Three-shaft rotor wing composite wing aircraft

Abstract

The invention relates to the technical field of aircrafts, in particular to a three-axis rotor composite wing aircraft which comprises a fuselage, tilting rotor modules are arranged on the left side and the right side of the head of the fuselage, each tilting rotor module comprises a duct rectifying cylinder located on one side of the head of the fuselage, and a tilting mechanism used for making the duct rectifying cylinders tilt is arranged on the fuselage. A first rotor wing body is mounted in the duct rectifying cylinder; a plurality of connecting shafts are evenly distributed at the inlet end of the duct rectifying cylinder in the circumferential direction, and a main stop lever is fixed to each connecting shaft. By arranging the connecting shaft and the main stop lever, in the level flight cruising stage, the inlet end of the duct rectifying cylinder can be partially shielded and protected, the effective area capable of being impacted by flying birds is remarkably reduced, and the collision probability of the first rotor wing body and the birds is greatly reduced; moreover, compared with a totally-closed protection device, the self weight of the aircraft can be obviously reduced, and the influence on the cruising ability and the loading capacity is reduced to the maximum extent while the safety is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a three-axis rotor composite wing aircraft. Background Art

[0002] Traditional multi-rotor aircraft excel at vertical takeoff and landing (VTOL), offering significant advantages in high-precision operations such as short-distance transportation, aerial photography, and power inspections. They can flexibly take off and land, as well as hover, in confined spaces. However, the high-speed rotation of the rotors during level flight creates high air resistance, resulting in short flight range and slow speed, making them inadequate for long-distance transportation. Fixed-wing aircraft, thanks to the lift generated by their wings, have high aerodynamic efficiency during level flight, making them suitable for long-distance transportation and regional inspections. However, they are limited by runway takeoff and landing, hindering their application in scenarios with limited space. Therefore, the tri-rotor aircraft was developed, combining the flexibility of vertical takeoff and landing with the efficiency of level flight to adapt to complex application scenarios.

[0003] For example, the patent with publication number CN108298071A discloses a manned ducted multi-rotor flying vehicle, including a frame, a main rotor and multiple side rotors. The main rotor and side rotors both include ducts, propellers and power parts, which can achieve vertical take-off and landing and level flight cruise.

[0004] In actual use, it was found that when a three-axis rotorcraft switches to level flight cruise mode, the side rotors, originally in a vertical position, need to rotate to a horizontal position to provide forward propulsion. However, when the side rotors are in a horizontal position, the horizontal projection area of ​​the propellers increases significantly, greatly increasing the probability of collision with flying birds. Once a collision occurs, the propellers will be subjected to tremendous instantaneous impact forces, which are very likely to cause structural damage such as blade breakage and deformation. To this end, we proposed a three-axis rotor composite wing aircraft to effectively address these drawbacks. Summary of the Invention

[0005] The object of the present invention is to provide a three-axis rotor composite wing aircraft for solving the problem in the prior art proposed in the above background art that propellers are prone to collision with flying birds during the level flight cruise phase.

[0006] The present invention is achieved through the following technical solutions: a three-axis rotor composite wing aircraft, comprising a fuselage, a wing assembly fixed to the outer surface of the fuselage, tilt-rotor modules provided on both the left and right sides of the fuselage's head, and a fixed-rotor module embedded in the fuselage's tail centerline; two sets of tilt-rotor modules and the fixed-rotor module cooperate to form a Y-shaped three-axis distributed layout;

[0007] The tilt-rotor module includes a ducted fairing located on one side of the fuselage head, a tilt mechanism for tilting the ducted fairing is provided on the fuselage, and a first rotor body is installed in the ducted fairing;

[0008] At the inlet end of the ducted flow tube, a plurality of connecting shafts are evenly distributed along the circumference. Each connecting shaft is rotatably connected to the inner wall of the ducted flow tube and is parallel to the ducted flow tube. A main stopper is fixed to each connecting shaft, and each main stopper can rotate along the corresponding connecting shaft.

[0009] During the vertical take-off and landing phase, the main bars are in the retracted state; during the level flight and cruise phase, the main bars are in the extended state to partially block the inlet end of the ducted fairing.

[0010] Optionally, the wing assembly includes a front wing module, a delta wing module and a tail wing module;

[0011] The front wing module is fixed to the front side of the fuselage, and the front wing module adopts an integrated transverse canard design;

[0012] The delta wing module is fixed to the left and right sides of the tail of the fuselage, and the delta wing module adopts a delta wing-horizontal tail fusion structure;

[0013] The tail module is fixed at the tail centerline of the fuselage, and the tail module adopts a vertical tail.

[0014] Optionally, the fixed rotor module includes a second rotor body installed at the center line of the tail of the fuselage, and a hollow hole adapted to the second rotor body is penetrated through the fuselage.

[0015] Optionally, the main baffle is arc-shaped, and when the main baffle is in a retracted state, the main baffle fits against the inner wall of the duct fairing.

[0016] Optionally, an arc-shaped receiving groove adapted to the main stopper is provided on the inner wall of the duct fairing, and the connecting shaft is located in the arc-shaped receiving groove;

[0017] When the main stop rod is completely received in the arc-shaped receiving groove, the outer surface of the main stop rod is flush with the inner surface of the duct rectifier.

[0018] Optionally, an annular cavity is provided in the wall of the ducted fairing cylinder, a gear ring coaxial with the ducted fairing cylinder is slidably connected in the annular cavity, and the gear ring is capable of rotating along its own axis;

[0019] The lower end of each connecting shaft extends into the annular cavity, and a gear meshing with the gear ring is fixed at the lower end of each connecting shaft.

[0020] Optionally, an arc-shaped guide rail electric module is installed in the annular cavity, and the ring gear is fixed on a slide of the arc-shaped guide rail electric module to drive the ring gear to rotate clockwise or counterclockwise along its own axis.

[0021] Optionally, a through hole is passed through the main gear lever, a positioning shaft is rotatably connected in the through hole, the positioning shaft is parallel to the connecting shaft, a secondary gear lever is fixed on the positioning shaft, and the secondary gear lever can rotate along the positioning shaft.

[0022] Optionally, torsion springs are sleeved on the upper and lower ends of the positioning shaft, one torsion arm of each torsion spring is connected to the main gear lever, and the other torsion arm of each torsion spring is connected to the auxiliary gear lever;

[0023] When no external force is applied to the system, the torsion spring is used to drive the auxiliary lever to rotate in a direction away from the first rotor body, so that the auxiliary lever cooperates with the main lever to form a Y shape.

[0024] Optionally, when the main baffle is in the retracted state, the inner wall of the duct fairing exerts a reaction force on the auxiliary baffle, so that the auxiliary baffle is retracted into the through opening, and the outer surface of the auxiliary baffle is flush with the outer surface of the main baffle.

[0025] Compared with the prior art, the present invention provides a three-axis rotor composite wing aircraft with the following

[0026] Beneficial effects:

[0027] 1. By providing a connecting shaft and a main stop lever, the present invention can partially shield the inlet end of the ducted fairing during the level flight cruise phase, significantly reducing the effective area that birds can strike and greatly reducing the probability of collision between the first rotor body and birds. Moreover, compared with fully enclosed protective devices, it can significantly reduce the aircraft's own weight, while improving safety and minimizing the impact on endurance and load capacity.

[0028] 2. This invention utilizes a positioning shaft and auxiliary levers. When the primary lever deploys during cruise flight to provide basic protection, the auxiliary levers then rotate along the positioning shaft to deploy synchronously. At this point, the auxiliary levers and primary levers cooperate to form a Y-shaped protective array, filling the protective gap between adjacent primary levers. Compared to shielding methods using a single primary lever, this structure further reduces the possibility of bird strikes against the first rotor body. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 It is an assembly diagram of the present invention;

[0030] Figure 2 This is a state diagram of the main barrier rod of the present invention when it is in vertical take-off and landing;

[0031] Figure 3 This is a state diagram of the main gear lever of the present invention when it is in level flight cruising;

[0032] Figure 4 is a schematic diagram of the ring gear of the present invention;

[0033] Figure 5 for Figure 4 A magnified schematic diagram of point A in the middle;

[0034] Figure 6 This is a diagram of the auxiliary gear lever of the present invention when it is unfolded.

[0035] In the figure: 1. Fuselage; 2. Wing assembly; 201. Canard module; 202. Delta wing module; 203. Tail module; 3. Tilt-rotor module; 301. Ducted fairing; 302. Tilt mechanism; 303. First rotor body; 4. Fixed rotor module; 401. Second rotor body; 402. Hollow hole; 5. Connecting shaft; 6. Main gear lever; 7. Arc-shaped storage groove; 8. Ring gear; 9. Gear; 10. Through port; 11. Positioning shaft; 12. Auxiliary gear lever. DETAILED DESCRIPTION

[0036] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0037] See also Figures 1 to 6 A three-axis rotor composite wing aircraft comprises a fuselage 1, and a wing assembly 2 is fixed to the outer surface of the fuselage 1. Tilt-rotor modules 3 are provided on both the left and right sides of the head of the fuselage 1, and thrust-lift compound control is achieved through dynamic angle adjustment. A fixed rotor module 4 is embedded in the tail centerline of the fuselage 1, and an embedded structure is adopted to reduce aerodynamic drag. The two sets of tilt-rotor modules 3 and the fixed rotor module 4 cooperate to form a Y-shaped three-axis distributed layout. The compact structural layout not only improves the payload capacity of the aircraft, but also significantly optimizes the hovering efficiency, controllability and flight stability, and is suitable for multiple scenarios such as urban transportation and emergency rescue.

[0038] The following is an introduction to the wing assembly 2:

[0039] The wing assembly 2 includes a front wing module 201, a delta wing module 202 and a tail wing module 203, which cooperate with each other to form a continuous aerodynamic coupling structure.

[0040] Among them, the front wing module 201 is fixed to the front side of the head of the fuselage 1. The front wing module 201 adopts an integrated transverse canard design; it is symmetrically arranged across the two sides of the fuselage 1, and its aerodynamic configuration is determined based on computational fluid dynamics (CFD) simulation optimization. Through vortex coupling enhancement design, the canard sweep angle and aspect ratio parameters are adjusted to make the vortex core trajectory of the canard shed vortex spatially match the vortex formation of the delta wing leading edge. The two produce a superimposed lift effect through vortex system interference. At the same time, an aerodynamic shape refinement strategy is adopted to optimize the canard torsion distribution: the wing root area maintains a high angle of attack to enhance the vortex strength, and the wingtip area reduces the installation angle to suppress flow separation. The pressure cloud map verifies that the area of ​​the wing surface separation zone is significantly reduced after optimization. The simulation results show that the optimized canard-delta wing vortex coupling system effectively improves the overall lift coefficient, and the pressure distribution gradient is smoothed, which enhances the flight stability at high angles of attack.

[0041] Delta wing modules 202 are fixed to the left and right sides of the tail of fuselage 1. They utilize a fusion delta wing and horizontal tail structure. Through wing-body fusion technology, fuselage 1 and delta wing modules 202 form a streamlined body with an optimized lift-to-drag ratio. Its aerodynamic center forms a dynamic alignment with the propulsion system's thrust axis.

[0042] The tail module 203 is fixed at the center line of the tail of the fuselage 1. The tail module 203 adopts a vertical tail to reduce wake interference and improve the control efficiency of the horizontal tail.

[0043] The following is an introduction to the tiltrotor module 3:

[0044] Tilt-rotor module 3 includes a ducted fairing 301 located at the nose of fuselage 1. Fuselage 1 is equipped with a tilt mechanism 302 for tilting ducted fairing 301. A first rotor body 303 is mounted within ducted fairing 301. Tilt mechanism 302 allows first rotor body 303 to flexibly adjust its spatial angle, enabling precise adjustment of the thrust vector. This functionality enables the aircraft to perform multiple functions, including vertical takeoff and landing, horizontal flight, and lateral flight, meeting diverse needs in complex scenarios.

[0045] In vertical takeoff and landing mode, the thrust axis of the first rotor body 303 forms a specific angle with the fuselage 1 and forms a lift coupling with the rear-mounted fixed rotor module 4, providing the necessary lift for the aircraft. In transition mode, the first rotor body 303 dynamically adjusts its angle to achieve combined thrust and lift control. In cruise mode, the first rotor body 303 locks its forward tilt angle, creating a favorable interfering flow field with the wing assembly 2 and optimizing forward thrust output.

[0046] In this embodiment, the first rotor body 303 employs a coaxial, counter-rotating rotor design, specifically comprising coaxially mounted upper and lower rotors, each driven by an independent transmission mechanism and rotating in opposite directions. In this design, the upper rotor utilizes forward-swept blades to enhance stall resistance, while the lower rotor utilizes backward-swept blades to optimize aerodynamic load distribution. The torques generated by the two rotors' counter-rotating rotations offset each other, eliminating fuselage yaw moments.

[0047] The following is an introduction to the fixed rotor module 4:

[0048] Fixed rotor module 4 comprises a second rotor body 401 mounted at the centerline of the tail section of fuselage 1. A hollow aperture 402 is formed through fuselage 1 to accommodate second rotor body 401. The entire fixed rotor module 4 employs an embedded design, integrated with fuselage 1 to enhance overall lift performance. Second rotor body 401 utilizes a coaxial, counter-rotating rotor design and is equipped with a vectored thrust control unit. This dynamically adjusts the rotor operating mode based on flight parameters, enabling efficient flight control, reducing vibration and noise, and improving aircraft operating efficiency.

[0049] In order to avoid the problem that the first rotor body 303 is prone to collision with flying birds during the level flight cruise phase, the following design is specially developed:

[0050] At the inlet end of the ducted fairing cylinder 301, there are several connecting shafts 5 evenly distributed along the circumference. Each connecting shaft 5 is rotatably connected to the inner wall of the ducted fairing cylinder 301 and is parallel to the ducted fairing cylinder 301; a main stop rod 6 is fixed on each connecting shaft 5, and each main stop rod 6 can rotate along the corresponding connecting shaft 5.

[0051] During the vertical take-off and landing phase, each main baffle 6 rotates counterclockwise along the corresponding connecting shaft 5 so that each main baffle 6 is in a retracted state and can fit against the inner wall of the duct fairing 301, thereby minimizing interference with the airflow and ensuring lift output efficiency. During the level flight cruise phase, each main baffle 6 rotates clockwise along the corresponding connecting shaft 5 so that each main baffle 6 is in an extended state, thereby partially blocking the inlet end of the duct fairing 301, significantly reducing the effective area where birds can hit, and greatly reducing the probability of collision between the first rotor body 303 and birds; this structure has modular and lightweight characteristics, and compared with fully enclosed protective devices, it can significantly reduce the weight of the aircraft, while improving safety, minimizing the impact on endurance and load capacity. Through this ingenious dynamic protection mechanism, the present invention effectively solves the core pain points of three-axis rotorcraft in different flight phases, achieving a dual improvement in safety performance and flight efficiency.

[0052] Preferably, the main bar 6 is curved, its curvature matching the contour of the inner wall of the duct fairing 301. When the main bar 6 is retracted, it conforms to the inner wall of the duct fairing 301. Compared to traditional linear bars, the curved design minimizes airflow disturbances, reduces air resistance and energy loss caused by structural protrusions, and ensures power efficiency during vertical takeoff and landing.

[0053] Furthermore, the inner wall of the ducted fairing 301 is provided with an arcuate receiving groove 7 adapted for the main stopper 6, and the connecting shaft 5 is located within the arcuate receiving groove 7. When the main stopper 6 is fully retracted into the arcuate receiving groove 7, the outer surface of the main stopper 6 is flush with the inner surface of the ducted fairing 301, forming a perfectly flat and streamlined structure. This prevents eddies and turbulence in the airflow, minimizes interference with the airflow path of the tiltrotor module 3, and ensures lift stability and power transmission efficiency during vertical takeoff and landing.

[0054] The following describes how the main shift lever 6 rotates around the connecting shaft 5:

[0055] An annular cavity (not shown) is defined within the wall of the ducted flow rectifier 301. Slidingly connected within this cavity is a coaxial ring gear 8, capable of rotating along its own axis. The lower ends of each connecting shaft 5 extend into the annular cavity, and a gear 9 is fixed to each connecting shaft 5, meshing with the ring gear 8. Clockwise or counterclockwise rotation of the ring gear 8 drives the connecting shafts 5 in synchronous rotation, thereby expanding or contracting the main levers 6.

[0056] In this embodiment, an arc-shaped guide rail electric module (not shown in the figure) is installed in the annular cavity, and the ring gear 8 is fixed on the slide of the arc-shaped guide rail electric module to drive the ring gear 8 to rotate clockwise or counterclockwise along its own axis.

[0057] In another embodiment of the present application, a through-hole 10 is formed through the main barrier rod 6, into which a positioning shaft 11 is rotatably connected. The positioning shaft 11 is parallel to the connecting shaft 5. A secondary barrier rod 12 is fixed to the positioning shaft 11 and can rotate along the positioning shaft 11 to form a foldable secondary protection structure. When the main barrier rod 6 is deployed to form basic protection during the level flight cruise phase, the secondary barrier rod 12 then rapidly rotates and deploys with the positioning shaft 11 as the fulcrum, accurately covering the protection blind spot between adjacent main barrier rods 6. This linkage design of the main and secondary barrier rods creates a dual protection network, effectively reducing the area accessible to birds striking the propeller.

[0058] Specifically, torsion springs are sleeved on the upper and lower ends of the positioning shaft 11, one torsion arm of each torsion spring is connected to the main block rod 6, and the other torsion arm of each torsion spring is connected to the auxiliary block rod 12; when not subject to external force from the system, the torsion spring is used to drive the auxiliary block rod 12 to rotate in a direction away from the first rotor body 303, so that the auxiliary block rod 12 cooperates with the main block rod 6 to form a Y shape, effectively filling the protective gap between the main block rods 6.

[0059] When the main baffle rod 6 is in the retracted state, as the main baffle rod 6 is embedded in the arc-shaped storage groove 7, the inner wall of the duct fairing 301 exerts a reaction force on the auxiliary baffle rod 12, so that the auxiliary baffle rod 12 is retracted into the through opening 10, and the outer surface of the auxiliary baffle rod 12 is flush with the outer surface of the main baffle rod 6, together forming a smooth and continuous airflow channel surface, which not only eliminates aerodynamic interference, but also ensures the compactness and reliability of the protective component in the non-working state, and realizes the dual optimization of structural function and aerodynamic performance.

[0060] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0061] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A three-axis rotor composite wing aircraft, comprising a fuselage, characterized in that: The outer surface of the fuselage is fixed with wing assemblies, with tilt-rotor modules provided on both sides of the head and the left and right sides of the fuselage, and a fixed rotor module embedded in the centerline of the tail of the fuselage; the two sets of tilt-rotor modules and the fixed rotor module cooperate to form a Y-shaped three-axis distributed layout; The tilt-rotor module includes a ducted fairing located on one side of the fuselage head, a tilt mechanism for tilting the ducted fairing is provided on the fuselage, and a first rotor body is installed in the ducted fairing; At the inlet end of the ducted flow tube, a plurality of connecting shafts are evenly distributed along the circumference. Each connecting shaft is rotatably connected to the inner wall of the ducted flow tube and is parallel to the ducted flow tube. A main stopper is fixed to each connecting shaft, and each main stopper can rotate along the corresponding connecting shaft. During the vertical take-off and landing phase, the main bars are in the retracted state; during the level flight and cruise phase, the main bars are in the extended state to partially block the inlet end of the ducted fairing.

2. The three-axis rotor composite wing aircraft according to claim 1, characterized in that: The wing assembly includes a front wing module, a delta wing module and a tail wing module; The front wing module is fixed to the front side of the fuselage, and the front wing module adopts an integrated transverse canard design; The delta wing module is fixed to the left and right sides of the tail of the fuselage, and the delta wing module adopts a delta wing-horizontal tail fusion structure; The tail module is fixed at the tail centerline of the fuselage, and the tail module adopts a vertical tail.

3. The three-axis rotor composite wing aircraft according to claim 1, characterized in that: The fixed rotor module includes a second rotor body installed at the center line of the tail of the fuselage, and a hollow hole adapted to the second rotor body is penetrated through the fuselage.

4. The three-axis rotor composite wing aircraft according to claim 1, characterized in that: The main baffle is arc-shaped. When the main baffle is in a retracted state, the main baffle fits against the inner wall of the duct fairing.

5. The three-axis rotor composite wing aircraft according to claim 4, characterized in that: An arc-shaped receiving groove adapted to the main stopper is provided on the inner wall of the duct fairing, and the connecting shaft is located in the arc-shaped receiving groove; When the main stop rod is completely received in the arc-shaped receiving groove, the outer surface of the main stop rod is flush with the inner surface of the duct rectifier.

6. The three-axis rotor composite wing aircraft according to claim 5, characterized in that: An annular cavity is provided in the wall of the ducted flow-regulating cylinder, and a gear ring coaxial with the ducted flow-regulating cylinder is slidably connected in the annular cavity, and the gear ring can rotate along its own axis; The lower end of each connecting shaft extends into the annular cavity, and a gear meshing with the gear ring is fixed at the lower end of each connecting shaft.

7. The three-axis rotor composite wing aircraft according to claim 6, characterized in that: An arc-shaped guide rail electric module is installed in the annular cavity, and the gear ring is fixed on the slide of the arc-shaped guide rail electric module to drive the gear ring to rotate clockwise or counterclockwise along its own axis.

8. The three-axis rotor composite wing aircraft according to claim 1, characterized in that: The main gear lever is penetrated by a through hole, a positioning shaft is rotatably connected in the through hole, the positioning shaft is parallel to the connecting shaft, an auxiliary gear lever is fixed on the positioning shaft, and the auxiliary gear lever can rotate along the positioning shaft.

9. The three-axis rotor composite wing aircraft according to claim 8, characterized in that: Torsion springs are sleeved on the upper and lower ends of the positioning shaft, one torsion arm of each torsion spring is connected to the main gear lever, and the other torsion arm of each torsion spring is connected to the auxiliary gear lever; When no external force is applied to the system, the torsion spring is used to drive the auxiliary lever to rotate in a direction away from the first rotor body, so that the auxiliary lever cooperates with the main lever to form a Y shape.

10. The three-axis rotor composite wing aircraft according to claim 9, characterized in that: When the main baffle is in the retracted state, the inner wall of the duct fairing exerts a reaction force on the auxiliary baffle, so that the auxiliary baffle is retracted into the through opening, and the outer surface of the auxiliary baffle is flush with the outer surface of the main baffle.

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