees. The aircraft has two wings on the left and right sides of the fuselage, and two pairs of V-tails at the rear: an outer V-tail and an inner V-tail. The aircraft in this embodiment has three flight modes: multi-rotor mode, switching mode, and fixed-wing mode. The control logic for these three flight modes is as follows: I. Multi-rotor mode 1) The aircraft's ascent and descent are controlled by simultaneously accelerating and decelerating through six lift-driven structures; 2) The roll motion of the aircraft is controlled by the differential rotational speeds of the A1, A2, and A3 lift drive structures with those of the A4, A5, and A6 lift drive structures; 3) The pitch motion of the aircraft is controlled by the differential rotational speed between the A1 and A4 lift drive structures and the A3 and A6 lift drive structures; 4) The yaw motion of the aircraft is controlled by the speed difference between the lift drive structures A1, A3, and A5 and the lift propellers A2, A4, and A6.

[0031] In this way, in multi-rotor mode, the aircraft can take off and land as flexibly as a traditional eVTOL.

[0032] II. Fixed-wing mode 1) The aircraft's ascent and descent are controlled by deflecting the lift-driven structure; 2) The roll motion of the aircraft is controlled by the differential motion of the two wings; 3) The pitch motion of the aircraft is controlled by deflecting the first section of the tail fin; 4) The yaw motion of the aircraft is controlled by the differential motion of the two wings and the deflection of the second section of the tail. 5) The forward flight motion of the aircraft is controlled by simultaneously accelerating and decelerating the B1 and B2 thrust drive structures.

[0033] In this way, in fixed-wing mode, the aircraft can fly forward as efficiently as a fixed-wing aircraft.

[0034] III. Conversion Mode 1) The aircraft's climb and descent are controlled by simultaneously accelerating and decelerating through six lift-driven structures and deflecting the elevator. 2) The roll motion of the aircraft is controlled by the differential rotation speeds of the A1, A2, and A3 lift drive structures and the A4, A5, and A6 lift drive structures, as well as the differential rotation of the two wings. 3) The pitch motion of the aircraft is controlled by the differential rotation speed between the A1 and A4 lift drive structures and the A3 and A6 lift drive structures, as well as the same deflection of the first section of the tail fin. 4) The yaw motion of the aircraft is controlled by the differential rotation speed of the lift drive structures A1, A3, and A5 with those of the lift drive structures A2, A4, and A6, the differential rotation of the two wings, and the deflection of the second section of the tail. 5) The forward flight motion of the aircraft is controlled by simultaneously accelerating and decelerating the B1 and B2 thrust drive structures.

[0035] As can be seen, the switching mode smoothly transitions between multi-rotor and fixed-wing modes. This solves the problem in the prior art where a single design could not simultaneously achieve flexibility and efficiency.

[0036] Please refer to Figure 2 , Figure 2 A schematic diagram of another aircraft's external structure is shown. The rotor mechanism also includes a second rotor arm, which is mounted on the wing and located on the opposite side of the first rotor arm relative to the fuselage. Specifically, in this embodiment, second rotor arms are also provided on each of the two wings, located on the opposite side of the first rotor arm relative to the fuselage, forming a configuration where the second rotor arm and the fuselage together enclose the first rotor arm in the middle. The second rotor arm is a long, narrow structure.

[0037] Optionally, there are multiple lift-driven structures, which are spaced apart on the second rotor arms, while the propulsion drive structure is located at the tail end of the fuselage. Specifically, in this embodiment, multiple lift-driven structures are spaced apart on the second rotor arms, thereby further enhancing the lift of the aircraft based on the first rotor arm and improving the aircraft's flexibility in vertical takeoff and landing. The number of lift-driven structures on the two second rotor arms is the same, and they are arranged symmetrically on the two second rotor arms with the fuselage as the central axis.

[0038] Optionally, two lift-driven structures are used, with one at the leading end and the other at the trailing end of the second rotor arm. Specifically, in this embodiment, the two lift-driven structures are positioned one after the other at each end of the second rotor arm. It can be understood that the farther the lift-driven structure is from the aircraft's center of gravity, the longer its torque arm. Providing the same thrust, the lift-driven structure located at the edge can generate a larger roll or pitch control torque, making attitude control of the aircraft more efficient and sensitive during hovering, low-speed, and mode transition phases, thus improving maneuverability.

[0039] Optionally, the length of the second rotor arm is shorter than the length of the first rotor arm. Specifically, in this embodiment, the first rotor arm (main rotor) has a large disk area and is the core component providing the main lift. Arranging the shorter second rotor arm (auxiliary rotor arm) in an appropriate position allows its blades to avoid the strong downwash region of the first rotor arm. In this way, this "staggered" layout can effectively reduce aerodynamic interference between different rotors, avoid efficiency degradation caused by mutual airflow impact, and thus improve the aerodynamic efficiency of the overall lift system. Based on the above, a shorter rotor arm means a lighter structural weight and less material required. The weight reduction can be translated into longer endurance, larger payload, or the ability to carry more batteries, thereby improving the overall performance of the aircraft.

[0040] See Figure 2 The lift drive structures of the aircraft are numbered as follows: Standing directly behind the fuselage and facing it, the lift drive structures on the left side from nose to tail are A1, A2, and A3, located on the first rotor arm; on the right side are A4, A5, and A6, located on the first rotor arm; on the left outer side are A7 and A8, located on the second rotor arm; and on the right outer side are A9 and A10, located on the second rotor arm. The thrust drive structures from left to right are B1, located at the tail end of the first rotor arm; B2, located at the tail end of the fuselage; and B3, located at the tail end of the first rotor arm.

[0041] In this embodiment, the tilt angle of each lift-driven structure can be forward, backward, left, or right, but the tilt angle is no greater than 90 degrees. The aircraft has two wings on the left and right sides of the fuselage, and two pairs of V-tails at the rear: an outer V-tail and an inner V-tail. The aircraft in this embodiment has three flight modes: multi-rotor mode, switching mode, and fixed-wing mode. The control logic for these three flight modes is as follows: I. Multi-rotor mode 1) The aircraft's ascent and descent are controlled by simultaneously accelerating and decelerating through 10 lift-driven structures; 2) The roll motion of the aircraft is controlled by the differential rotational speed between the lift drive structures A1, A2, A3, A7, and A8 and the lift drive structures A4, A5, A6, A9, and A10; 3) The pitch motion of the aircraft is controlled by the differential rotational speed between the lift drive structures A1, A4, A7, and A9 and the lift drive structures A3, A6, A8, and A10; 4) The yaw motion of the aircraft is controlled by the speed difference between the lift drive structures A1, A3, A4, A9, and A10 and the lift propellers A2, A4, A6, A7, and A8.

[0042] In this way, in multi-rotor mode, the aircraft can take off and land as flexibly as a traditional eVTOL.

[0043] II. Fixed-wing mode 1) The aircraft's ascent and descent are controlled by deflecting the lift-driven structure; 2) The roll motion of the aircraft is controlled by the differential motion of the two wings; 3) The pitch motion of the aircraft is controlled by deflecting the first section of the tail fin; 4) The yaw motion of the aircraft is controlled by the differential motion of the two wings and the deflection of the second section of the tail. 5) The forward flight motion of the aircraft is controlled by simultaneously accelerating and decelerating the B1, B2, and B3 thrust drive structures.

[0044] In this way, in fixed-wing mode, the aircraft can fly forward as efficiently as a fixed-wing aircraft.

[0045] III. Conversion Mode 1) The aircraft's climb and descent are controlled by simultaneously accelerating and decelerating through 10 lift-driven structures and deflecting the elevators; 2) The roll motion of the aircraft is controlled by the differential rotation speed of the lift drive structures A1, A2, A3, A7, and A8 with those of the lift drive structures A4, A5, A6, A9, and A10, as well as the differential rotation of the two wings. 3) The pitch motion of the aircraft is controlled by the speed difference between the lift drive structures A1, A4, A7, and A9 and the lift drive structures A3, A6, A8, and A10, as well as the deflection of the elevator. 4) The yaw motion of the aircraft is controlled by the speed difference between the lift drive structures A1, A3, A4, A9, and A10 and the lift drive structures A2, A4, A6, A7, and A8, as well as the differential motion of the two wings and the deflection of the rudder. 5) The forward flight motion of the aircraft is controlled by simultaneously accelerating and decelerating the B1, B2, and B3 thrust drive structures.

[0046] As can be seen, the switching mode smoothly transitions between multi-rotor and fixed-wing modes. This solves the problem in the prior art where a single design could not simultaneously achieve flexibility and efficiency.

[0047] Optionally, the aircraft also includes a central control unit, which is electrically connected to the wings, tail, and rotor mechanism for controlling the attitude of the fuselage. Specifically, in this embodiment, the central control unit includes a rudder and an elevator, both of which are electrically connected to the wings, tail, and rotor mechanism. The rudder is used to control the yaw of the aircraft, and the elevator is used to control the pitch of the aircraft, thereby controlling the change in the attitude of the fuselage, that is, the attitude change of the entire aircraft.

[0048] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An aircraft, characterized in that, It includes a fuselage, wings, tail, and rotor mechanism. The wings are located on both sides of the fuselage, and the rotor mechanism is located on the wings along the length of the fuselage. The rotor mechanism includes a lift drive structure and a propulsion drive structure. The tail is connected to the tail end of the fuselage and adopts a double V-tail layout.

2. The aircraft according to claim 1, characterized in that, The rotor mechanism includes two first rotor arms, and the two first rotor arm assemblies are symmetrically arranged on the two wings along the length direction of the fuselage. The lift drive structure and the propulsion drive structure are arranged on the first rotor arms.

3. The aircraft according to claim 2, characterized in that, The number of lift drive structures is multiple, and the multiple lift drive structures are spaced apart on the first rotor arm. The propulsion drive structure is located at the tail end of the first rotor arm.

4. The aircraft according to claim 3, characterized in that, The number of lift drive structures is three, and the three lift drive structures are arranged at intervals from the front end to the rear end of the first rotor arm along the length direction of the first rotor arm.

5. The aircraft according to claim 2, characterized in that, The tail section includes a first segment and a second segment. One end of the first segment is connected to the tail end of the fuselage, and the other end is connected to the tail end of the first rotor arm. The second segment is connected to the other side of the fuselage opposite to the first segment, and the other end extends outward and gradually tapers.

6. The aircraft according to claim 5, characterized in that, The rotor mechanism also includes a second rotor arm, which is disposed on the wing and located on the other side of the fuselage opposite to the first rotor arm.

7. The aircraft according to claim 6, characterized in that, The number of lift drive structures is multiple, and the multiple lift drive structures are spaced apart on the second rotor arm. The propulsion drive structure is located at the tail end of the fuselage.

8. The aircraft according to claim 7, characterized in that, The number of lift drive structures is two, and the two lift drive structures are respectively located at the leading end and the trailing end of the second rotor arm.

9. The aircraft according to claim 6, characterized in that, The length of the second rotor arm is less than the length of the first rotor arm.

10. The aircraft according to claim 1, characterized in that, The aircraft also includes a central control unit, which is electrically connected to the wings, tail, and rotor mechanism, and is used to control the attitude of the fuselage.

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