Novel structure of vertical take-off and landing remote high-speed manned electric tilting rotorcraft

Abstract

The invention belongs to the field of electric vertical take-off and landing aircrafts, and discloses a novel vertical take-off and landing remote high-speed manned electric tilt-rotor aircraft structure which comprises an aircraft body, wings, a V-shaped empennage, six supporting arms, six tilt-rotor units, an energy system, an avionics system and an undercarriage. The six tilting rotor wing units are symmetrically installed on the wings and the V-shaped empennage through the six supporting arms. The aircraft is mainly characterized in that the design of six tilting rotor units is adopted, so that the aircraft has the advantages of vertical take-off and landing, high-speed forward flight, no structural'dead weight 'and useless power consumption; the design that the supporting arms extend out of the wings and the empennage to exceed the radius length of the rotors is adopted, and the downward projection of a rotor disc is not overlapped with the wings and the empennage in the vertical flight state, so that downward washing flow of the rotors cannot generate downward loads on the wings and the empennage, and power consumption for overcoming the downward loads is avoided; the design of the wings with high aspect ratio and winglets is adopted, so that the forward flying lift-drag ratio and the cruising efficiency are improved, and the aircraft has high-speed forward flying and remote flying capabilities; and the six tilting rotor units adopt the same tilting mechanism, so that the complexity of design and manufacturing is reduced.

Description

Technical Field

[0001] The invention relates to the field of electric vertical take-off and landing aircraft, in particular to a new configuration of a vertical take-off and landing long-range high-speed manned electric tilt-rotor aircraft. Background Art

[0002] Electric vertical take-off and landing aircraft is one of the core vehicles in the new productivity of low-altitude economy. In addition to the vertical take-off and landing capabilities of helicopters, compared with helicopters, it also has the advantages of green environmental protection, low vibration level, low noise, and low maintenance cost. At present, most electric vertical take-off and landing aircraft adopt the following configurations: 1) multi-rotor configuration; 2) "lift rotor + cruise propeller" configuration, that is, composite wing configuration; 3) "lift rotor + tilt rotor" configuration, that is, partial tilt configuration; 4) full tilt rotor configuration.

[0003] When a multi-rotor configuration flies forward, the vertical component of the thrust generated by the rotor overcomes gravity, which requires a large amount of power, resulting in a low forward flight speed and a short range. However, in the composite wing configuration and the partial tilt-rotor configuration, the lift rotor will be in an inoperative state during forward flight, so these two configurations have structural "dead weight", and these structural "dead weights" will generate additional aerodynamic drag, increase useless energy consumption, and reduce forward flight speed and range. In the existing full-tilt configuration, when the tilt-rotor unit is set on the canard at a lower nose position, there is a possibility that the rotating propeller disc will touch the ground personnel during vertical take-off and landing flight, which poses a safety hazard; when the tilt-rotor unit is set at the end of the wing and / or the end of the tail, during vertical take-off and landing flight, the rotor downwash will generate a downward load on the wing and / or the tail, reducing aerodynamic efficiency and increasing useless energy consumption; when the tilt-rotor unit is set on the inner side and end of the wing at the same time, two different sets of tilt mechanisms are required, which increases the complexity of design and manufacturing. Summary of the invention

[0004] In view of the shortcomings of the prior art, the present invention provides a new configuration of a vertical take-off and landing, long-range, high-speed manned electric tilt-rotor aircraft. By adopting methods such as support arm design, tilt-rotor unit design, and wing design, the aircraft can have the advantages of vertical take-off and landing, high-speed forward flight, long range, no structural "dead weight", no downward load on the wing due to the rotor downwash, and low complexity in the design and manufacturing of the tilt mechanism.

[0005] The technical solution of the present invention is: A new configuration of a vertical take-off and landing long-range high-speed manned electric tilt-rotor aircraft, comprising: a fuselage, wings, a V-shaped tail, six arms, six tilt-rotor units, an energy system, an avionics system and a landing gear; the wings are symmetrically mounted on both sides of the fuselage, and the V-shaped tail is symmetrically mounted at the tail of the fuselage; the wing plane shape is a trapezoid, and the trailing edge of the wing is provided with flaps and ailerons; the trailing edge of the V-shaped tail is provided with an elevator rudder; The wing is a high aspect ratio wing, and the aspect ratio is greater than 10; a winglet is arranged at the end of the wing; the wing design with a high aspect ratio and winglets can reduce the induced drag of the aircraft during forward flight, increase the lift-to-drag ratio, improve the cruising efficiency, and thus increase the range; The six tilt-rotor units are symmetrically mounted on the wing and the V-shaped tail through the six arms; The six arms are divided into three pairs, including an arm pair on the inner side of the wing, an arm pair on the outer side of the wing, and an arm pair at the end of the tail wing. The arm pair on the inner side of the wing is connected to the inner side of the wing near the fuselage, the arm pair on the outer side of the wing is connected to the outer side of the wing near the end of the wing, and the arm pair at the end of the tail wing is connected to the V-shaped tail at the end of the tail wing; the length of the arm pair on the inner side of the wing is greater than the length of the arm pair on the outer side of the wing, the length of the arm pair on the outer side of the wing is equal to the length of the arm pair at the end of the tail wing, and the length of the arm pair on the outer side of the wing is at least the rotor radius; The six tilt-rotor units are divided into three pairs, including a first tilt-rotor unit pair, a second tilt-rotor unit pair, and a third tilt-rotor unit pair; the first tilt-rotor unit pair is respectively mounted on a pair of arms on the inner side of the wing, the second tilt-rotor unit pair is respectively mounted on a pair of arms on the outer side of the wing, and the third tilt-rotor unit pair is respectively mounted on a pair of arms at the end of the tail wing; When the aircraft is in flight, the six tilt-rotor units are all in working state; When the aircraft is in a vertical flight state, the distance from any rotor disc of the six tilt-rotor units to the ground is greater than 2 meters; When the aircraft is in a vertical flight state, the downward projections of the rotor discs of the six tilt-rotor units do not overlap with the wings and the tail, thereby eliminating the downward load on the wings and the tail caused by the rotor downwash; When the aircraft is in a vertical flight state, the pitch motion of the aircraft is achieved by the thrust difference generated by the different rotation speeds of the first tilt-rotor unit pair and the third tilt-rotor unit pair, the yaw motion of the aircraft is achieved by the differential tilt angle of the two tilt-rotors in the second tilt-rotor unit pair, and the roll motion is achieved by the thrust difference generated by the different rotation speeds of the two tilt-rotors in the second tilt-rotor unit pair.

[0006] Preferably, the new configuration of the manned electric tilt-rotor aircraft is characterized in that the cabin behind the cockpit of the fuselage can be configured for commuter passenger transport, business passenger transport, air medical care and cargo transport, the commuter passenger transport configuration is two rows of seats, each row is arranged with two seats facing the nose; the business passenger transport configuration is two rows of face-to-face seats, each row is arranged with two seats; the air medical configuration is two seats and a stretcher; the cargo transport configuration is an empty cabin.

[0007] Preferably, the six tilt-rotor units are characterized in that: the six tilt-rotor units adopt the same tilt mechanism.

[0008] Preferably, the six tilt-rotor units are characterized in that when the aircraft is in a rotor tilt transition state between a vertical flight state and a horizontal forward flight state, the six tilt-rotor units tilt synchronously.

[0009] Beneficial effects: 1. The present invention provides a new configuration of a vertical take-off and landing long-range high-speed manned electric tilt-rotor aircraft. When all six tilt-rotor units are in an upward pulling working state, the aircraft can take off and land vertically and hover in the air; when all six tilt-rotor units are tilted forward at a small angle, the aircraft can fly forward at a low speed; when all six tilt-rotor units are in a forward pulling working state, a large forward pulling force can be generated, and the aircraft can fly forward at high speed.

[0010] 2. The present invention provides a new configuration of a vertical take-off and landing long-range high-speed manned electric tilt-rotor aircraft. When the aircraft is flying, all six tilt-rotor units are in working state, avoiding the defect of "dead weight" of some inoperative rotors and useless power consumption. Due to the design that all six arms extend from the inner side of the wing, the outer side of the wing, and the end of the tail wing beyond the length of the rotor radius, in the vertical flight state, the downward projection of the rotor blade does not overlap with the wing and the tail wing, and the downwash of the rotor will not generate downward loads on the wing and the tail wing, thereby improving the aerodynamic efficiency of the aircraft and avoiding power consumption to overcome the downward load. When the aircraft flies forward, the wing generates lift, which greatly reduces the power consumption of the aircraft to overcome gravity in the air. Therefore, the power consumption of the aircraft is very low, and it has the ability to fly long distances.

[0011] 3. The present invention provides a new configuration of a vertical take-off and landing long-range high-speed manned electric tiltrotor aircraft, in which six tiltrotor units adopt the same tilt mechanism, reducing the design and manufacturing complexity of the tilt mechanism; during the vertical take-off and landing flight, the distance from any propeller disk of the six tiltrotor units to the ground is greater than 2 meters, avoiding the possibility of the rotating propeller disk touching the ground personnel, eliminating the safety hazard of the rotating propeller disk causing harm to the ground personnel.

[0012] 4. The invention provides a new configuration of a vertical take-off and landing long-range high-speed manned electric tilt-rotor aircraft. When the total weight of the designed aircraft is 2200kg and an energy system with an energy density of 400Wh / kg is used, it is calculated that the aircraft can reach a speed of 320km / h and a range of 400km. The speed and range are much higher than other configurations and electric rotor aircraft of the same weight. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1A three-dimensional view of a new configuration of a long-range, high-speed manned electric tilt-rotor aircraft capable of vertical take-off and landing in vertical flight Figure 2 A top view of a new configuration of a long-range, high-speed manned electric tilt-rotor aircraft capable of vertical take-off and landing in vertical flight Figure 3 A front view of a new configuration of a long-range, high-speed, manned electric tilt-rotor aircraft capable of vertical take-off and landing in vertical flight Figure 4 Schematic diagram of the pitch motion control of a new configuration of a long-range, high-speed manned electric tilt-rotor aircraft capable of vertical take-off and landing in vertical flight Figure 5 Schematic diagram of yaw motion control for a new configuration of a long-range, high-speed manned electric tilt-rotor aircraft capable of vertical take-off and landing in vertical flight Figure 6 The schematic diagram of the rolling motion control of a new configuration of a long-range, high-speed manned electric tilt-rotor aircraft capable of vertical take-off and landing in vertical flight Fig. 7A -D is the cabin configuration of a new type of manned electric tilt-rotor aircraft capable of vertical take-off and landing, long-range, high-speed Figure 8 A three-dimensional view of a new configuration of a long-range, high-speed, manned electric tilt-rotor aircraft capable of vertical take-off and landing in a tilt transition state DETAILED DESCRIPTION

[0014] The technical solutions in the embodiments of the present invention are described clearly and completely below. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field belong to the protection scope of the present invention.

[0015] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0016] This embodiment is a new configuration of a vertical take-off and landing long-range high-speed manned electric tilt-rotor aircraft, such as Figure 1 As shown, it includes: a fuselage 1, wings 2, a V-shaped tail 3, six arms, six tilt-rotor units, an energy system, an avionics system and a landing gear. The wings 2 are symmetrically mounted on both sides of the fuselage 1, and the V-shaped tail 3 is symmetrically mounted at the tail of the fuselage 1; the plane shape of the wings 2 is a trapezoid, and the trailing edge of the wings 2 is provided with flaps and ailerons; the trailing edge of the V-shaped tail 3 is provided with an elevator rudder.

[0017] like Figure 2 As shown, the wing 2 is a large aspect ratio wing with an aspect ratio greater than 10; a winglet 21 is provided at the end of the wing; the wing design with a large aspect ratio and winglets can reduce the induced drag of the aircraft during forward flight, increase the lift-to-drag ratio, improve the cruising efficiency, and thus increase the range.

[0018] The six tilt-rotor units are symmetrically mounted on the wing and the V-tail through the six arms.

[0019] The six arms are divided into three pairs, including an arm pair 41 on the inner side of the wing, an arm pair 42 on the outer side of the wing, and an arm pair 43 at the end of the tail. The arm pair 41 on the inner side of the wing is connected to the inner side of the wing 2 near the fuselage 1, the arm pair 42 on the outer side of the wing is connected to the outer side of the wing 2 near the end of the wing, and the arm pair 43 at the end of the tail is connected to the V-shaped tail 3 at the end of the tail; the length of the arm pair 41 on the inner side of the wing is greater than the length of the arm pair 42 on the outer side of the wing, the length of the arm pair 42 on the outer side of the wing is equal to the length of the arm pair 43 at the end of the tail, and the length of the arm pair 42 on the outer side of the wing is at least the rotor radius.

[0020] The six tilt-rotor units are divided into three pairs, including a first tilt-rotor unit pair 51, a second tilt-rotor unit pair 52, and a third tilt-rotor unit pair 53. The first tilt-rotor unit pair 51 is respectively mounted on the arm pair 41 on the inner side of the wing, the second tilt-rotor unit pair 52 is respectively mounted on the arm pair 42 on the outer side of the wing, and the third tilt-rotor unit pair 53 is respectively mounted on the arm pair 43 at the end of the tail.

[0021] When the aircraft is in flight, the six tilt-rotor units are all in operation, so the new configuration of the electric tilt-rotor aircraft in this embodiment does not have the defect of structural "dead weight", thus avoiding the additional aerodynamic drag and energy consumption caused by the structural "dead weight".

[0022] like Figure 3 As shown, when the aircraft is in a vertical flight state, the distance from any propeller disk of the six tilt-rotor units to the ground is greater than 2 meters, thereby avoiding the possibility of the rotating propeller disk touching the ground personnel and eliminating the potential safety hazard of the rotating propeller disk causing harm to the ground personnel.

[0023] like Figure 2 As shown, when the aircraft is in a vertical flight state, the downward projections of the rotor discs of the six tilt-rotor units do not overlap with the wing 2 and the V-shaped tail 3, thereby eliminating the downward load on the wing and tail caused by the rotor downwash.

[0024] like Figure 4 As shown, when the aircraft is in a vertical flight state, the pitching motion of the aircraft is achieved by the difference in pulling force generated by the first tilt-rotor unit pair 51 and the third tilt-rotor unit pair 53 using different rotation speeds. Figure 5 As shown, the yaw motion of the aircraft is achieved by the two tilt rotors in the second tilt rotor unit pair 52 using the differential tilt angle. Figure 6 As shown, the rolling motion is achieved by the difference in pulling force generated by the two tilt-rotor blades of the second tilt-rotor blade unit pair 52 using different rotation speeds.

[0025] As shown in FIG. 7 , preferably, in the new configuration of the manned electric tilt-rotor aircraft of this embodiment, the cabin 12 behind the cockpit 11 of the fuselage 1 can be configured for commuter passenger transport, business passenger transport, aviation medical treatment and cargo transport. Fig. 7A As shown in the figure, the commuter passenger configuration has two rows of seats, with two seats facing the nose of the aircraft in each row. Figure 7B As shown in Figure 1, the business passenger car is configured with two rows of seats facing each other, with two seats in each row. Figure 7C As shown, the aeromedical configuration is two seats and a stretcher. Fig.7D As shown, the cargo configuration is with an empty cabin.

[0026] Preferably, the six tilt-rotor units of the new configuration of the manned electric tilt-rotor aircraft of this embodiment use the same tilt mechanism, thereby avoiding the complexity of design and manufacturing caused by using two or more sets of tilt mechanisms.

[0027] like Figure 8 As shown, preferably, when the aircraft is in a rotor tilt transition state between a vertical flight state and a horizontal forward flight state, the six tilt rotor units are tilted synchronously.

Claims

1. A new configuration of a vertical take-off and landing long-range high-speed manned electric tilt-rotor aircraft, comprising: A fuselage, wings, a V-shaped tail, six arms, six tilt-rotor units, an energy system, an avionics system and a landing gear; the wings are symmetrically mounted on both sides of the fuselage, and the V-shaped tail is symmetrically mounted at the tail of the fuselage; the wing plane shape is a trapezoid, and flaps and ailerons are arranged at the trailing edge of the wing; an elevator rudder is arranged at the trailing edge of the V-shaped tail; and the characteristics are: The wing is a high aspect ratio wing, and the aspect ratio is greater than 10; a winglet is arranged at the end of the wing; The six tilt-rotor units are symmetrically mounted on the wing and the V-shaped tail through the six arms; The six arms are divided into three pairs, including an arm pair on the inner side of the wing, an arm pair on the outer side of the wing, and an arm pair at the end of the tail wing. The arm pair on the inner side of the wing is connected to the inner side of the wing near the fuselage, the arm pair on the outer side of the wing is connected to the outer side of the wing near the end of the wing, and the arm pair at the end of the tail wing is connected to the V-shaped tail at the end of the tail wing; the length of the arm pair on the inner side of the wing is greater than the length of the arm pair on the outer side of the wing, the length of the arm pair on the outer side of the wing is equal to the length of the arm pair at the end of the tail wing, and the length of the arm pair on the outer side of the wing is at least the rotor radius; The six tilt-rotor units are divided into three pairs, including a first tilt-rotor unit pair, a second tilt-rotor unit pair, and a third tilt-rotor unit pair; the first tilt-rotor unit pair are respectively mounted on the pair of arms on the inner side of the wing, the second tilt-rotor unit pair are respectively mounted on the pair of arms on the outer side of the wing, and the third tilt-rotor unit pair are respectively mounted on the pair of arms at the end of the tail wing; when the aircraft is in flight, the six tilt-rotor units are all in working condition; when the aircraft is in vertical flight, the distance from any rotor disc of the six tilt-rotor units to the ground is greater than 2 meters; when the aircraft is in vertical flight, the distance from any rotor disc of the six tilt-rotor units to the ground is greater than 2 meters; when the aircraft is in flight, the distance from any rotor disc of the six tilt-rotor units to the ground is greater than 2 meters. When the aircraft is in a vertical flight state, the downward projections of the rotor discs of the six tilt-rotor units do not overlap with the wings and the tail, thereby eliminating the downward load on the wings and the tail caused by the rotor downwash; when the aircraft is in a vertical flight state, the pitch motion of the aircraft is achieved by the thrust difference generated by the first tilt-rotor unit pair and the third tilt-rotor unit pair using different rotation speeds, the yaw motion of the aircraft is achieved by the two tilt-rotors in the second tilt-rotor unit pair using the differential tilt angle, and the roll motion is achieved by the two tilt-rotors of the second tilt-rotor unit pair using the thrust difference generated by the different rotation speeds.

2. The new configuration of manned electric tilt-rotor aircraft according to claim 1 is characterized by: The cabin behind the cockpit of the fuselage can be configured for commuter passenger transport, business passenger transport, aeromedical transport and cargo transport. The commuter passenger transport configuration is two rows of seats, with two seats in each row facing the nose; the business passenger transport configuration is two rows of face-to-face seats, with two seats in each row; the aeromedical transport configuration is two seats and a stretcher; and the cargo transport configuration is an empty cabin.

3. The six tilt-rotor units according to claim 1, characterized in that: The six tilt-rotor units use the same tilt mechanism.

4. The six tilt-rotor units according to claim 1, characterized in that: When the aircraft is in a rotor tilt transition state between a vertical flight state and a horizontal forward flight state, the six tilt rotor units tilt synchronously.

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