Tilt-rotor aircraft capable of vertically taking off and landing and working method of tilt-rotor aircraft

Abstract

The invention relates to the technical field of aviation aircrafts, in particular to a tilt-rotor aircraft capable of vertically taking off and landing and a working method thereof.The tilt-rotor aircraft capable of vertically taking off and landing comprises a fuselage, the fuselage is provided with a fixed wing and an empennage, the fixed wing is connected with an outer wing, and the fixed wing, the empennage and the outer wing are each provided with a plurality of rotors; the tilting assembly comprises a deflection mechanism and a locking mechanism; the butt joint assembly comprises a wing butt joint mechanism and an electrical connection mechanism; and the rotating assembly is used for driving the rotor wings to rotate. The distributed rotor design is adopted, and more stable vertical take-off and landing and horizontal flight performance is provided through cooperative work. The aircraft can be seamlessly switched between a vertical take-off and landing mode and a horizontal flight mode, the structural arrangement in the wings is simplified through the multi-section wing structural design, and the overall energy efficiency ratio of the aircraft is increased through the optimized aerodynamic layout.

Description

Technical Field

[0001] The present invention relates to the technical field of aviation aircraft, and in particular to a tilt-rotor aircraft capable of vertical take-off and landing and a working method thereof. Background Art

[0002] With the continuous advancement of science and technology and the acceleration of urbanization, the demand for new aircraft is increasing. Existing aircraft configurations mainly include fixed-wing, multi-rotor and compound-wing types. Fixed-wing aircraft rely on long runways for takeoff and landing. Although they have high energy efficiency and speed during the cruising phase, they require a larger area for takeoff and landing, which limits their application in urban environments. Although multi-rotor aircraft (such as drones) have the ability to take off and land vertically, their endurance and cruising speed are relatively low, making them suitable for short-distance transportation and surveillance missions. Compound-wing aircraft attempt to combine the advantages of fixed-wing and multi-rotor aircraft, and achieve vertical takeoff and landing and horizontal flight by adding rotors or propulsion devices, but their structure is complex, and the system reliability and energy efficiency still need to be improved.

[0003] A tiltrotor aircraft is an aircraft that can switch between vertical take-off and landing (VTOL) and horizontal flight (HTOL) modes. It uses a tilt mechanism to change the angle of the rotor so that it can provide both vertical lift and forward thrust, thereby achieving efficient vertical take-off and landing and fast horizontal flight. This design not only improves the versatility of the aircraft, but also greatly expands its application range, including urban air traffic (UAM), cargo transportation, emergency rescue, and military missions. However, tiltrotor aircraft still have shortcomings in practical applications.

[0004] Most designs are complex and have low reliability when switching modes, and they take up a large space when docked, making them difficult to be widely used in urban environments. Therefore, how to reduce the docking space and improve energy efficiency and control performance is still a key issue that needs to be solved urgently. Therefore, a new design that can reduce the space required for aircraft docking and improve safety and energy efficiency is needed to meet the diverse aviation needs of the future. Summary of the invention

[0005] The object of the present invention is to provide a tiltrotor aircraft capable of vertical take-off and landing and a working method thereof, so as to solve the problems raised in the above-mentioned background technology.

[0006] To achieve the above object, the present invention provides the following technical solutions:

[0007] On the one hand, a tilt-rotor aircraft capable of vertical take-off and landing is provided, comprising:

[0008] A fuselage, wherein the fuselage is provided with a fixed wing and a tail wing, the fixed wing is connected to an outer wing, and the fixed wing, the tail wing and the outer wing are all provided with a plurality of rotors;

[0009] A tilting assembly, the tilting assembly comprising a deflection mechanism and a locking mechanism, the deflection mechanism being arranged on the outer wing, the deflection mechanism being used to drive the outer wing to deflect, and the locking mechanism being used to lock the deflection angle;

[0010] A docking assembly, the docking assembly comprising a wing docking mechanism and an electrical connection mechanism, the wing docking mechanism is used to dock the fixed wing with the outer wing after the deflection mechanism completes the angle deflection, and the electrical connection mechanism is used to electrically connect the rotor arranged on the outer wing with the aircraft when the locking mechanism completes the locking;

[0011] A rotating assembly is used to drive the rotor to rotate.

[0012] Preferably, the tail wing is a V-shaped structure, the tail wing is symmetrical about the fuselage, the angle between the left and right tail wings is 100°, and the root-tip ratio is 2.

[0013] Preferably, the deflection mechanism includes a deflection motor, a movable push rod, a connecting rod 1, a connecting rod 2 and a deflection drive push rod, the deflection motor is connected to the fixed wing, one end of the movable push rod is connected to the deflection motor, the movable end of the movable push rod is connected to the connecting rod 1, the connecting rod 1 and the connecting rod 2 are hinged to each other, the connecting rod 2 is connected to the outer wing, the deflection drive push rod is arranged on the connecting rod 1, and the movable end of the deflection drive push rod is connected to the connecting rod 2.

[0014] Preferably, the first connecting rod is provided with a hinge shaft, the second connecting rod is provided with a hinge block, the hinge block is provided with a hinge hole, and the hinge shaft is inserted into the hinge hole.

[0015] Preferably, an installation cavity is provided inside the hinge shaft, and a plurality of locking holes are provided inside the hinge hole. The locking mechanism includes a locking push rod and a locking block. The locking push rod is arranged around the installation cavity, the number of the locking push rods and the number of the locking holes correspond to each other, and the locking block is arranged at the movable end of the locking push rod.

[0016] Preferably, the wing docking mechanism includes a position sensor 1, a position sensor 2 and an electromagnetic clamping structure, the position sensor 1 is arranged inside the movable push rod, the position sensor 1 is used to detect the position of the movable push rod 1, the transmitting end of the position sensor 2 is arranged at the fixed end of the deflection drive push rod, and the receiving end of the position sensor 2 is arranged at the movable end of the deflection drive push rod. When the deflection mechanism drives the outer wing to be horizontally set, the electromagnetic clamping structure is used to clamp and fix the outer wing and the fixed wing.

[0017] Preferably, the electromagnetic clamping structure includes electromagnet 1 and electromagnet 2, wherein electromagnet 1 is arranged on the fixed wing, and electromagnet 2 is arranged on the outer wing. When position sensor 1 and position sensor 2 detect that the outer wing is arranged horizontally, electromagnet 1 and electromagnet 2 will be energized. After being energized, electromagnet 1 and electromagnet 2 will be attracted to each other.

[0018] Preferably, the electrical connection mechanism includes magnetic connector 1, magnetic connector 2 and magnetic connector 3, magnetic connector 1 is arranged on the fixed wing, magnetic connector 2 and magnetic connector 3 are both arranged on the outer wing, when the outer wing is horizontally arranged, magnetic connector 1 and magnetic connector 2 are mutually attracted, when the outer wing is vertically arranged, magnetic connector 1 and magnetic connector 3 are mutually attracted.

[0019] Preferably, the rotating assembly includes a rotating motor and a transmission rod, the transmission rod is connected to the rotor, and the rotating motor is used to drive the transmission rod to rotate.

[0020] On the other hand, a working method is provided for using the above-mentioned tilt-rotor aircraft capable of vertical take-off and landing:

[0021] A, when the aircraft is in the vertical take-off and landing mode, the deflection mechanism drives the side wing to deflect, and after the side wing is perpendicular to the fixed wing, the locking mechanism locks the deflection mechanism, and electrically connects the rotor arranged on the outer wing and the aircraft through the electrical connection mechanism;

[0022] B. When the aircraft is in level flight, the deflection mechanism drives the side wing to reset. After the side wing is parallel to the fixed wing, the fixed wing and the outer wing are docked through the wing docking mechanism, and the rotor arranged on the outer wing and the aircraft are electrically connected through the electrical connection mechanism.

[0023] Compared with the prior art, the present invention has the following beneficial effects:

[0024] (1) The present invention adopts a distributed rotor design, so that the six rotors can be more flexibly configured on the wings and tail, and provide more stable vertical take-off and landing and horizontal flight performance through collaborative work. It can seamlessly switch between vertical take-off and landing and horizontal flight modes, and is suitable for a variety of application scenarios such as urban air traffic (UAM), cargo transportation, emergency rescue and military missions. Its flexible take-off and landing method enables it to operate efficiently in an urban environment, solving the limitations of traditional fixed-wing aircraft and multi-rotor aircraft. The multi-section wing structure design simplifies the internal structural layout of the wing, and improves the overall energy efficiency of the aircraft through optimized aerodynamic layout.

[0025] (2) Innovative tilting design: The tilting assembly enables the outer wing on the outside of the fixed wing to smoothly switch between vertical take-off and landing and horizontal flight modes. Through precise tilting angle control, the direction of the rotor force line can be quickly adjusted to provide the required lift and thrust. The tilting and folding design of the outer wing can greatly reduce the envelope area of ​​the fuselage when viewed from above, thereby reducing the space occupied by the aircraft when docked.

[0026] (3) The design concept of the present invention is to maximize the commonality of different components of the aircraft in the vertical take-off and landing stage and the level flight stage, thereby improving the flight efficiency of the aircraft in all stages, ensuring that the aircraft can take off and land vertically from land, have good lateral and longitudinal maneuverability and stability, and can also ensure high aerodynamic efficiency and a small footprint when parked. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] Figure 1 The axial structure of the present invention is schematically shown Figure 1 (Level flight phase);

[0028] Figure 2 The axial structure of the present invention is schematically shown Figure 2 (vertical take-off and landing phase);

[0029] Figure 3 The structure of the present invention is shown in FIG. Figure 3 (Partially magnified the connection position of the fixed wing);

[0030] Figure 4 The axial structure diagram of the outer wing and the deflection mechanism of the present invention is shown in FIG. Figure 1 ;

[0031] Figure 5 The axial structure diagram of the outer wing and the deflection mechanism of the present invention is shown in FIG. Figure 2 ;

[0032] Figure 6 This is a schematic diagram of the connection structure of the connecting rod 1 and the movable push rod of the present invention;

[0033] Figure 7 It is a schematic diagram of the connection structure of the hinge shaft, the locking push rod and the locking block of the present invention;

[0034] Figure 8 This is a schematic diagram of the structure of the second connecting rod of the present invention;

[0035] Figure 9 It is a schematic diagram of the connection structure between the deflection drive push rod and the position sensor of the present invention;

[0036] Figure 10 It is a schematic diagram of the connection structure between the movable push rod and the position sensor of the present invention;

[0037] Figure 11It is a schematic diagram of the connection structure between the rotating motor and the rotor at the tail wing of the present invention;

[0038] Figure 12 The figure is a schematic diagram of the connection structure between the rotating motor and the rotor at the fixed wing of the present invention.

[0039] In the figure: 1 fuselage, 2 fixed wing, 3 tail wing, 4 outer wing, 5 rotor, 6 deflection motor, 7 moving push rod, 8 connecting rod 1, 9 connecting rod 2, 10 deflection drive push rod, 11 locking push rod, 12 locking block, 13 position sensor 1, 14 position sensor 2, 15 electromagnet 1, 16 electromagnet 2, 17 magnetic joint 1, 18 magnetic joint 2, 19 magnetic joint 3, 20 rotating motor, 21 transmission rod, 801 hinge shaft, 901 hinge block, 902 hinge hole. DETAILED DESCRIPTION

[0040] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. 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 creative work are within the scope of protection of the present invention.

[0041] See also Figure 1-12 , the present invention provides a technical solution:

[0042] A tilt-rotor aircraft capable of vertical take-off and landing, as shown in the attached manual Figure 1 As shown, including:

[0043] Fuselage 1. In the present embodiment, fuselage 1 includes a front fairing, a barrel section of fuselage 1, a tail section and a wing root fairing. Fuselage 1 adopts a streamlined design, and the overall cross-sectional area distribution changes smoothly, with small leading edge and trailing edge vortices. The barrel section of fuselage 1 is an approximate vertical elliptical cross section, and tangent transition is adopted between each section. The design not only reduces aerodynamic drag and improves energy efficiency, but also optimizes the utilization of internal space. A control system, a payload compartment and an energy device are arranged inside fuselage 1 (the control system, the payload compartment and the energy device are all prior art and will not be described in detail here). Fuselage 1 is provided with fixed wing 2 and tail wing 3. In the present embodiment, an elevator with an area of ​​30% of the wing is arranged at the trailing edge (the elevator is prior art). Fixed wing 2 is connected to outer wing 4. Fixed wing 2, tail wing 3 and outer wing 4 are all provided with a plurality of rotors 5.

[0044] A tilting assembly, the tilting assembly includes a deflection mechanism and a locking mechanism, the deflection mechanism is arranged on the outer wing 4, the deflection mechanism is used to drive the outer wing 4 to deflect, and the locking mechanism is used to lock the deflection angle;

[0045] A docking assembly, the docking assembly includes a wing docking mechanism and an electrical connection mechanism, the wing docking mechanism is used to dock the fixed wing 2 and the outer wing 4 after the deflection mechanism completes the angle deflection, and the electrical connection mechanism is used to electrically connect the rotor 5 provided on the outer wing 4 and the aircraft when the locking mechanism completes the locking;

[0046] The rotating assembly is used to drive the rotor 5 to rotate.

[0047] The tail wing 3 is a V-shaped structure, and the tail wing 3 is symmetrical with respect to the fuselage 1. The angle between the left and right tail wings 3 is 100°, and the root-tip ratio is 2.

[0048] The deflection mechanism includes a deflection motor 6, a moving push rod 7, a connecting rod 1 8, a connecting rod 2 9 and a deflection drive push rod 10. The deflection motor 6 is a private motor that can accurately control its rotation angle. The deflection motor 6 is connected to the fixed wing 2. One end of the moving push rod 7 is connected to the deflection motor 6. The moving end of the moving push rod 7 is connected to the connecting rod 1 8. The connecting rod 1 8 and the connecting rod 2 9 are hinged to each other. The connecting rod 2 9 is connected to the outer wing 4. The deflection drive push rod 10 is arranged on the connecting rod 1 8. The moving end of the deflection drive push rod 10 is connected to the connecting rod 2 9. In the present embodiment, the deflection drive push rod 10 is an arc-shaped structure and can drive the connecting rod 2 9 to rotate ninety degrees.

[0049] The connecting rod 1 8 is provided with an articulated shaft 801, which is used to cooperate with the articulated block 901. The connecting rod 2 9 is provided with an articulated block 901, which is connected to the connecting rod 2 9 through a bearing (the bearing is not shown in the drawings of the specification). The articulated block 901 is provided with an articulated hole 902, and the articulated shaft 801 is inserted into the articulated hole 902.

[0050] An installation cavity is provided inside the articulated shaft 801, and the installation cavity is used to install a locking push rod 11. A plurality of locking holes are provided inside the articulated hole 902. The locking holes and the locking blocks 12 are provided correspondingly. The locking holes are used to cooperate with the locking blocks 12 to lock the position of the articulated rod after the angle deflection is completed. The locking mechanism includes a locking push rod 11 and a locking block 12. The locking push rod 11 is a hydraulic push rod, and the locking push rod 11 is arranged around the installation cavity. The locking push rod 11 is used to drive the locking block 12 to lock the relative movement between the connecting rod 1 8 and the connecting rod 2 9. The number of the locking push rods 11 and the number of the locking holes correspond to each other, and the locking block 12 is arranged at the moving end of the locking push rod 11.

[0051] The wing docking mechanism includes a position sensor 13, a position sensor 2 14 and an electromagnetic clamping structure. The position sensor 13 is a reflective infrared sensor. The position sensor 13 is arranged inside the movable push rod 7. The position sensor 13 is used to detect the position of the movable push rod 7. The position sensor 2 14 is a docking infrared sensor. The transmitting end of the position sensor 2 14 is arranged at the fixed end of the deflection drive push rod 10, and the receiving end of the position sensor 2 14 is arranged at the moving end of the deflection drive push rod 10. When the deflection mechanism drives the outer wing 4 to be set horizontally, the electromagnetic clamping structure is used to clamp and fix the outer wing 4 and the fixed wing 2.

[0052] The electromagnetic clamping structure includes an electromagnet 15 and an electromagnet 2 16. The electromagnet 15 is fixedly connected to the fixed wing 2, and the electromagnet 2 16 is fixedly connected to the outer wing 4. When the position sensor 13 and the position sensor 2 14 detect that the outer wing 4 is horizontally set, the electromagnet 15 and the electromagnet 2 16 will be energized. After being energized, the electromagnet 15 and the electromagnet 2 16 will be attracted to each other.

[0053] The electrical connection mechanism includes a magnetic connector 17, a magnetic connector 2 18 and a magnetic connector 3 19. The magnetic connector 17 is arranged on the fixed wing 2, and the magnetic connector 2 18 and the magnetic connector 3 19 are both arranged on the outer wing 4. When the outer wing 4 is arranged horizontally, the magnetic connector 17 and the magnetic connector 2 18 are attracted to each other. When the outer wing 4 is arranged vertically, the magnetic connector 17 and the magnetic connector 3 19 are attracted to each other.

[0054] The rotating assembly includes a rotating motor 20 and a transmission rod 21 . The rotating motor 20 is a servo motor. One end of the transmission rod 21 is fixedly connected to the rotor 5 . The rotating motor 20 is used to drive the transmission rod 21 to rotate.

[0055] Working principle:

[0056] When the aircraft is in the vertical take-off and landing mode, the mobile push rod 7 is first extended, and the deflection motor 6 drives the mobile push rod 7 to rotate. When the mobile push rod 7 rotates, the deflection drive push rod 10 drives the connecting rod 2 9 to deflect, thereby driving the side wing to deflect. After the side wing is perpendicular to the fixed wing 2, the locking push rod 11 drives the locking block 12 to move to lock the relative position between the connecting rod 1 8 and the connecting rod 2 9. After the outer wing 4 completes the deflection, the magnetic suction joint 1 17 and the magnetic suction joint 3 19 are attracted to each other. At this time, the rotor 5 of the outer wing 4 is electrically connected to the aircraft, and then the rotating motor 20 drives the transmission rod 21 to rotate, thereby driving the rotor 5 to rotate;

[0057] When the aircraft resumes level flight, the deflection mechanism drives the side wing to reset. After the side wing is parallel to the fixed wing 2, the movable push rod 7 is retracted, and the fixed wing 2 and the outer wing 4 are adsorbed and fixed by electromagnet 1 15 and electromagnet 2 16. At this time, the magnetic block 1 and the magnetic block 2 are adsorbed on each other, and the rotor 5 set on the outer wing 4 is electrically connected to the aircraft.

[0058] Although 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 the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A tilt-rotor aircraft capable of vertical take-off and landing, characterized in that: include: A fuselage, wherein the fuselage is provided with a fixed wing and a tail wing, the fixed wing is connected to an outer wing, and the fixed wing, the tail wing and the outer wing are all provided with a plurality of rotors; A tilting assembly, the tilting assembly comprising a deflection mechanism and a locking mechanism, the deflection mechanism being arranged on the outer wing, the deflection mechanism being used to drive the outer wing to deflect, and the locking mechanism being used to lock the deflection angle; A docking assembly, the docking assembly comprising a wing docking mechanism and an electrical connection mechanism, the wing docking mechanism is used to dock the fixed wing with the outer wing after the deflection mechanism completes the angle deflection, and the electrical connection mechanism is used to electrically connect the rotor arranged on the outer wing with the aircraft when the locking mechanism completes the locking; A rotating assembly is used to drive the rotor to rotate.

2. A tilt-rotor aircraft capable of vertical take-off and landing according to claim 1, characterized in that: The tail wing is a V-shaped structure, and the tail wing is symmetrical about the fuselage. The angle between the left and right tail wings is 100 degrees, and the root-tip ratio is 2.

3. A tilt-rotor aircraft capable of vertical take-off and landing according to claim 1, characterized in that: The deflection mechanism includes a deflection motor, a movable push rod, a connecting rod 1, a connecting rod 2 and a deflection driving push rod. The deflection motor is connected to the fixed wing. One end of the movable push rod is connected to the deflection motor. The movable end of the movable push rod is connected to the connecting rod 1. The connecting rod 1 and the connecting rod 2 are hinged to each other. The connecting rod 2 is connected to the outer wing. The deflection driving push rod is arranged on the connecting rod 1. The movable end of the deflection driving push rod is connected to the connecting rod 2.

4. A tilt-rotor aircraft capable of vertical take-off and landing according to claim 3, characterized in that: The first connecting rod is provided with a hinge shaft, the second connecting rod is provided with a hinge block, the hinge block is provided with a hinge hole, and the hinge shaft is inserted into the hinge hole.

5. A tilt-rotor aircraft capable of vertical take-off and landing according to claim 4, characterized in that: An installation cavity is arranged inside the hinge shaft, and a plurality of locking holes are arranged inside the hinge hole. The locking mechanism includes a locking push rod and a locking block. The locking push rod is arranged around the installation cavity, and the number of the locking push rods corresponds to the number of the locking holes. The locking block is arranged at the moving end of the locking push rod.

6. A tilt-rotor aircraft capable of vertical take-off and landing according to claim 3, characterized in that: The wing docking mechanism includes a position sensor 1, a position sensor 2 and an electromagnetic clamping structure. The position sensor 1 is arranged inside the movable push rod. The position sensor 1 is used to detect the position of the movable push rod. The transmitting end of the position sensor 2 is arranged at the fixed end of the deflection drive push rod. The receiving end of the position sensor 2 is arranged at the movable end of the deflection drive push rod. When the deflection mechanism drives the outer wing to be horizontally set, the electromagnetic clamping structure is used to clamp and fix the outer wing and the fixed wing.

7. A tilt-rotor aircraft capable of vertical take-off and landing according to claim 6, characterized in that: The electromagnetic clamping structure includes electromagnet 1 and electromagnet 2, wherein electromagnet 1 is arranged on the fixed wing, and electromagnet 2 is arranged on the outer wing. When position sensor 1 and position sensor 2 detect that the outer wing is arranged horizontally, electromagnet 1 and electromagnet 2 will be energized. After being energized, electromagnet 1 and electromagnet 2 will be attracted to each other.

8. The tilt-rotor aircraft capable of vertical take-off and landing according to claim 1, characterized in that: The electrical connection mechanism includes magnetic connector 1, magnetic connector 2 and magnetic connector 3, wherein magnetic connector 1 is arranged on the fixed wing, and magnetic connector 2 and magnetic connector 3 are both arranged on the outer wing. When the outer wing is arranged horizontally, magnetic connector 1 and magnetic connector 2 are mutually attracted, and when the outer wing is arranged vertically, magnetic connector 1 and magnetic connector 3 are mutually attracted.

9. The tilt-rotor aircraft capable of vertical take-off and landing according to claim 1, characterized in that: The rotating assembly includes a rotating motor and a transmission rod, wherein the transmission rod is connected to the rotor, and the rotating motor is used to drive the transmission rod to rotate.

10. An aircraft operating method, used for using the vertical take-off and landing tilt-rotor aircraft according to any one of claims 1 to 9, characterized in that: A, when the aircraft is in the vertical take-off and landing mode, the deflection mechanism drives the side wing to deflect, and after the side wing is perpendicular to the fixed wing, the locking mechanism locks the deflection mechanism, and electrically connects the rotor arranged on the outer wing and the aircraft through the electrical connection mechanism; B. When the aircraft is in level flight, the deflection mechanism drives the side wing to reset. After the side wing is parallel to the fixed wing, the fixed wing and the outer wing are docked through the wing docking mechanism, and the rotor arranged on the outer wing and the aircraft are electrically connected through the electrical connection mechanism.

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