Tilting device for controlling inclination angle of rotor wing and tilting control system of tilting device

Abstract

According to the technical scheme, the tilting device comprises tilting mechanisms and the tilting control system, the tilting control system is used for controlling the tilting mechanisms, the tilting mechanisms are arranged in wings of an aircraft body, control nacelles are arranged on the wings, the tilting mechanisms are arranged in the control nacelles, and the tilting mechanisms are arranged in the control nacelles. The tilting mechanism is connected with a tilting rotor; the tilting rotor wing comprises a tilting cabin and a transmission cabin, a control rotor wing is arranged on the tilting cabin, the transmission cabin is connected with the tilting cabin, and one end of the transmission cabin is connected with the control nacelle; the transmission part is arranged in the transmission cabin, the tilting mechanism is connected with the transmission part and used for controlling the transmission part to rotate, and the braking mechanism is arranged in the transmission cabin and used for locking the tilting cabin. According to the tilting device for rotor wing tilt angle control and the tilting control system of the tilting device, tilting control can be stably carried out on the rotor wings, and the tilting efficiency and the flight stability are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and more particularly to a tilting device with rotor inclination control and its tilting control system. Background Art

[0002] The multi-rotor tilting aircraft is a new type of aircraft with high reliability formed through continuous innovation in the development process of aircraft. It can not only meet the requirements of vertical takeoff and landing, but also achieve a longer endurance than fixed-wing aircraft, and its load-carrying capacity is also better than that of fixed-wing aircraft. Due to these advantages of the multi-rotor tilting aircraft, it has a wider range of applications.

[0003] This type of aircraft has multiple flight modes, mainly including: rotor vertical takeoff and landing mode, tilting control mode, and fixed-wing mode. In the rotor vertical takeoff and landing mode, the rotor is set perpendicular to the airframe, and the rotation of the propeller blades is controlled to enable the control of the vertical takeoff and landing of the airframe. The tilting control mode is mainly used to control the flight attitude of the airframe by controlling the angle between the rotor and the airframe during acceleration forward flight or in-air tilting control. The fixed-wing mode is mainly to control the rotor and the airframe to be horizontally set to improve the overall endurance during cruise flight.

[0004] Currently, in a conventional rotor tilting aircraft, a long worm usually runs through the wing to the end of the wing, and a turbine mechanism for driving the rotation of the worm is provided in the airframe, so that the rotor provided at the end of the wing can be controlled to perform a tilting movement under the action of the turbine. Since the worm runs through the wing and has a long stroke, the transmission efficiency is reduced during the drive control of the turbine mechanism, reducing the efficiency of accurately tilting the rotor. Moreover, when affected by strong airflows, the rotor will also experience small-amplitude shaking, reducing the flight stability of the airframe. Therefore, there is an urgent need to solve a tilting device that can stably control the tilting of the rotor. Summary of the Invention

[0005] Aiming at the deficiencies of the existing technology, the purpose of the present invention is to provide a tilting device with rotor inclination control and its tilting control system, which has the effect of being able to stably control the tilting of the rotor, improving the tilting efficiency and flight stability.

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

[0007] A tilting device with rotor inclination control, comprising:

[0008] A tilting mechanism, the tilting mechanism is arranged in the wing of the airframe, a control nacelle is arranged on the wing, the tilting mechanism is arranged in the control nacelle, and the tilting mechanism is connected with a tilting rotor;

[0009] The tilt-rotor includes a tilt cabin and a transmission cabin. A control rotor is provided on the tilt cabin. The transmission cabin is connected to the tilt cabin and one end thereof is connected to the control nacelle.

[0010] A transmission member is provided in the transmission cabin. The tilting mechanism is connected to the transmission member. The tilting mechanism is used to control the rotation of the transmission member to control the tilting movement of the tilt cabin along the control nacelle.

[0011] A braking mechanism is provided in the transmission cabin. The braking mechanism is used to lock the tilt cabin.

[0012] As a further improvement of the present invention, the tilting mechanism includes a control assembly. The control assembly includes a tilt servo, a transmission shaft and a driving gear. The tilt servo is provided in the control nacelle. The tilt servo is coaxially connected to the transmission shaft. The driving gear is coaxially and fixedly connected to the transmission shaft. A tooth groove is formed on the control nacelle. The meshing tooth part of the driving gear passes through the tooth groove. The transmission member is fixedly connected to the inner wall of the transmission cabin and meshes with the part of the driving gear passing through the tooth groove.

[0013] As a further improvement of the present invention, the tilting mechanism further includes a support assembly. The support assembly includes a first shaft bracket, a second shaft bracket and a bearing member. The first shaft bracket is provided in the control nacelle. A shaft hole for the transmission shaft to pass through is provided on the first shaft bracket. The second shaft bracket is provided in the tilt cabin. A shaft groove for the transmission shaft to be inserted is formed on the second shaft bracket. Bearing members sleeved on the transmission shaft are respectively provided in the shaft hole and the shaft groove.

[0014] As a further improvement of the present invention, the braking mechanism includes a brake disc and a brake caliper. The brake disc is connected to the control nacelle and provided in the transmission cabin. The brake caliper is provided in the transmission cabin. The brake caliper includes a caliper body and a control part. The control part is fixedly connected to the inner wall of the transmission cabin. The caliper bodies are respectively provided on both sides of the brake disc. The control part is used to control the caliper bodies to clamp or loosen the brake disc.

[0015] A tilt control system for a tilt device with rotor tilt angle control, providing the tilt device with the rotor tilt angle control. The tilt control system includes an attitude recognition module, a tilt control module, a motor control module, and a flight controller. The attitude recognition module includes an inner loop recognition unit, an outer loop recognition unit, and a flight condition unit. The inner loop recognition unit is used to detect the tilt angle and rotational speed of the tilt rotor near the body end of the wing and generate an inner loop tilt angle and an inner loop rotational speed respectively. The outer loop recognition unit is used to detect the tilt angle and rotational speed of the tilt rotor at the end of the wing far from the body and generate an outer loop tilt angle and an outer loop rotational speed. The flight condition unit is used to obtain the altitude and flight speed of the body and generate altitude information and airspeed information. A modeling unit is configured in the flight controller. The modeling unit establishes an attitude model by retrieving the inner loop tilt angle, inner loop rotational speed, outer loop tilt angle, outer loop rotational speed, altitude information, and airspeed information. The attitude model is used to reflect the real-time flight attitude of the body and the state of the tilt rotor. An attitude calculation model is also configured in the flight controller. The attitude calculation model is used to calculate the change in flight attitude, control the flight attitude, and generate control data. The control data includes a servo data packet and a tilt data packet. The servo data packet represents the rotational speed of the servo used to control the rotation of the tilt rotor. The tilt data packet represents the tilt angle used to control the tilt mechanism to drive the tilt cabin to rotate. The tilt control module is used to receive the tilt data packet and control the tilt mechanism. The motor control module is used to receive the servo data packet and control the rotational speed of the tilt rotor.

[0016] As a further improvement of the present invention, a motion algorithm is configured in the attitude calculation model. The angle between the body and the y-axis of the earth coordinate axis is the yaw angle Ψ. The motion algorithm is specifically as follows:

[0017]

[0018] Since the tilt rotor has oxz plane symmetry, assign: I xy = ∫xyδ m = I yz = ∫yzδ m = 0

[0019]

[0020] After arranging formula 3, the moment equation set is obtained as:

[0021]

[0022] In the formula:

[0023] By formulas 1, 2, 3, and 4, it is obtained that:

[0024]

[0025] where: ∑F is the vector derivative of the resultant external force on the airframe, F x , F y , F z are the components of the resultant external force along the boundaries of the airframe coordinate axes respectively. The x-axis is the axial direction of the airframe, the y-axis is the wing direction perpendicular to the airframe, the z-axis is the direction perpendicular to the airframe and pointing to the ground, u, v, and w are the components of the airframe flight speed along the xyz axes respectively, θ is the pitch angle between the front of the airframe and the horizontal plane, is the roll angle between the z-axis and the vertical plane passing through the x-axis, I x is the moment of inertia in the x-axis direction, I y is the moment of inertia in the y-axis direction, I z is the moment of inertia in the z-axis direction, I xz is the product of inertia, M and N are the components of the resultant moment on the three coordinate axes of xyz.

[0026] As a further improvement of the present invention, the resultant force F in Formula 1 is generated by the pulling force that controls the rotation of the rotor, and the F can be expressed as:

[0027] F1 = (0, 0, F1) F2 = (0, 0, F2)

[0028] F3 = (0, 0, F3) F4 = (0, 0, F4)

[0029]

[0030] where: F i is the lift provided by each control rotor, and the direction of each lift is consistent with the axis of the control rotor, n i is the rotational speed of the i-th control rotor, and k is the proportionality coefficient;

[0031] The attitude calculation model is also configured with a power algorithm, and the power algorithm is specifically:

[0032]

[0033]

[0034] The vector relationship for converting the position of the control rotor to the airframe coordinate system is:

[0035] O1 = (l, a, o) T , O2 = (l, -a, o) T , O3 = (-l, -b, o) T , O4 = (-l, b, o) T

[0036] Wherein: a is the arm length from the front control rotor to the airframe, l is the distance from the control rotor to the center of gravity of the airframe, and b is the arm length from the rear control rotor to the airframe

[0037] ∑τ = τ1 + τ2 + τ3 + τ4

[0038] = (T1F1)×O1 + (T2F2)×O2 + (T3F3)×O3 + (T4F4)×O4

[0039] (Equation 7)

[0040]

[0041] According to Equation 5, Equation 6, and Equation 7, τ can be calculated x , τ y , τ z , where τ x , τ y , τ z are the roll moment, pitch moment, and yaw moment, respectively

[0042] As a further improvement of the present invention, a transfer algorithm is further configured in the attitude calculation model, and the

[0043] transfer algorithm is specifically:

[0044]

[0045] Wherein: J x and J y are the moments of inertia of the airframe in the x-axis and y-axis directions, respectively, and S is the transfer coefficient

[0046] As a further improvement of the present invention, a tilting strategy is further configured in the tilting control module, and the tilting strategy is specifically:

[0047] Control the tilting direction of the tilting rotor close to the airframe side to tilt towards the airframe direction;

[0048] Control the tilting direction of the tilting rotor far from the airframe side to tilt away from the airframe direction

[0049] As a further improvement of the present invention, the distance from the tilting rotor at the end of the wing far from the airframe to the center of gravity of the airframe in the axial direction of the airframe is greater than the distance from the tilting rotor at the end of the wing close to the airframe to the center of gravity of the airframe in the axial direction of the airframe

[0050] Advantages of the present invention:

[0051] 1. By arranging a control nacelle in the wing and antilift mechanism in the control nacelle, the antilift mechanism is used to control the rotation of a transmission member arranged in the transmission nacelle, thereby driving the tilting of a tilt nacelle connected to the transmission nacelle. Since the antilift mechanism is directly arranged in the control nacelle, each tilt rotor is controlled by an antilift mechanism respectively, so as to achieve efficient and precise tilting control, improve the efficiency of controlling tilting. The braking mechanism arranged in the transmission nacelle can be used to lock the tilt nacelle, so that during flight, the situation of the tilt nacelle shaking is not likely to occur, thereby achieving the effect of stable flight control.

[0052] 2. The attitude recognition module is used to detect the flight condition of the airframe in real time, and can monitor the tilting angle and the rotational speed of the tilt rotors close to and far from the airframe. The attitude calculation model in the flight controller calculates how to perform flight control to achieve the flight attitude of the airframe, thereby controlling the tilt rotors to tilt to different degrees to achieve the control effect of the flight attitude. The tilt rotors at the end far from the airframe tilt away from the airframe, and the tilt rotors at the end close to the airframe tilt towards the airframe, so that the tilted tilt rotors can provide better lifting force, achieving the effect of being able to stably control the tilting of the rotors, improving the tilting efficiency and flight stability. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Figure 1 To show the overall three-dimensional structure diagram;

[0054] Figure 2 To show the cross-sectional view of the antilift mechanism controlling the tilt rotors;

[0055] Figure 3 To show the partial enlarged view of the antilift mechanism;

[0056] Figure 4 To show the structural diagram of the braking mechanism.

[0057] Reference Signs: 1, airframe; 11, wing; 12, control nacelle; 13, first nacelle section; 14, second nacelle section; 15, third nacelle section; 16, tooth groove; 2, antilift mechanism; 21, control component; 211, tilting servo; 212, transmission shaft; 213, driving gear; 22, support component; 221, first shaft bracket; 222, second shaft bracket; 223, bearing component; 224, shaft hole; 225, shaft groove; 3, tilt rotor; 31, tilt nacelle; 32, transmission nacelle; 33, control rotor; 4, transmission member; 5, braking mechanism; 51, braking disc; 52, brake caliper; 521, caliper body; 522, control part. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0058] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. The same components are denoted by the same reference numerals. It should be noted that the terms "front", "rear", "left", "right", "up" and "down" used in the following description refer to the directions in the drawings, and the terms "bottom surface" and "top surface", "inner" and "outer" refer to the directions towards or away from the geometric center of a specific component, respectively.

[0059] Embodiment 1:

[0060] Referring to Figure 1 to

[0061] As shown, a specific embodiment of a tilting device for controlling the tilting angle of a rotor of the present invention includes a tilting mechanism 2, a transmission member 4, and a braking mechanism 5. A control nacelle 12 is provided on the wing 11 of the fuselage 1. The tilting mechanism 2 is disposed within the control nacelle 12. A tilting rotor 3 is further provided on the wing 11. The tilting rotor 3 includes a tilting nacelle 31 and a transmission nacelle 32. A control rotor 33 is provided on the tilting nacelle 31. The control rotor 33 is used to provide power for controlling flight and takeoff and landing. The transmission nacelle 32 is connected to the tilting nacelle 31 and is connected to the control nacelle 12 at one end. A transmission member 4 is further provided within the transmission nacelle 32. The transmission member 4 is connected to the tilting mechanism 2 so that the tilting mechanism 2 can control the rotation of the transmission member 4 to drive the tilting nacelle 31 to perform a tilting motion along the control nacelle 12, thereby adjusting the tilting angle of the tilting rotor 3. A braking mechanism 5 is further provided within the transmission nacelle 32. The braking mechanism 5 is used to lock the tilting nacelle 31 so that after adjusting the tilting rotor 3 to a suitable angle, braking is performed through the braking mechanism 5, making the overall tilting rotor 3 not prone to shaking and maintaining a stable position during flight to provide a stable lifting force.The tilt mechanism 2 includes a control assembly 21 and a support assembly 22. The control assembly 21 includes a tilt servo 211, a transmission shaft 212, and a drive gear 213. The tilt servo 211 is disposed in the control nacelle 12. The tilt servo 211 is coaxially connected to the transmission shaft 212. The drive gear 213 is coaxially fixedly connected to the transmission shaft 212 and is located in the middle of the transmission shaft 212. The control nacelle 12 includes a first compartment 13, a second compartment 14, and a third compartment 15. The cross sections of the first compartment 13 and the third compartment 15 are circular, respectively. The second compartment 14 is arranged between the first compartment 13 and the third compartment 15. The cross section of the second compartment 14 is elliptical. A tooth groove 16 is provided on the second compartment 14. The meshing tooth portion of the driving gear 213 passes through the tooth groove 16. The transmission member 4 is fixedly connected to the inner wall of the transmission compartment 32 and meshes with the portion of the driving gear 213 passing through the tooth groove 16. The transmission member 4 is a semicircular rack. Both ends of the transmission member 4 are riveted. The nails are riveted to the transmission cabin 32, and the support assembly 22 includes a first axis frame 221, a second axis frame 222 and a week Chengjian. The first axis frame 221 is arranged in the control nacelle 12, and the first axis frame 221 is provided with an axis hole 224 for the transmission shaft 212 to pass through. The second axis frame 222 is arranged in the tilt cabin 31, and the second axis frame 222 is provided with an axis groove 225 for the transmission shaft 212 to be inserted. The axis hole 224 and the axis groove 225 are respectively provided with bearing members 223 sleeved on the transmission shaft 212, so that under the action of the support assembly 22, the transmission shaft 212 can maintain stable rotation around the output shaft axis of the tilt servo 211 and is not prone to jumping. Under the action of the bearing member 223, the rotational friction of the transmission member 4 is reduced, so that when the tilt servo 211 drives the transmission shaft 212 to rotate, the drive gear 213 is driven to rotate, thereby driving the transmission member 4 to rotate, and then driving the transmission cabin 32 to rotate, so that the tilt rotor 3 tilts.

[0062] The brake mechanism 5 includes a brake disc 51 and a brake caliper 52. The brake disc 51 is connected to the control nacelle 12 and is arranged in the transmission cabin 32. The brake disc 51 is semicircular and is arranged on the side of the control nacelle 12 away from the transmission member 4. The brake disc 51 and the transmission member 4 are staggered so that when the tilting motion of the tilt rotor 3 is controlled, the transmission member 4 and the brake disc 51 are not likely to come into contact. The brake caliper 52 is arranged in the transmission cabin 32 and includes a caliper body 521 and a control unit 522. The control unit 522 is fixedly connected to the inner wall of the transmission cabin 32, and a caliper body 521 is provided on both sides of the brake disc 51. The control unit 522 is used to control the caliper body 521 to clamp or release the brake disc 51. When the brake disc 51 is clamped, the braking lock of the tilt rotor 3 is achieved. When the brake disc 51 is released, the tilt rotor 3 can tilt. The way in which the control unit 522 controls the movement of the caliper body 521 is the existing technology, and its working principle will not be elaborated here. The brake caliper 52 uses a Brembo caliper.

[0063] Working principle and its effect:

[0064] The rotation of the transmission shaft 212 is controlled by the tilt servo 211 in the tilt mechanism 2, which drives the rotation of the drive gear 213, thereby driving the transmission member 4 to rotate along the axis of the transmission shaft 212, and then driving the tilt rotor 3 to tilt. Under the action of the support assembly 22, the transmission shaft 212 is not prone to jumping during transmission, thereby maintaining stable transmission. During transmission, the bearing member 223 reduces the friction of the rotation of the transmission shaft 212 and reduces frictional heat during transmission. Under the action of the brake mechanism 5, when the tilt rotor 3 completes the tilting, the control unit 522 drives the caliper 521 to clamp the brake disc 51, thereby achieving braking and fixing of the tilt rotor 3, making the tilt rotor 3 less prone to shaking, and thus providing stable lifting force.

[0065] Example 2:

[0066] refer to Figure 1 As shown, a tilt control system of a tilt device for controlling the rotor pitch angle of the present invention is provided, and a tilt device for controlling the rotor pitch angle as in Example 1 is provided. The specific implementation method is as follows: the tilt control system includes a posture recognition module, a tilt control module, a motor control module and a flight controller, the posture recognition module includes an inner ring recognition unit, an outer ring recognition unit and a flight condition unit, the inner ring recognition unit is used to detect the tilt angle and the rotation speed of the tilt rotor located at one end of the wing close to the fuselage and generate the inner ring tilt angle and the inner ring rotation speed respectively, the outer ring recognition unit is used to detect the tilt angle and the rotation speed of the tilt rotor located at one end of the wing away from the fuselage and generate the outer ring tilt angle and the outer ring rotation speed, the flight condition unit is used to obtain the altitude and flight speed of the fuselage and generate altitude information and speed information The flight controller is equipped with a modeling unit, which establishes an attitude model by retrieving the inner ring inclination angle, inner ring speed, outer ring inclination angle, outer ring speed, altitude information and speed information. The attitude model is used to reflect the real-time flight attitude of the aircraft and the status of the tilt rotor. The flight controller is also equipped with an attitude calculation model, which is used to calculate the change of flight attitude and control the flight attitude and generate control data. The control data includes a servo data packet and a tilt data packet. The servo data packet represents the servo speed for controlling the rotation of the tilt rotor, and the tilt data packet represents the tilt angle for controlling the tilt mechanism to drive the tilt cabin to rotate. The tilt control module is used to receive the tilt data packet and control the tilt mechanism. The motor control module is used to receive the servo data packet and control the tilt rotor speed.

[0067] The attitude calculation model is configured with a motion algorithm. The angle between the body and the earth coordinate axis y is the yaw angle Ψ. The specific motion algorithm is:

[0068]

[0069]

[0070] Due to the tilt-rotor having oxz plane symmetry, assign: I xy = ∫xyδ m = I yz = ∫yzδ m = 0

[0071]

[0072] Rearranging Equation 3 gives the moment equations as:

[0073]

[0074] Where:

[0075] Obtained from Equations 1, 2, 3, and 4:

[0076]

[0077] Among them: ∑F is the vector derivative of the resultant external force on the airframe, F x , F y , F z are the components of the resultant external force along the boundaries of the airframe coordinate axes respectively. The x-axis is the axial direction of the airframe, the y-axis is the wing direction perpendicular to the airframe, the z-axis is the direction perpendicular to the airframe and pointing to the ground, u, v, and w are the components of the airframe flight speed along the xyz axes respectively, θ is the pitch angle between the front of the airframe and the horizontal plane, is the roll angle between the z-axis and the vertical plane passing through the x-axis, I x is the moment of inertia in the x-axis direction, I y is the moment of inertia in the y-axis direction, I z is the moment of inertia in the z-axis direction, I xz is the product of inertia, M and N are the components of the resultant moment on the three coordinate axes of xyz.

[0078] The resultant force F in Equation 1 is generated by the pulling force that controls the rotation of the rotors, and F can be expressed as:

[0079] F1 = (0, 0, F1) F2 = (0, 0, F2)

[0080] F3 = (0, 0, F3) F4 = (0, 0, F4)

[0081]

[0082] Among them: F i is the lift provided by each control rotor, and the direction of each lift is consistent with the axis of the control rotor, n iis the rotational speed of the i-th control rotor, and k is the proportionality coefficient;

[0083] A power algorithm is also configured in the attitude calculation model. The specific power algorithm is as follows:

[0084]

[0085] The vector relationship for converting the position of the control rotor to the body coordinate system is:

[0086] O1 = (l, a, o) T , O2 = (l, -a, o) T , O3 = (-l, -b, o) T , O4 = (-l, b, o) T

[0087] Where: a is the arm length from the front control rotor to the body, l is the distance from the control rotor to the center of gravity of the body, and b is the arm length from the rear control rotor to the body

[0088] ∑τ = τ1 + τ2 + τ3 + τ4

[0089] = (T1F1) × O1 + (T2F2) × O2 + (T3F3) × O3 + (T4F4) × O4

[0090] (Equation 7)

[0091]

[0092] According to Equation 5, Equation 6, and Equation 7, τ can be calculated x , τ y , τ z , where τ x , τ y , τ z are the roll moment, pitch moment, and yaw moment respectively.

[0093] A transfer algorithm is also configured in the attitude calculation model. The specific transfer algorithm is as follows:

[0094]

[0095] Where: J x and J y are the moments of inertia of the body along the x-axis and y-axis directions respectively, and S is the transfer coefficient.

[0096] The pitch angle and roll angle to be regulated are obtained through motion algorithms, power algorithms, and transfer algorithms, and then fed back to the flight controller. The flight controller is also equipped with a conversion unit. The conversion unit forms feedback data by retrieving the pitch angle and roll angle, and retrieves the current pitch angle, roll angle, inner loop inclination angle, inner loop rotation speed, outer loop inclination angle, outer loop rotation speed, altitude information, and airspeed information of the airframe 1, and calculates the differences with the feedback data, and packages them into a servo data packet and a tilting data packet. The servo data packet is sent to the motor control module to control the rotation speed of the tilt-rotor 3, and the tilting data packet is sent to the tilting control module to control the tilting mechanism 2 to perform tilting control on the airframe 1 to achieve pitch or roll tilting.

[0097] The tilting control module is also equipped with a tilting strategy, and the tilting strategy is specifically as follows:

[0098] Control the tilting direction of the tilt-rotor 3 on the side close to the airframe 1 to tilt towards the airframe 1;

[0099] Control the tilting direction of the tilt-rotor 3 on the side far from the airframe 1 to tilt away from the airframe 1.

[0100] The distance from the tilt-rotor 3 at the end of the wing 11 far from the airframe 1 to the center of gravity of the airframe 1 along the axial direction of the airframe 1 is greater than the distance from the tilt-rotor 3 at the end of the wing 11 close to the airframe 1 to the center of gravity of the airframe 1 along the axial direction of the airframe 1. Thus, when calculating through the attitude calculation model in the flight controller to determine how to perform flight control to achieve the flight attitude of the airframe 1, the tilt-rotor 3 is controlled to tilt to different degrees to achieve the control effect of the flight attitude. And the tilt-rotor 3 at the end far from the airframe 1 tilts away from the airframe 1, and the tilt-rotor 3 at the end close to the airframe 1 tilts towards the airframe 1, so that the tilted tilt-rotor 3 can provide better lift force, achieving the effect of being able to stably control the tilting of the rotor, improving the tilting efficiency and flight stability.

[0101] The above is only the preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above embodiments. All technical solutions falling within the concept of the present invention belong to the protection scope of the present invention. It should be noted that for those of ordinary skill in the art in this technical field, several improvements and refinements made without departing from the principle of the present invention should also be regarded as within the protection scope of the present invention.

Claims

1. A tilting device for controlling the tilt angle of a rotor, characterized in that: Comprising: A tilting mechanism (2), the tilting mechanism (2) is arranged in the wing (11) of the airframe (1), a control nacelle (12) is arranged on the wing (11), the tilting mechanism (2) is arranged in the control nacelle (12), and the tilting mechanism (2) is connected with a tilting rotor (3); The tilting rotor (3) includes a tilting nacelle (31) and a transmission nacelle (32), a control rotor (33) is arranged on the tilting nacelle (31), the transmission nacelle (32) is connected with the tilting nacelle (31) and one end is connected with the control nacelle (12); A transmission member (4), the transmission member (4) is arranged in the transmission nacelle (32), the tilting mechanism (2) is connected with the transmission member (4), and the tilting mechanism (2) is used to control the rotation of the transmission member (4) to control the tilting movement of the tilting nacelle (31) along the control nacelle (12); A braking mechanism (5), the braking mechanism (5) is arranged in the transmission nacelle (32), and the braking mechanism (5) is used to lock the tilting nacelle (31).

2. The tilting device for controlling the tilt angle of a rotor blade according to claim 1, characterized in that: The tilting mechanism (2) includes a control assembly (21), the control assembly (21) includes a tilting servo (211), a transmission shaft (212) and a driving gear (213), the tilting servo (211) is arranged in the control nacelle (12), the tilting servo (211) is coaxially connected with the transmission shaft (212), the driving gear (213) is coaxially and fixedly connected with the transmission shaft (212), a tooth groove (16) is formed on the control nacelle (12), and the meshing tooth part of the driving gear (213) passes out of the tooth groove (16), and the transmission member (4) is fixedly connected with the inner wall of the transmission nacelle (32) and meshes with the part of the driving gear (213) passing out of the tooth groove (16).

3. The tilting device with rotor inclination angle control according to claim 2, characterized in that: The tilting mechanism (2) further includes a support assembly (22), the support assembly (22) includes a first shaft bracket (221), a second shaft bracket (222) and a bearing member (223), the first shaft bracket (221) is arranged in the control nacelle (12), a shaft hole (224) for the transmission shaft (212) to pass through is formed on the first shaft bracket (221), the second shaft bracket (222) is arranged in the tilting nacelle (31), a shaft groove (225) for the transmission shaft (212) to be inserted into is formed on the second shaft bracket (222), and bearing members (223) sleeved on the transmission shaft (212) are respectively arranged in the shaft hole (224) and the shaft groove (225).

4. A tilting device with rotor inclination angle control according to any one of claims 1 to 3, characterized in that: The braking mechanism (5) includes a brake disc (51) and a brake caliper (52). The brake disc (51) is connected to the control nacelle (12) and is arranged inside the transmission compartment (32). The brake caliper (52) is arranged inside the transmission compartment (32). The brake caliper (52) includes a caliper body (521) and a control part (522). The control part (522) is fixedly connected to the inner wall of the transmission compartment (32). The caliper bodies (521) are respectively arranged on both sides of the brake disc (51). The control part (522) is used to control the caliper body (521) to clamp or release the brake disc (51).

5. A tilting control system for a tilting device of a rotor tilt angle, providing the tilting device for controlling the rotor tilt angle as described in claim 4, characterized in that: The tilting control system includes an attitude recognition module, a tilting control module, a motor control module and a flight controller. The attitude recognition module includes an inner loop recognition unit, an outer loop recognition unit and a flight condition unit. The inner loop recognition unit is used to detect the tilting angle and the rotation speed of the tilting rotor located at one end of the wing close to the fuselage and respectively generate an inner loop tilt angle and an inner loop rotation speed. The outer loop recognition unit is used to detect the tilting angle and the rotation speed of the tilting rotor located at one end of the wing far from the fuselage and generate an outer loop tilt angle and an outer loop rotation speed. The flight condition unit is used to obtain the altitude and flight speed of the fuselage and generate altitude information and airspeed information. A modeling unit is configured in the flight controller. The modeling unit establishes an attitude model by retrieving the inner loop tilt angle, the inner loop rotation speed, the outer loop tilt angle, the outer loop rotation speed, the altitude information and the airspeed information. The attitude model is used to reflect the real-time flight attitude of the fuselage and the state of the tilting rotor. An attitude calculation model is also configured in the flight controller. The attitude calculation model is used to calculate the change of the flight attitude and control the flight attitude and generate control data. The control data includes a servo data packet and a tilting data packet. The servo data packet represents the servo rotation speed for controlling the rotation of the tilting rotor. The tilting data packet represents the tilting angle for controlling the tilting mechanism to drive the tilting nacelle to rotate. The tilting control module is used to receive the tilting data packet and control the tilting mechanism. The motor control module is used to receive the servo data packet and control the rotation speed of the tilting rotor.

6. The tilting device with rotor inclination angle control and its tilting control system according to claim 5, characterized in that: A motion algorithm is configured in the attitude calculation model. The angle formed by the fuselage and the earth coordinate axis y is the yaw angle Ψ. The specific motion algorithm is: Due to the oxz plane symmetry of the tiltrotor, assign: I xy = ∫xyδ m = I yz = ∫yzδ m = 0 Rearranging formula 3 gives the moment equation set as: In the formula: From formula 1, formula 2, formula 3 and formula 4, we get: Where: ∑F is the vector derivative of the resultant external force on the aircraft body, F x , F y , F z are the components of the resultant external force along the boundaries of the aircraft body coordinate axes respectively. The x-axis is the axial direction of the aircraft body, the y-axis is the wing direction perpendicular to the aircraft body, and the z-axis is the direction perpendicular to the aircraft body and pointing to the ground. u, v, and w are the components of the aircraft flight speed along the xyz axes respectively. θ is the pitch angle between the front of the aircraft body and the horizontal plane, is the roll angle between the z-axis and the vertical plane passing through the x-axis. I x is the moment of inertia in the x-axis direction, I y is the moment of inertia in the y-axis direction, I z is the moment of inertia in the z-axis direction, I xz is the product of inertia, M and N are the components of the resultant moment on the three coordinate axes of xyz.

7. The tilting device with rotor tilt angle control and its tilting control system according to claim 6, characterized in that: The resultant force F in formula 1 is generated by the pulling force for controlling the rotation of the rotor. The F can be expressed as: F1 = (0, 0, F1) F2 = (0, 0, F2) F3 = (0, 0, F3) F4 = (0, 0, F4) Where: F i is the lift provided for each control rotor, and the direction of each lift is consistent with the axis of the control rotor, n i is the rotational speed of the i-th control rotor, and k is the proportionality coefficient; A power algorithm is also configured in the attitude calculation model. The specific power algorithm is: The vector relationship for converting the position of the control rotor to the body coordinate system is: O1 = (l, a, o) T , O2 = (l, -a, o) T , O3 = (-l, -b, o) T , O4 = (-l, b, o) T Where: a is the arm length from the front control rotor to the airframe, l is the distance from the control rotor to the center of gravity of the airframe, and b is the arm length from the rear control rotor to the airframe ∑τ = τ1 + τ2 + τ3 + τ4 = (T1F1)×O1 + (T2F2)×O2 + (T3F3)×O3 + (T4F4)×O4 (Equation 7) τ can be calculated according to Equation 5, Equation 6, and Equation 7 x , τ y , τ z , where τ x , τ y , τ z are the roll moment, pitch moment, and yaw moment respectively.

8. A tilt device with rotor tilt angle control and its tilt control system according to claim 7, characterized in that: A transfer algorithm is also configured in the attitude calculation model, and the transfer algorithm is specifically: Where: J x and J y are the moments of inertia of the body about the x-axis and y-axis respectively, and S is the transmission coefficient.

9. The tilt device and tilt control system for controlling the tilt angle of a rotor according to claim 8, characterized in that: Antilift strategy is also configured in the tilting control module, and the tilting strategy is specifically: Control the tilting direction of the tilting rotor (3) close to the side of the airframe (1) to tilt towards the airframe (1); Control the tilting direction of the tilting rotor (3) away from the side of the airframe (1) to tilt away from the airframe (1).

10. A tilting device with rotor inclination angle control and its tilting control system according to any one of claims 5-9, characterized in that: The distance along the axial direction of the airframe (1) from the center of gravity of the airframe (1) of the tilting rotor (3) at the end of the wing (11) away from the airframe (1) is greater than the distance along the axial direction of the airframe (1) from the center of gravity of the airframe (1) of the tilting rotor (3) at the end of the wing (11) close to the airframe (1).

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