阅读说明：本技术 一种盒型机翼飞行器 (Box-type wing aircraft ) 是由 邓云娣 于 2021-09-06 设计创作，主要内容包括：本发明涉及飞行器技术领域,公开了一种盒型机翼飞行器,其包括：机身；垂直尾翼,设置在所述机身的上侧；盒型机翼,所述盒型机翼包括两个前机翼、两个后机翼及两个侧翼,两个所述前机翼分别位于所述机身的两侧,并分别与所述机身固定连接,两个所述后机翼分别位于所述机身的两侧,并分别与所述垂直尾翼固定连接,两个所述前机翼分别通过所述侧翼与对应侧的所述后机翼固定连接；若干个升力风扇组件,分别设置在所述前机翼的内部和所述后机翼的内部；推进器,设置在所述机身和/或所述盒型机翼上；动力系统,设置在所述机身和/或所述盒型机翼上；起落架。本发明的盒型机翼飞行器,不仅能垂直起降,还能像像固定翼飞行器那样高速飞行。(The invention relates to the technical field of aircrafts, and discloses a box-type wing aircraft, which comprises: a body; a vertical tail wing disposed at an upper side of the body; the box-shaped wing comprises two front wings, two rear wings and two side wings, the two front wings are respectively positioned on two sides of the fuselage and are respectively and fixedly connected with the fuselage, the two rear wings are respectively positioned on two sides of the fuselage and are respectively and fixedly connected with the vertical tail wing, and the two front wings are respectively and fixedly connected with the rear wings on the corresponding sides through the side wings; the plurality of lift fan components are respectively arranged inside the front wing and inside the rear wing; the propeller is arranged on the fuselage and/or the box-type wing; the power system is arranged on the fuselage and/or the box-type wing; a landing gear. The box-type wing aircraft can not only take off and land vertically, but also fly at high speed like a fixed wing aircraft.)

1. A box-wing aircraft, comprising:

a body;

a vertical tail wing disposed at an upper side of the body;

the box-shaped wing comprises two front wings, two rear wings and two side wings, the two front wings are respectively positioned on two sides of the fuselage and are respectively and fixedly connected with the fuselage, the two rear wings are respectively positioned on two sides of the fuselage and are respectively and fixedly connected with the fuselage or the vertical tail wing, and the two front wings are respectively and fixedly connected with the rear wings on the corresponding sides through the side wings;

the plurality of lift fan components are respectively arranged inside the front wing and the rear wing and used for providing vertical take-off and landing power for the aircraft;

the propeller is arranged on the fuselage and/or the box-type wing and is used for providing power for the horizontal flight of the aircraft;

the power system is arranged on the fuselage and/or the box-type wings and is in driving connection with the plurality of lift fan assemblies and the propeller;

and the landing gear is arranged on the lower side of the fuselage and is used for providing support for the aircraft.

2. A boxed wing aircraft according to claim 1, wherein the lift fan assembly comprises:

the duct is arranged inside the box-shaped wing;

the fixing piece comprises a fixing base, and the fixing base is fixed on the inner wall of the duct;

and the propeller is arranged in the duct and is rotationally connected with the fixed base.

3. The box wing aircraft of claim 2, wherein the fasteners further comprise:

the front stator blade is arranged inside the duct and positioned on the front side of the propeller;

and/or, rear stator blades, which are arranged inside the duct and are positioned at the rear side of the propeller.

4. A box wing aircraft according to claim 2 or 3, wherein:

the fixing piece is connected with a longitudinal and/or transverse force transmission structural part of the wing and is used for participating in transmission of longitudinal force and transverse force of the wing.

5. A boxed wing aircraft according to claim 2, wherein:

the propeller is a shafted propeller or a shaftless propeller;

and/or the propeller is in a pitch-adjustable form or a fixed pitch form;

and/or the number of blades of each propeller is not less than two;

and/or the lift fan assembly comprises one or two propellers.

6. The box wing aircraft of claim 5, wherein:

the lift fan assembly comprises two propellers, the two propellers are sequentially arranged along the axial direction of the duct, and the two propellers rotate in opposite directions or in the same direction.

7. The box wing aircraft of claim 2, wherein the lift fan assembly further comprises:

the upper cover plate can be opened upwards back and forth around the rotating shaft or upwards along two sides around the rotating shaft;

and/or a lower cover plate which can be opened back and forth downwards around the rotating shaft or opened downwards along two sides around the rotating shaft.

8. A box wing aircraft according to claim 1, wherein the power system comprises:

an electric motor in driving connection with the lift fan assembly and/or the propeller, respectively;

a battery system disposed within the fuselage and/or the box wing and coupled to the motor for providing electrical power.

9. The box wing aircraft of claim 8, wherein the power system further comprises:

the motor is in driving connection with the lifting fan assembly.

10. The box wing aircraft of claim 9, wherein the power system further comprises:

a generator drivingly connected to the engine, and electrically connected to the battery system.

11. A box wing aircraft according to claim 9 or 10, wherein:

the engine and the propeller are integrally arranged, and the engine is at least one of a turbojet engine, a turbofan engine, a turboprop engine and a propeller fan engine.

12. The box wing aircraft of claim 10, wherein the power system further comprises a planetary gear set:

the planetary gear set comprises a sun gear, a planetary gear, a planet carrier and a gear ring, the sun gear is positioned in the center of the gear ring, the planetary gear is positioned between the gear ring and the sun gear and is respectively meshed with the gear ring and the sun gear, the planet carrier is connected with the planetary gear, and the sun gear, the gear ring and the planet carrier are coaxially arranged;

the sun gear is in driving connection with the engine, the planet carrier is in driving connection with the propeller, and the gear ring is in driving connection with the generator;

or the sun gear is in driving connection with the engine, the planet carrier is in driving connection with the generator, and the gear ring is in driving connection with the propeller;

or the sun gear is in driving connection with the propeller, the planet carrier is in driving connection with the engine, and the gear ring is in driving connection with the generator;

or the sun gear is in driving connection with the propeller, the planet carrier is in driving connection with the generator, and the gear ring is in driving connection with the engine;

or the sun gear is in driving connection with the generator, the planet carrier is in driving connection with the propeller, and the gear ring is in driving connection with the engine;

or the sun gear is in driving connection with the generator, the planet carrier is in driving connection with the engine, and the gear ring is in driving connection with the propeller.

13. The box wing aircraft of claim 10, wherein the planetary gear set further comprises:

the first locker is connected with a rotating shaft of the engine;

and/or a second locking device which is connected with a rotating shaft of the generator;

and/or a third lock connected to the pusher.

Technical Field

The invention relates to the technical field of aircrafts, in particular to a box-type wing aircraft.

Background

With the progress of science and technology and the development of society, fixed wing aircrafts and rotor aircrafts are developed at a high speed, especially, unmanned aircrafts in recent years are developed at a high speed, more and more various aircrafts enter the civil field, and multi-rotor unmanned aircrafts, fixed wing unmanned aircrafts and even flying motorcycles which can be ridden and used for various purposes such as aerial photography, plant protection, routing inspection and the like enter the visual field of people in sequence and gradually blend into the life of people.

The multi-rotor aircraft has the advantages of low requirement on the field due to the vertical take-off and landing capability, capability of realizing end-to-end flight, high maneuverability and flexibility, great use in the aspects of aerial shooting and plant protection, large power loss due to the flight characteristics, high requirement on the performance of a battery, insufficient battery capacity, short flight time, less endurance mileage and incapability of meeting the flight requirements of medium-distance flight and long-distance flight.

The fixed-wing aircraft has the advantages of high flying speed, long endurance time, long range, strong load-carrying capacity and the like, but has high requirements on take-off and landing fields because the fixed-wing aircraft does not have the functions of vertical take-off, landing and hovering, cannot realize end-to-end flight, and has a very limited application scene.

The tiltrotor aircraft, such as a V22 osprey, has the capability of vertically taking off and landing and the capability of horizontally flying, but because the same pair of propellers is responsible for both vertical taking off and landing and horizontal flying, the vertical taking off and landing requires high propeller efficiency, the lower wash air flow speed is low, the horizontal flying requires high propeller speed and high jet flow speed, and the two different requirements result in that the tiltrotor aircraft compromises the taking off and landing performance and the flying speed, and both are not good; simultaneously, because the mechanism of rotor that verts is complicated, the reliability is lower, leads to the security of aircraft lower, and is with high costs moreover.

The vertical take-off and landing fixed-wing aircraft is researched and developed or put into use in the market at present, the appearance of the fixed-wing aircraft is adopted, a plurality of sets of rotors for vertical take-off and landing are arranged at the front edge and the rear edge of the aircraft, one set or a plurality of sets of propeller propellers are arranged at the rear part of the aircraft body, a multi-rotor take-off method is adopted in the vertical take-off and landing stage, during horizontal flight in the air, the plurality of rotors are closed, and the propeller propellers are adopted to push the aircraft to fly.

Disclosure of Invention

In order to solve the above technical problems, the present invention provides a box-type wing aircraft that can not only take off and land vertically but also fly at high speed like a fixed wing aircraft.

The technical scheme provided by the invention is as follows:

a box-wing aircraft comprising:

a body;

a vertical tail wing disposed at an upper side of the body;

the box-shaped wing comprises two front wings, two rear wings and two side wings, the two front wings are respectively positioned on two sides of the fuselage and are respectively and fixedly connected with the fuselage, the two rear wings are respectively positioned on two sides of the fuselage and are respectively and fixedly connected with the fuselage or the vertical tail wing, and the two front wings are respectively and fixedly connected with the rear wings on the corresponding sides through the side wings;

the plurality of lift fan components are respectively arranged inside the front wing and the rear wing and used for providing vertical take-off and landing power for the aircraft;

the propeller is arranged on the fuselage and/or the box-type wing and is used for providing power for the horizontal flight of the aircraft;

the power system is arranged on the fuselage and/or the box-type wings and is in driving connection with the plurality of lift fan assemblies and the propeller;

and the landing gear is arranged on the lower side of the fuselage and is used for providing support for the aircraft.

In the technical scheme, by utilizing the characteristics of large wing area and good structural stress of the box-type wing, the lift fan assembly is arranged in a space with enough large wings, so that the flight resistance is not increased, the aircraft has the same high-speed flight and long-range capacity as a fixed-wing aircraft, and meanwhile, the aircraft has the same vertical take-off and landing capacity as a multi-rotor aircraft, and has the advantages of flexibility in use, strong adaptability and higher practical application value.

Further preferably, the lift fan assembly comprises:

the duct is arranged inside the box-shaped wing;

the fixing piece comprises a fixing base, and the fixing base is fixed on the inner wall of the duct;

and the propeller is arranged in the duct and is rotationally connected with the fixed base.

Further preferably, the fixing member further includes:

the front stator blade is arranged inside the duct and positioned on the front side of the propeller;

and/or, rear stator blades, which are arranged inside the duct and are positioned at the rear side of the propeller.

Further preferably, the fixing element is connected to a longitudinal and/or transverse force transmission structure of the wing for participating in the transmission of longitudinal and transverse forces of the wing.

Further preferably, the propeller is a shafted propeller or a shaftless propeller;

and/or the propeller is in a pitch-adjustable form or a fixed pitch form;

and/or the number of blades of each propeller is not less than two;

and/or the lift fan assembly comprises one or two propellers.

Further preferably, the lift fan assembly comprises two propellers, the two propellers are sequentially arranged along the axial direction of the duct, and the two propellers rotate in opposite directions or in the same direction.

Further preferably, the lift fan assembly further comprises:

the upper cover plate can be opened upwards back and forth around the rotating shaft or upwards along two sides around the rotating shaft;

and/or a lower cover plate which can be opened back and forth downwards around the rotating shaft or opened downwards along two sides around the rotating shaft.

Further preferably, the power system comprises:

an electric motor in driving connection with the lift fan assembly and/or the propeller, respectively;

a battery system disposed within the fuselage and/or the box wing and coupled to the motor for providing electrical power.

Further preferably, the power system further comprises:

the motor is in driving connection with the lifting fan assembly.

Further preferably, the power system further comprises:

a generator drivingly connected to the engine, and electrically connected to the battery system.

Further preferably, the engine is integrated with the propeller and is at least one of a turbojet engine, a turbofan engine, a turboprop engine and a propeller fan engine.

Further preferably, the power system further comprises a planetary gear set:

the planetary gear set comprises a sun gear, a planetary gear, a planet carrier and a gear ring, the sun gear is positioned in the center of the gear ring, the planetary gear is positioned between the gear ring and the sun gear and is respectively meshed with the gear ring and the sun gear, the planet carrier is connected with the planetary gear, and the sun gear, the gear ring and the planet carrier are coaxially arranged;

the sun gear is in driving connection with the engine, the planet carrier is in driving connection with the propeller, and the gear ring is in driving connection with the generator;

or the sun gear is in driving connection with the engine, the planet carrier is in driving connection with the generator, and the gear ring is in driving connection with the propeller;

or the sun gear is in driving connection with the propeller, the planet carrier is in driving connection with the engine, and the gear ring is in driving connection with the generator;

or the sun gear is in driving connection with the propeller, the planet carrier is in driving connection with the generator, and the gear ring is in driving connection with the engine;

or the sun gear is in driving connection with the generator, the planet carrier is in driving connection with the propeller, and the gear ring is in driving connection with the engine;

or the sun gear is in driving connection with the generator, the planet carrier is in driving connection with the engine, and the gear ring is in driving connection with the propeller.

Further preferably, the planetary gear set further includes:

the first locker is connected with a rotating shaft of the engine;

and/or a second locking device which is connected with a rotating shaft of the generator;

and/or a third lock connected to the pusher.

Compared with the prior art, the box-type wing aircraft has the beneficial effects that at least one of the following effects is achieved:

1. the lift fan components for vertical take-off and landing are arranged on the wing boxes of the box-type wings, and 4 pairs of wings of the box-type wings can provide enough large installation space for the lift fan components so as to increase the number of the lift fan components and the area of a paddle disk and improve the vertical take-off and landing performance of an aircraft; when the aircraft normally flies horizontally, the upper cover plate and the lower cover plate of the lift fan assembly are closed, the lift fan assembly cannot generate extra resistance, the wide box-shaped wings provide lift required by the flight for the aircraft, and the propellers provide flight power for the aircraft, so that the aircraft has the same high-speed cruising flight capability as that of a fixed-wing aircraft;

2. the lift fan assembly is driven by the motor, although the energy density of the battery is low at present, the power required by the aircraft during vertical takeoff and landing is large, the total time of the aircraft during vertical takeoff and landing is short, the required total energy is small, and the total weight of the battery system is light; the unit weight power of the motor is very high, so that the motor is very suitable for the high explosive power requirement of the aircraft in the vertical take-off and landing stage; the battery system and the motor are matched for use, so that the overall weight of the power system can be reduced under the condition of the same vertical take-off and landing weight, and the effective task load is improved;

3. by arranging the planetary gear set to carry out power distribution and power coupling, the aircraft can be freely switched among modes such as range extending mode, oil-electricity simultaneous driving, pure oil driving and the like when flying horizontally, the fuel efficiency is improved, and the flying time and the flying mileage are further improved.

Drawings

The foregoing features, technical features, advantages and embodiments are further described in the following detailed description of the preferred embodiments, which is to be read in connection with the accompanying drawings.

FIG. 1 is a top plan view of a box wing aircraft according to a first embodiment of the invention;

FIG. 2 is a front view of a box wing aircraft according to a first embodiment of the invention;

FIG. 3 is a side view of a box wing aircraft according to a first embodiment of the invention;

FIG. 4 is a schematic view of a first embodiment of a lift fan assembly of the present invention having an axle blade;

FIG. 5 is a schematic structural view of a shaftless blade of the lift fan assembly of the first embodiment of the present invention;

fig. 6 is a schematic structural view of a propeller having shaft blades according to a first embodiment of the present invention;

FIG. 7 is a first implementation layout of the powertrain system of the first embodiment of the present invention;

FIG. 8 is a layout diagram of a second implementation of the powertrain system of the first embodiment of the present invention;

FIG. 9 is a layout view of a third implementation of the powertrain system of the first embodiment of the present invention;

FIG. 10 is a layout view of a fourth implementation of the powertrain system of the first embodiment of the present invention;

FIG. 11 is a schematic drive diagram of a planetary gear set in accordance with a first embodiment of the invention;

FIG. 12 is a front view of a first box wing aircraft according to a second embodiment of the present invention;

FIG. 13 is a side view of a first box wing aircraft of a second embodiment of the present invention;

FIG. 14 is a front view of a second box wing aircraft according to a second embodiment of the present invention;

FIG. 15 is a side view of a second box wing aircraft of the second embodiment of the present invention;

FIG. 16 is a front view of a box wing aircraft according to a third embodiment of the invention;

FIG. 17 is a top plan view of a box wing aircraft according to a third embodiment of the invention;

figure 18 is a side view of a box wing aircraft according to a third embodiment of the invention.

The reference numbers illustrate:

10. a body; 11. a front section of the fuselage; 12. a middle fuselage section; 13. a rear section of the fuselage;

20. a vertical tail; 21. a vertical tail fin stabilizer; 22. a vertical tail fin active surface;

30. a box wing; 31. a front wing; 311. a front wing box; 312. front wing leading edge flaps/slats; 313. front wing trailing edge flaps/slats; 314. a front wing aileron; 32. a rear wing; 321. a rear wing box; 323. rear wing trailing edge flaps/slats; 324. a rear wing aileron; 33. a side wing; 331. side wing stabilizing surfaces; 332. a flank movable surface;

40. a landing gear;

50. a lift fan assembly; 51. a duct; 52. a propeller; 521. a first propeller; 522. a second propeller; 523. a shaftless paddle mounting base; 53. a fixing member; 531. a fixed base; 532. a front stator vane; 533. a posterior stator blade; 54. an upper cover plate; 55. a lower cover plate; 56. a transmission mechanism; 561. an input shaft; 562. an input shaft bevel gear; 563. a first output shaft; 564. a first output shaft bevel gear; 565. a second output shaft; 566. a second output shaft bevel gear;

60. a propeller; 61. a propeller of a thruster; 611. a propeller first propeller; 612. a propeller second propeller; 62. a propeller duct; 63. a propeller mount; 631. a propeller fixing base; 632. propeller rear stator blades; 64. a propeller drive mechanism; 641. a first drive shaft; 642. a second drive shaft;

70. power system, 71, battery system; 72. an electric motor; 73. an engine; 74. a generator; 75. a planetary gear set; 751. a sun gear; 752. a planet wheel; 753. a planet carrier; 754. a ring gear; 755. a first latch; 756. a second locker; 757. and a third lock.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system structures, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. However, it will be apparent to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

It will be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

For the sake of simplicity, the drawings only schematically show the parts relevant to the present invention, and they do not represent the actual structure as a product. In addition, in order to make the drawings concise and understandable, components having the same structure or function in some of the drawings are only schematically illustrated or only labeled. In this document, "one" means not only "only one" but also a case of "more than one".

It should be further understood that the term "and/or" as used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

In the embodiments shown in the drawings, the directions such as up, down, left, right, front, and rear are used to explain the structure and movement of various components of the present invention not absolutely but relatively. These illustrations are appropriate when these components are in the positions shown in the figures. If the description of the positions of these components changes, the indication of these directions changes accordingly.

In addition, in the description of the present application, the terms "first", "second", and the like are used only for distinguishing the description, and are not intended to indicate or imply relative importance.

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following description will be made with reference to the accompanying drawings. It is obvious that the drawings in the following description are only some examples of the invention, and that for a person skilled in the art, other drawings and embodiments can be derived from them without inventive effort.

[ EXAMPLES one ]

A box wing aircraft, as shown in fig. 1-11, includes a fuselage 10, box wings 30, a vertical tail 20, a number of lift fan assemblies 50, propellers 60, a power system 70, and landing gear 40. Wherein the vertical rear wing 20 is provided at an upper side of the body 10. The box-shaped wing 30 comprises two front wings 31, two rear wings 32 and two side wings 33, wherein the two front wings 31 are respectively positioned at two sides of the fuselage 10 and are respectively fixedly connected with the fuselage 10; the two rear wings 32 are respectively located at two sides of the fuselage 10 and are respectively fixedly connected with the vertical tail wing 20, and the two front wings 31 are respectively fixedly connected with the rear wings 32 at the corresponding sides through side wings 33. A plurality of lift fan assemblies 50 are respectively arranged inside the front wing 31 and inside the rear wing 32 and used for providing vertical take-off and landing power for the aircraft. The propeller 60 is provided on the fuselage 10 and/or the box wing 30 for providing the aircraft with power for horizontal flight. The power system 70 is disposed on the fuselage 10 and/or the boxed wing 30 and is drivingly connected to the plurality of lift fan assemblies 50 and the propellers 60. Landing gear 40 is provided on the underside of the fuselage 10 for providing support for the aircraft.

Specifically, as shown in fig. 1 to 3, the fuselage 10 includes a front fuselage section 11 disposed at the front of the fuselage, a middle fuselage section 12 disposed at the middle of the fuselage, and a rear fuselage section 13 disposed at the rear of the fuselage. The vertical tail 20 comprises a vertical tail stabilizing surface 21 and a vertical tail movable surface 22, the vertical tail stabilizing surface 21 is fixedly connected to the upper portion of the rear section 12 of the fuselage, and the vertical tail movable surface 22 is arranged on the rear edge of the vertical tail stabilizing surface 21, is hinged to the vertical tail stabilizing surface 21 and can rotate left and right around a rotating shaft. Two front wings 31 are arranged at the lower part of the middle fuselage section 12, two rear wings 32 are arranged at the top of the vertical tail fin stabilizer 21, and two side wings 33 are respectively connected with the corresponding front wings 31 and the corresponding rear wings 32. Front wing 31 provides lift for the aircraft, rear wing 32 provides lift and pitch maneuvering moments for the aircraft, side wing 33 may provide lateral forces for the aircraft, side wing 33 is used in conjunction with vertical tail 20, and side wing 33 includes side wing stabilizing surface 331 and side wing active surface 332, which provide lateral stability and maneuverability for the aircraft. The propeller 60 is disposed at the rear of the rear section 13 of the fuselage to provide power for the horizontal flight of the aircraft. At least 1 lift fan assembly 50 is disposed on each of the front wing 31 and the rear wing 32. The landing gear 40 is a wheeled landing gear, or a skid landing gear.

In the embodiment, when the aircraft takes off and lands, the plurality of lift fan assemblies 50 work to provide lift and control torque and control the aircraft to take off and land stably, and the aircraft has the same vertical take-off and landing capacity as a multi-rotor aircraft; when the aircraft vertically flies, rotates and flies horizontally, the plurality of lift fan assemblies 50 and the propeller 60 work in a matching mode, so that when the aircraft horizontally accelerates to the speed at which the box-shaped wings generate enough lift, the plurality of lift fan assemblies 50 stop working, the propeller 60 continuously pushes the aircraft to cruise and fly, and the high-speed cruising flight capability of the aircraft is the same as that of a fixed-wing aircraft.

Further, as shown in fig. 1 to fig. 3, the front wing 31 includes a front wing box 311 and a front wing aileron 314, the front wing box 311 is a main stressed structural member of the front wing 31, and one end of the front wing box is fixedly connected to the middle section 12 of the fuselage, and the other end of the front wing box is fixedly connected to the lower end of the side wing 33; the front wing aileron 314 is disposed at a position outboard of the trailing edge of the entire front wing box 311. The front wing 31 further includes a front wing trailing edge flap/slat 313, and the front wing trailing edge flap/slat 313 is disposed at a position close to the inner side of the rear edge of the front wing box 311, and may be designed into multiple sections, and is sequentially disposed at the rear edge of the front wing box 311. The front wing 31 further includes a front wing leading edge flap/slat 312, and the front wing leading edge flap/slat 312 is disposed at the position of the front edge of the front wing box 311, and may be designed into multiple sections, and is sequentially disposed at the front edge of the front wing box 311.

The rear wing 32 comprises a rear wing box 321 and a rear wing aileron 324, the rear wing box 321 is a main stressed structural member of the rear wing 32, one end of the rear wing box is fixedly connected with the rear section 13 of the fuselage, and the other end of the rear wing box is fixedly connected with the upper end of the side wing 33; the aft wing ailerons 324 are disposed outboard of the trailing edge of the entire aft wing box 321. The rear wing 32 further includes a rear wing trailing edge flap/slat 323, the rear wing trailing edge flap/slat 323 is disposed at a position close to the inner side of the rear edge of the rear wing box 321, and may be designed into multiple sections, and the rear wing trailing edge flap/slat 323 is sequentially disposed at the rear edge of the rear wing box 321. The rear wing 32 further includes a rear wing leading edge flap/slat, which is disposed at the leading edge of the rear wing box 321, and may be designed into multiple sections, and sequentially disposed at the leading edge of the rear wing box 321.

As shown in fig. 4 and 5, the lift fan assembly 50 includes a duct 51, a propeller 52 and a fixing member 53, the duct 51 being disposed in the wing box of the box-type wing 30; the fixing piece 53 comprises a fixing base 531 for providing a mounting position for the rotating shaft of the propeller 52, and the fixing base 531 is fixedly connected to the inner wall of the duct 51; the propeller 52 includes a first propeller 521, and the first propeller 521 is disposed in the inner cavity of the duct 51 and rotatably connected to the fixed base 531.

The fixing piece 53 further comprises a front stator blade 532, the front stator blade 532 is arranged in the inner cavity of the duct 51, is located at the front end of the first propeller 521, and is fixedly connected with the inner wall of the duct 51. The fixing member 53 further includes a rear stator blade 533, and the rear stator blade 533 is disposed in the inner cavity of the duct 51, located at the rear end of the first propeller 521, and fixedly connected to the inner wall of the duct 51.

Preferably, the fixing member 53 is connected with a longitudinal and/or transverse force transmission structural member in the wing box of the box-type wing 30, and participates in the transmission of the longitudinal force and the transverse force of the wing box of the box-type wing 30, so as to improve the force transmission efficiency of the wing box structure of the box-type wing 30.

Specifically, the first propeller 521 may be in the form of a shafted propeller or a shaftless propeller; the first propeller 521 may be in the form of adjustable pitch or in the form of fixed pitch, preferably adjustable pitch; the number of blades of each set of the first propeller 521 is 2 or more; each lift fan assembly 50 includes one or two propellers 521.

As shown in fig. 4, the lift fan assembly 50 further includes a transmission mechanism 56, the transmission mechanism 56 includes an input shaft 561, an input shaft bevel gear 562, a first output shaft 563, and a first output shaft bevel gear 564, the input shaft 561 is disposed inside a connecting pipe wall of the fixed base 531 and the duct 51, one end of the input shaft 561 is in driving connection with the power system 70, and the other end of the input shaft 561 is connected with the input shaft bevel gear 562; the first output shaft 563 is arranged inside the intermediate shaft of the fixed base 531, one end of which is in driving connection with the first propeller 521 and the other end of which is connected with the first output shaft bevel gear 564; the input shaft bevel gear 562 is in meshing engagement with a first output shaft bevel gear 564.

Further, as shown in fig. 4, the propeller 51 further includes a second propeller 522, and the transmission 56 further includes a second output shaft 565 and a second output shaft bevel gear 566. The second propeller 522 is arranged at the rear part of the first propeller 521, is coaxially arranged with the first propeller 521 and rotates oppositely; the second output shaft 565 is arranged at the rear part of the first output shaft 563 and coaxially mounted with the first output shaft 563, one end of which is in driving connection with the second propeller 522 and the other end of which is connected with the second output shaft bevel gear 566; the second output bevel gear 566 is coaxially mounted in opposition to the first output bevel gear 564 and is in meshing engagement with the input bevel gear 562.

As shown in fig. 5, the first propeller 521 is in the form of a shaftless propeller, and the propeller 52 further includes a shaftless blade mounting base 523, the shaftless blade mounting base 523 is mounted on the inner wall of the duct 51, is in driving connection with the power system 70, and can rotate along the central axis of the duct 51 under the driving of the power system 70; one end of the blade of the first propeller 521 is disposed on the inner wall of the shaftless blade mounting base 523, and the other end extends toward the center of the duct.

As shown in FIG. 1, the lift fan assembly 50 also includes an upper cover plate 54, which upper cover plate 54 may be opened back and forth upward about the axis of rotation, or upward on both sides about the axis of rotation. The lift fan assembly 50 also includes a lower cover 55, and the lower cover 55 may be opened back and forth down around the rotation axis or opened down on both sides around the rotation axis. Operation mode of the upper cover plate 54 and the lower cover plate 55: opening the upper cover plate 54 and/or the lower cover plate 55 when the lift fan assembly 50 is in operation; when the lift fan assembly 50 is out of service, the upper and/or lower cover plates 54, 55 are closed.

As shown in fig. 6, the thruster 60 includes a thruster propeller 61 and a thruster transmission mechanism 64, the thruster propeller 61 including a thruster first propeller 611, the thruster transmission mechanism 64 including a first transmission shaft 641; one end of the first transmission shaft 641 penetrates through the outer shell of the rear fuselage section 13 and is connected with the power system 70 in a driving manner, and the other end of the first transmission shaft is connected with a first propeller 611 outside the rear fuselage section 13 in a driving manner, wherein the first propeller 611 is used for generating backward thrust to push the aircraft to fly horizontally.

Preferably, the thruster propeller 61 further comprises a thruster second propeller 612, the thruster transmission mechanism 64 comprises a second transmission shaft 642, and the thruster second propeller 612 is arranged at the rear end of the thruster first propeller 611, coaxially mounted with the thruster first propeller 611, and relatively rotates in the opposite direction; the second transmission shaft 642 is disposed inside the first transmission shaft 641, and is coaxially mounted, and one end thereof is drivingly connected to the power system 70 inside the rear section 13 of the fuselage, and the other end thereof is drivingly connected to the second propeller 612 of the propeller outside the rear section 13 of the fuselage.

Preferably, the propeller 60 further includes a propeller duct 62 and a propeller fixing member 63, the propeller duct 62 is disposed at the periphery of the propeller rotor 61, and a certain gap is reserved between the propeller duct and the tip of the propeller rotor 61, so that the airflow of the propeller rotor 61 is isolated from the external atmosphere, and the propulsion efficiency of the propeller rotor 61 is improved; the propeller fixing member 63 includes a propeller fixing base 631, and the propeller fixing base 631 is fixedly connected to the rear fuselage section 13 and connected to the inner cavity wall of the propeller duct 62 to provide a fixing support for the propeller duct 62.

Preferably, the propeller fixing member 63 further includes a propeller rear stator blade 632, and the propeller rear stator blade 632 is disposed at the rear of the propeller rotor 61, and the root thereof is connected to the inner cavity wall of the propeller duct 62. As shown in fig. 6.

The power system 70 is used to drive the lift fan assembly 50 and the propeller 60. There are several implementations of the power system 70:

in a first implementation, as shown in fig. 7, the power system 70 is an electric-only mode, and includes a battery system 71 and an electric motor 72, where the battery system 71 is disposed in the fuselage and/or in the box wing; the motor 72 is electrically connected to the battery system 71 and is drivingly connected to the lift fan assembly 50 and the propeller 60.

In a second implementation, as shown in fig. 8, the power system 70 is in a hybrid mode, and includes a battery system 71, a motor 72, and an engine 73, where the battery system 71 is disposed in the fuselage and/or in the box wing; the motor 72 is electrically connected with the battery system 71 and is in driving connection with the lifting fan assembly 50; the engine 73 and the propeller 60 are in driving connection, or the engine 73 and the propeller 60 are an integrated engine, such as a turbojet engine, a turbofan engine, a turboprop engine, or a turboshaft engine.

In a third implementation manner, as shown in fig. 9, based on the second implementation manner, the power system 70 further includes a generator 74, and the generator 74 is in driving connection with the engine 73, and preferably, the generator 74 is an electric/power generation integrated type.

In a fourth implementation manner, as shown in fig. 10 and 11, based on the third implementation manner, the power system 70 further includes a planetary gear set 75, the planetary gear set 75 includes a sun gear 751, a planet gear 752, a planet carrier 753, and a ring gear 754, the sun gear 751 is located at the center of the ring gear 754, the planet gear 752 is located between the ring gear 754 and the sun gear 751 and is meshed with the ring gear 754 and the sun gear 751 respectively, the planet carrier 753 is connected with the planet gear 752, and the sun gear 751, the ring gear 754, and the planet carrier 753 are all coaxially arranged. The sun gear 751 is in driving connection with the engine 73, the planet carrier 753 is in driving connection with a rotating shaft of the propeller transmission mechanism 64, and the ring gear 754 is in driving connection with the generator 74; or, the sun gear 751 is in driving connection with the engine 73, the planet carrier 753 is in driving connection with the generator 74, and the ring gear 754 is in driving connection with the rotating shaft of the propeller transmission mechanism 64; or, the sun gear 751 is in driving connection with the rotating shaft of the propeller transmission mechanism 64, the planet carrier 753 is in driving connection with the rotating shaft of the engine 73, and the ring gear 754 is in driving connection with the generator 74; or, the sun gear 751 is in driving connection with the rotating shaft of the propeller transmission mechanism 64, the planet carrier 753 is in driving connection with the generator 74, and the gear ring 754 is in driving connection with the engine 73; or, the sun gear 751 is in driving connection with the generator 74, the planet carrier 753 is in driving connection with the rotating shaft of the propeller transmission mechanism 64, and the ring gear 754 is in driving connection with the engine 73; alternatively, sun gear 751 is drivingly connected to generator 74, carrier 753 is drivingly connected to engine 73, and ring gear 754 is drivingly connected to the shaft of propeller drive 64. By arranging the planetary gear set 75 to carry out power distribution and power coupling, the aircraft can be freely switched among modes such as pure electric mode, extended range mode, oil-electricity simultaneous driving mode and pure oil driving mode when flying horizontally, the fuel efficiency is improved, and the endurance time and the endurance mileage are further improved.

Further, as shown in fig. 11, in the fourth implementation, the planetary gear set 75 further includes a first locker 755, a second locker 756, and a third locker 757, the first locker 755 is connected to a rotating shaft of the engine 73, the second locker 756 is connected to a rotating shaft of the generator 74, and the third locker 757 is connected to a rotating shaft of the propeller transmission mechanism 64. The first locker 755, the second locker 756 and the third locker 757 may be used to control whether the rotational shafts of the engine 73, the generator 74 and the propeller drive mechanism 64 are operated, respectively.

When the aircraft is in a vertical takeoff and landing state, if the aircraft is in an engine range extending working mode, the third locker 757 is locked, the first locker 755 and the second locker 756 are unlocked, the rotating shaft of the propeller transmission mechanism 64 does not work, the engine 73 drives the generator 74 to generate electricity through the planetary gear set 75 and transmits the electricity to the battery system 71, the battery system 71 distributes the electricity to the motor 72 at the box-shaped wing 30, the motor 72 drives the corresponding lift fan assembly 50 to work, and the lift fan assembly 50 generates downward thrust to push the aircraft to vertically take off or land; if the electric vehicle is in the pure electric mode, the first locker 755, the second locker 756 and the third locker 757 are all locked, the engine does not work, and the battery system 71 provides electric energy for the motor 72 to drive the lift fan assembly 50 to work.

When the aircraft is in a horizontal flight state, if the aircraft is in an engine direct-drive mode, the second locker 756 is locked, the first locker 755 and the third locker 757 are released, the engine 73 drives the rotating shaft of the propeller transmission mechanism 64 to rotate through the planetary gear set 75, and drives the propeller 61 of the propeller to work to generate backward thrust to push the aircraft to fly horizontally; if the engine is in the direct-drive and charging mode, the first locker 755, the second locker 756 and the third locker 757 are all released, the engine 73 drives the rotating shaft of the propeller transmission mechanism 64 to rotate through the planetary gear set 75, so as to drive the propeller 61 of the propeller to work and simultaneously drive the generator 74 to work, and the generator 74 generates power and transmits the power to the battery system 71; if the electric vehicle is in the pure electric operation mode, the first locker 755 is locked, the second locker 756 and the third locker 757 are unlocked, and the generator 74 is in the motor operation mode, and drives the rotating shaft of the propeller transmission mechanism 64 to rotate through the planetary gear set 75, so as to drive the propeller 61 to operate.

[ example two ]

On the basis of the first embodiment, as shown in fig. 12 to 15, the present embodiment provides a box-type wing aircraft including a fuselage 10, box-type wings 30, a vertical tail 20, several lift fan assemblies 50, propellers 60, a power system 70, and landing gears 40. Wherein the vertical rear wing 20 is provided at an upper side of the body 10. The box-shaped wing 30 comprises two front wings 31, two rear wings 32 and two side wings 33, wherein the two front wings 31 are respectively positioned at two sides of the fuselage 10 and are respectively fixedly connected with the fuselage 10; the two rear wings 32 are respectively located at two sides of the fuselage 10 and are respectively fixedly connected with the vertical tail wing 20, and the two front wings 31 are respectively fixedly connected with the rear wings 32 at the corresponding sides through side wings 33. A plurality of lift fan assemblies 50 are respectively arranged inside the front wing 31 and inside the rear wing 32 and used for providing vertical take-off and landing power for the aircraft. The propeller 60 is provided on the fuselage 10 and/or the box wing 30 for providing the aircraft with power for horizontal flight. The power system 70 is disposed on the fuselage 10 and/or the boxed wing 30 and is drivingly connected to the plurality of lift fan assemblies 50 and the propellers 60. Landing gear 40 is provided on the underside of the fuselage 10 for providing support for the aircraft.

In one embodiment, as shown in fig. 12 and 13, the fuselage 10 includes a front fuselage section 11 disposed at the front of the fuselage, a middle fuselage section 12 disposed at the middle of the fuselage, and a rear fuselage section 13 disposed at the rear of the fuselage. The vertical tail 20 comprises a vertical tail stabilizing surface 21 and a vertical tail movable surface 22, the vertical tail stabilizing surface 21 is fixedly connected to the upper portion of the rear section 12 of the fuselage, and the vertical tail movable surface 22 is arranged on the rear edge of the vertical tail stabilizing surface 21, is hinged to the vertical tail stabilizing surface 21 and can rotate left and right around a rotating shaft. Two front wings 31 are arranged at the lower part of the middle fuselage section 12, two rear wings 32 are arranged at the top of the vertical tail fin stabilizer 21, and two side wings 33 are respectively connected with the corresponding front wings 31 and the corresponding rear wings 32. Front wing 31 provides lift for the aircraft, rear wing 32 provides lift and pitch maneuvering moments for the aircraft, side wing 33 may provide lateral forces for the aircraft, side wing 33 is used in conjunction with vertical tail 20, and side wing 33 includes side wing stabilizing surface 331 and side wing active surface 332, which provide lateral stability and maneuverability for the aircraft. The propeller 60 is arranged at the front edge of the front wing 31 and provides the power for the horizontal flight of the aircraft.

In another embodiment, as shown in fig. 14 and 15, the engine 73 and the propeller 60 are an integrated engine and are disposed at the leading edge of the front wing 31, and the other structures are the same as those in the first embodiment and are not described again.

[ EXAMPLE III ]

In the present embodiment, as shown in fig. 16 to 18, the outer shape of the fuselage 10 is changed from the long cylindrical shape to the flying wing shape in addition to the first or second embodiment. Box wing aircraft includes a fuselage 10, box wings 30, a vertical tail 20, a number of lift fan assemblies 50, propellers 60, a power system 70, and landing gear 40. Wherein the vertical rear wing 20 is provided at an upper side of the body 10. The box-shaped wing 30 comprises two front wings 31, two rear wings 32 and two side wings 33, wherein the two front wings 31 are respectively positioned at two sides of the fuselage 10 and are respectively fixedly connected with the fuselage 10; the two rear wings 32 are respectively located at two sides of the fuselage 10 and are respectively fixedly connected with the vertical tail wing 20, and the two front wings 31 are respectively fixedly connected with the rear wings 32 at the corresponding sides through side wings 33. A plurality of lift fan assemblies 50 are respectively arranged inside the front wing 31 and inside the rear wing 32 and used for providing vertical take-off and landing power for the aircraft. The propeller 60 is provided on the fuselage 10 and/or the box wing 30 for providing the aircraft with power for horizontal flight. The power system 70 is disposed on the fuselage 10 and/or the boxed wing 30 and is drivingly connected to the plurality of lift fan assemblies 50 and the propellers 60. Landing gear 40 is provided on the underside of the fuselage 10 for providing support for the aircraft.

Specifically, as shown in fig. 16 to 18, the fuselage 10 includes a front fuselage section 11 disposed at the front of the fuselage, a middle fuselage section 12 disposed at the middle of the fuselage, and a rear fuselage section 13 disposed at the rear of the fuselage. The vertical tail 20 comprises a vertical tail stabilizing surface 21 and a vertical tail movable surface 22, the vertical tail stabilizing surface 21 is fixedly connected to the upper portion of the rear section 12 of the fuselage, and the vertical tail movable surface 22 is arranged on the rear edge of the vertical tail stabilizing surface 21, is hinged to the vertical tail stabilizing surface 21 and can rotate left and right around a rotating shaft. Two front wings 31 are arranged at the lower part of the middle fuselage section 12, two rear wings 32 are arranged at the top of the vertical tail fin stabilizer 21, and two side wings 33 are respectively connected with the corresponding front wings 31 and the corresponding rear wings 32. Front wing 31 provides lift for the aircraft, rear wing 32 provides lift and pitch maneuvering moments for the aircraft, side wing 33 may provide lateral forces for the aircraft, side wing 33 is used in conjunction with vertical tail 20, and side wing 33 includes side wing stabilizing surface 331 and side wing active surface 332, which provide lateral stability and maneuverability for the aircraft. The engine 73 and the propeller 60 are an integrated engine, and are arranged on the central axis of the fuselage 10 to provide power for horizontal flight of the aircraft.

Further, as shown in fig. 16 to 18, the front wing 31 includes a front wing box 311 and a front wing aileron 314, the front wing box 311 is a main stressed structural member of the front wing 31, and one end of the front wing box is fixedly connected to the middle fuselage section 12, and the other end of the front wing box is fixedly connected to the lower end of the side wing 33; the front wing aileron 314 is disposed at a position outboard of the trailing edge of the entire front wing box 311. The front wing 31 further includes a front wing trailing edge flap/slat 313, and the front wing trailing edge flap/slat 313 is disposed at a position close to the inner side of the rear edge of the front wing box 311, and may be designed into multiple sections, and is sequentially disposed at the rear edge of the front wing box 311. The front wing 31 further includes a front wing leading edge flap/slat 312, and the front wing leading edge flap/slat 312 is disposed at the position of the front edge of the front wing box 311, and may be designed into multiple sections, and is sequentially disposed at the front edge of the front wing box 311.

The rear wing 32 comprises a rear wing box 321 and a rear wing aileron 324, the rear wing box 321 is a main stressed structural member of the rear wing 32, one end of the rear wing box is fixedly connected with the rear section 13 of the fuselage, and the other end of the rear wing box is fixedly connected with the upper end of the side wing 33; the aft wing ailerons 324 are disposed outboard of the trailing edge of the entire aft wing box 321. The rear wing 32 further includes a rear wing trailing edge flap/slat 323, the rear wing trailing edge flap/slat 323 is disposed at a position close to the inner side of the rear edge of the rear wing box 321, and may be designed into multiple sections, and the rear wing trailing edge flap/slat 323 is sequentially disposed at the rear edge of the rear wing box 321. The rear wing 32 further includes a rear wing leading edge flap/slat, which is disposed at the leading edge of the rear wing box 321, and may be designed into multiple sections, and sequentially disposed at the leading edge of the rear wing box 321.

The lift fan assembly 50 comprises a duct 51, a propeller 52 and a fixing piece 53, wherein the duct 51 is arranged in a wing box of the box-type wing 30, the fixing piece 53 is fixedly connected on the inner wall of the duct 51, and the propeller 52 is arranged in the inner cavity of the duct 51 and is rotatably connected with the fixing piece 53.

In the above embodiments, the descriptions of the respective embodiments have respective emphasis, and reference may be made to the related descriptions of other embodiments for parts that are not described or recited in detail in a certain embodiment.

It should be noted that the above embodiments can be freely combined as necessary. The foregoing is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, various modifications and decorations can be made without departing from the principle of the present invention, and these modifications and decorations should also be regarded as the protection scope of the present invention.