Suspension outer arm and modular flying vehicle

Abstract

A suspension outer arm (100) applied to an aircraft, comprising an outer arm body having a linear structure in a vertical projection direction, the outer arm body having a plurality of openings for accommodating lift motors, the outer arm body having a structure converging from each opening to both ends, and the outer arm body being selectable so as to be externally attached to the fixed wing of the aircraft based on different takeoff weights.

Description

[Technical Field]

[0001] The present invention relates to the field of air vehicles, and more particularly to suspension outer arms and modular air vehicles. [Background technology]

[0002] In actual use, it has been found that traditional flying vehicles often have an integrated design, the arms cannot be detached, and there are many overlapping stacks, making it impossible to improve the efficiency of the lift motor. Therefore, professional technicians are required to detach the flying vehicle. In order to meet the requirements of different unexpected work situations, such as air taxis and air ambulances, it is necessary to provide modular flying vehicles. Summary of the Invention [Problem to be solved by the invention]

[0003] SUMMARY OF THE INVENTION The objective of the present invention is to provide a suspension arm and a modular air vehicle that are simple to operate and can meet the needs of different functions and tasks of the air vehicle. [Means for solving the problem]

[0004] To achieve this goal, the present invention adopts the following technical solutions:

[0005] A suspension outer arm applied to an aircraft, An outer arm body having a linear structure in a vertical projection direction, the body has a plurality of openings for receiving lift motors; The body has a structure that converges from each of the openings to both ends, The outer arm body can be selected to be externally attached to the fixed wing of an aircraft based on different takeoff weights.

[0006] Preferably, the outer arm body has a streamlined design in cross section along its length, the streamlined design having a smaller curvature of the arc at one end than at the other end, and the cross section gradually converging from the middle to both ends, which can reduce vortexes formed after the propeller is interfered with by the aircraft body and increase the efficiency of the lift motor.

[0007] Preferably, the outer arm has an inverted isosceles trapezoidal cross section in its longitudinal direction, and has an arm recess adapted to fit to the contour separation surface of the stator wing.

[0008] a left fixed wing and a right fixed wing, a left canard and a right canard, an avionics compartment joined to the left fixed wing and the right fixed wing, a left inner arm connecting the left fixed wing and the left canard and having first, second and third lift propellers and a left vertical tail, a right inner arm connecting the right fixed wing and the right canard and having fourth, fifth and sixth lift propellers and a right vertical tail, and the suspension outer arm according to the above solution, A modular air vehicle that selects to install air vehicle modular assemblies to meet different function and task needs of the air vehicle in response to increased cruise load requirements without modifying the air vehicle's flight platform structure.

[0009] Preferably, the air vehicle modular assembly is provided with a quickly removable canard outer segment, and the quickly removable canard outer segment is selected to be attached to the inner arm when it is required to increase the air vehicle lift in a fixed wing state by 10% to 20% based on the initial lift value obtained by applying the air vehicle's flight platform.

[0010] Preferably, the aircraft modular assembly is provided with a quickly removable suspension outer arm, and the quickly removable suspension outer arm is selected to be attached when it is required to increase the aircraft lift in the rotor state by 20% to 70% based on the initial lift value obtained by applying the aircraft's flight platform.

[0011] Preferably, the suspension outer arms are attached to the leading edges of the left fixed wing and the right fixed wing, or the suspension outer arms are attached to the trailing edges of the left fixed wing and the right fixed wing, or the suspension outer arms are attached to the leading and trailing edges of the left fixed wing and the right fixed wing, respectively.

[0012] Preferably, the canard outer segment includes a positioning member and a locking member, and after the canard outer segment is attached to the inner arm in a fixed position by the positioning member, the locking member locks the canard outer segment and the inner arm together.

[0013] Preferably, the distance between the suspension outer arm and the inner arm is greater than at least the sum of the radius of rotation of the lift propeller attached to the inner arm, the radius of rotation of the lift propeller attached to the suspension outer arm, and the convection gap.

[0014] Preferably, the convection gap is 8% to 15% of the largest propeller diameter of the suspension outer arm and the inner arm. [Effects of the Invention]

[0015] The beneficial effects of the present invention are that the streamlined arms can reduce the vortex generated after the propeller is interfered with by the aircraft body, thereby increasing the efficiency of the lift motor; and the modularized aircraft can quickly install canard outer segments or suspension outer arms without changing the aircraft's flight platform structure, thereby increasing the aircraft's lift in a fixed-wing or rotary-wing state. [Brief explanation of the drawings]

[0016] [Figure 1] 1 is a schematic diagram of an aircraft according to the present application. [Figure 2] 1 is a schematic diagram of a streamlined arm according to the present application. [Figure 3] FIG. 2 is a schematic diagram of a canard outer segment according to the present application. [Figure 4] 1 is a schematic diagram of a suspension outer arm according to the present application. DETAILED DESCRIPTION OF THE INVENTION

[0017] The technical solution of the present application will be further described below by way of the detailed description of the present application. It should be understood that the specific examples described in this specification are only used to interpret the present application. In addition, for ease of explanation, only parts relevant to the present application are shown in the drawings, rather than all parts.

[0018] In the description of this application, unless otherwise clearly specified or limited, the terms "attach," "contact," and "connect" should be understood in a broad sense, and may refer to, for example, a fixed connection, a detachable connection, a mechanical connection, an electrical connection, a direct connection, an indirect connection via an intermediate medium, or internal communication between two elements. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.

[0019] In this application, unless otherwise expressly specified and limited, a first feature being "above" or "below" a second feature may include direct contact between the first and second features, or may include contact between the first and second features via another feature between them. Furthermore, a first feature being "above," "above," and "on the upper surface" of a second feature may include the first feature being directly above and diagonally above the second feature, or may simply mean that the horizontal height of the first feature is higher than that of the second feature. A first feature being "below," "below," and "on the lower surface" of a second feature may include the first feature being directly below and diagonally below the second feature, or may simply mean that the horizontal height of the first feature is lower than that of the second feature.

[0020] As shown in Figures 1 and 2, the present application provides a suspension outer arm 100 applicable to an aircraft, characterized in that it has an outer arm body that is a linear structure in a vertical projection direction, the body has a plurality of openings for accommodating lift motors, the body has a structure that converges from each opening to both ends, and the outer arm body can be selected to be externally attached to the fixed wing of the aircraft based on different takeoff weights.

[0021] Furthermore, the outer arm body has a streamlined design in cross section along its length, where the curvature of the arc at one end is smaller than the curvature of the arc at the other end, and the cross section gradually converges from the middle to both ends, which can reduce vortexes formed after the propeller is interfered with by the aircraft body and increase the efficiency of the lift motor.

[0022] As shown in FIG. 4, the suspension outer arm 100 preferably has an inverted isosceles trapezoidal cross section in its longitudinal direction, has an arm recess 101 used to fit to the outer separation surface of the fixed wing of the aircraft, and is locally reinforced with carbon fiber at the flanging of the outer separation surface of the fixed wing.

[0023] The inverted isosceles trapezoid shape of the arm recess 101 meets aerodynamic needs.

[0024] As shown in FIG. 1, the present application further provides a modular air vehicle, which includes left and right fixed wings, left and right canards, an avionics compartment connected to the left and right fixed wings, a left inner arm connecting the left fixed wing and the left canard and having first, second, and third lift propellers and a left vertical stabilizer, a right inner arm connecting the right fixed wing and the right canard and having fourth, fifth, and sixth lift propellers and a right vertical stabilizer, and the suspension outer arm 100 described in the above solution; and according to the requirements for increasing cruise load, the air vehicle modular assembly can be selected to be installed to meet different functional and task needs of the air vehicle without changing the flight platform structure of the air vehicle.

[0025] Specifically, the air vehicle modular assembly may include a quickly removable canard outer segment 200, and the quickly removable canard outer segment 200 is selected to be attached to the inner arm when it is required to increase the air vehicle lift in a fixed wing state by 10% to 20% based on the initial lift value obtained by applying the air vehicle's flight platform.

[0026] By adding the canard outer segment 200, the aircraft's lift in a fixed-wing state can be increased by 10% to 20% based on the initial lift value obtained from the original aircraft's flight platform. After the quick-detachable canard outer segment 200 is installed, the nose-down phenomenon during flight can be overcome, and unintended pitch moment can be avoided, avoiding the impact on the drone's flight efficiency due to the need to compensate for this pitch moment. Furthermore, after the canard outer segment 200 is installed, the structural combination of the canard outer segment and the original aircraft's flight platform can increase the aircraft's static stability margin by about 2%, thereby reducing control loss in the flight control system.

[0027] Similarly, the aircraft modular assembly is provided with a quickly removable suspension outer arm 100, and the quickly removable suspension outer arm 100 is selected to be attached when it is required to increase the aircraft lift in the rotor state by 20% to 70% based on the initial lift value obtained by applying the aircraft's flight platform.

[0028] The addition of the suspension outer arm 100 reduces the weight of the aircraft, saves more weight and space, and increases power and payload from the design perspective of the entire aircraft structure. Therefore, the outer arm must be close to the aircraft's central axis. However, due to aerodynamic requirements, when the propeller operates, a corresponding airflow is generated. If the suspension outer arm 100 and the inner arm are installed too close, airflow interference occurs, forming vortices after the interference, which increases the efficiency of the lift motor. Therefore, the suspension outer arm 100 and the inner arm cannot be installed too close. However, if they are installed too far apart, the weight of the aircraft will inevitably increase. Therefore, if the convection gap is 8% to 15% of the largest propeller diameter among the suspension outer arm 100 and the inner arm, the problem of interference vortices generated between the suspension outer arm 100 and the inner arm and the weight problem of the aircraft can be balanced, and the aircraft's payload and aerodynamic efficiency can be simultaneously satisfied.

[0029] Of course, without changing the flying platform structure of the air vehicle, the suspension outer arm 100 and the lift propeller on the outer arm can be quickly removed to quickly reduce the air vehicle lift in a fixed wing state, for example, when the flight range is insufficient or noise reduction is required, thereby reducing energy consumption and noise decibels.

[0030] For example, the suspension outer arms 100 are attached to the leading edges of the left and right fixed wings to increase the aircraft's lift in the rotary wing state by 20% to 40% based on the initial lift value obtained on the aircraft's flight platform, or the suspension outer arms 100 are attached to the trailing edges of the left and right fixed wings to increase the aircraft's lift in the rotary wing state by 25% to 45% based on the initial lift value obtained on the aircraft's flight platform, or the suspension outer arms 100 are attached to the leading and trailing edges of the left and right fixed wings, respectively, to increase the aircraft's lift in the rotary wing state by 50% to 70% based on the initial lift value obtained on the aircraft's flight platform. When attached only to the leading or trailing edges, different center of gravity positions of the aircraft can be adjusted.

[0031] As shown in FIG. 3, the canard outer segment 200 further includes a positioning member 201 and a locking member 202, and after the canard outer segment 200 is attached to a fixed position of the inner arm by the positioning member 201, the canard outer segment 200 and the inner arm are locked together by the locking member 202.

[0032] The positioning member 201 is used to quickly position the canard outer segment 200 on the inner arm, saving operation time, and then immediately thereafter, it is firmly locked by the locking member 202, preventing the canard outer segment 200 from coming off the inner arm during operation of the drone.

[0033] Furthermore, the distance between the suspension outer arm 100 and the inner arm is at least greater than the sum of the rotation radius of the lift propeller attached to the inner arm, the rotation radius of the lift propeller attached to the suspension outer arm 100, and the convection gap, where the convection gap is 8% to 15% of the largest propeller diameter of the suspension outer arm and the inner arm.

[0034] Furthermore, with regard to the connection method between the suspension outer arm 100 and the wing of the aircraft, this solution uses bolts to fasten the suspension outer arm 100 to the wing, of which eight bolts are main fixing bolts that bear the majority of the load, with a load capacity of 1.8 tons to 2.2 tons. In addition to the main fixing bolts, the front and rear edges of the suspension outer arm 100 are provided with auxiliary bolts to help with bearing force, with a load capacity of 680 to 720 kilograms. During installation, the eight main bolts are first inserted through the openings in the wing and aligned with the threaded holes in the outer arm before being tightened. After that, the auxiliary fixing bolts are sequentially tightened to quickly install the suspension outer arm 100. Similarly, during removal, the main and auxiliary bolts are removed, and the suspension outer arm 100 can be quickly installed or removed within 30 minutes.

[0035] The above embodiments are merely illustrative of the principles and effects of the present application. Anyone skilled in the art may modify or change the above embodiments without violating the scope of the present application. Therefore, all equivalent modifications or changes made by a person skilled in the art to which the invention pertains without departing from the scope of the present application are still within the scope of the claims of the present application.

Claims

1. A suspension outer arm (100) applied to an aircraft, An outer arm body having a linear structure in a vertical projection direction, the body has a plurality of openings for receiving lift motors; The body has a structure that converges from each of the openings to both ends, The outer arm body can be selected to be externally attached to the fixed wing of an aircraft based on different takeoff weights.

2. 2. The suspension outer arm of claim 1, wherein the outer arm body has a streamlined design in cross section along its length, the streamlined design having a smaller curvature of the arc at one end than at the other end, and the cross section gradually converging from the middle to both ends, which can reduce vortexes formed after the propeller is interfered with by the aircraft body and increase the efficiency of the lift motor.

3. 3. The suspension outer arm according to claim 2, wherein the suspension outer arm (100) has an inverted isosceles trapezoidal cross section in its longitudinal direction and has an arm recess (101) used to fit to the outer contour separation surface of the fixed wing.

4. a left fixed wing and a right fixed wing, a left canard and a right canard, an avionics compartment joined to the left fixed wing and the right fixed wing, a left inner arm connecting the left fixed wing and the left canard and having first, second, and third lift propellers and a left vertical tail, a right inner arm connecting the right fixed wing and the right canard and having fourth, fifth, and sixth lift propellers and a right vertical tail, and the suspension outer arm (100) according to any one of claims 1 to 3, A modular air vehicle characterized in that, in response to increased cruise load requirements, air vehicle modular assemblies are selected to be attached to meet different functional and task needs of the air vehicle without changing the flying platform structure of the air vehicle.

5. 5. The modular air vehicle of claim 4, wherein the air vehicle modular assembly comprises a quickly removable canard outer segment (200), and the quickly removable canard outer segment (200) is selected to be attached to the inner arm when it is required to increase the air vehicle lift in a fixed wing state by 10% to 20% based on the initial lift value obtained by applying the air vehicle's flying platform.

6. The modular air vehicle of claim 4, wherein the air vehicle modular assembly comprises a quickly detachable suspension outer arm (100), and the quickly detachable suspension outer arm (100) is selected to be attached when it is required to increase the air vehicle lift in the rotary wing state by 20% to 70% based on the initial lift value obtained by applying the air vehicle's flying platform.

7. 7. The modular air vehicle of claim 6, wherein the suspension outer arms (100) are attached to the leading edges of the left fixed wing and the right fixed wing, or the suspension outer arms (100) are attached to the trailing edges of the left fixed wing and the right fixed wing, or the suspension outer arms (100) are attached to the leading and trailing edges of the left fixed wing and the right fixed wing, respectively.

8. 6. The modular air vehicle of claim 5, wherein the canard outer segment (200) comprises a positioning member (201) and a locking member (202), and after the canard outer segment (200) is attached to a fixed position of the inner arm by the positioning member (201), the locking member (202) locks the canard outer segment (200) and the inner arm.

9. 7. The modular air vehicle of claim 6, wherein the distance between the suspension outer arm (100) and the inner arm is greater than at least the sum of the radius of rotation of the lift propeller attached to the inner arm, the radius of rotation of the lift propeller attached to the suspension outer arm (100), and a convection gap.

10. 10. The modular air vehicle according to claim 9, wherein the convection gap is 8% to 15% of the largest propeller diameter of the suspension outer arm and the suspension inner arm.

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