Distributed contra-rotating rotor hybrid tiltrotor

Abstract

The present application belongs to the field of vertical take-off and landing aircraft, and relates to a distributed counter-rotating rotor hybrid tilt-rotor aircraft. The distributed counter-rotating rotor hybrid tilt-rotor aircraft comprises a front tilt-rotor nacelle, a front cabin body, a wing-end tilt-rotor nacelle, a V-shaped tail wing, a V-shaped tail wing aileron, a vertical tail wing, a retractable landing gear, a green hybrid power energy system and a tail wing tilt-rotor nacelle. The front end of the front cabin body is fixed to the front of the wing, and the front tilt-rotor nacelle is hinged to the other end of the front cabin body. The tail wing tilt-rotor nacelle is arranged at the end of the V-shaped tail wing. The wing-end tilt-rotor nacelle is arranged at the end of the wing. The rotor unit is arranged in the nacelle. The six rotor units are all coaxial counter-rotating upper and lower propeller configurations. The rotation directions of the rotors in the six rotor units are opposite to each other.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of vertical take-off and landing aircraft, and particularly relates to a distributed contra-rotating rotor hybrid tilt-rotor aircraft. BACKGROUND

[0002] As a special aircraft, the helicopter has the special capabilities of vertical take-off and landing, air hovering, forward and backward flight, left and right flight, and ultra-low altitude ground-hugging flight. These characteristics and capabilities cannot be replaced by fixed-wing aircraft and other transportation tools.

[0003] Firstly, the biggest feature of the helicopter is that it can only provide lift and forward force through the main rotor. The main rotor control must realize the total pitch and cyclic adjustment functions, and there is a complex variable pitch and cyclic control system. The helicopter mode has the highest lift efficiency, but the forward flight is also the biggest shortcoming of the helicopter mode, that is, the required power of the rotor in the cruise state is about 40% of the maximum take-off power, which is much larger than that of the fixed-wing aircraft with the same maximum take-off weight, resulting in a shorter maximum range, generally about 600-900Km, which is equivalent to about one sixth of the fixed-wing state. Moreover, the flight speed is slow, and the maximum flight speed is about 300Km / h, which does not exceed 400Km / h.

[0004] Secondly, typical helicopters such as Agusta AW139 and Sikorsky S-70 Black Hawk helicopters are double-engine turboshaft single-rotor configurations with tail rotors. There is no redundancy design in the rotor system, transmission system and control system in the active power transmission chain. A single point failure can easily cause a Class I accident. The safety and reliability of the helicopter is not high, about 10 -5 ;

[0005] Thirdly, the helicopter has large noise and vibration, and the air route is strictly limited, which cannot be used in urban ultra-low altitude (300m) area. The main sources are the rotor, tail rotor and engine. The cabin noise of the conventional helicopter is 100dB, and the noise at 50m is 120dB.

[0006] Fourthly, the helicopter has high manufacturing cost, high maintenance cost and high operation cost, which are much higher than those of the fixed-wing aircraft with the same weight.

[0007] Under the traditional mechanical thinking, the product has the problems that the turboshaft engine and the transmission system and the double-rotor mechanical connection cannot be decoupled, the problem that the turboshaft engine requires high efficiency in the vertical take-off and transition flight in the helicopter mode and in the small power state in the fixed-wing mode cannot be solved, the maximum range is increased limitedly, the redundancy and reliability index of the power transmission chain similar to that of the conventional typical helicopter is improved limitedly, the user's pain points cannot be solved, the improvement of the noise and vibration of the whole machine is limited due to the restriction of the large rotor disc load and the blade tip linear speed, and the manufacturing cost, maintenance cost and operation cost are improved limitedly due to the similarity of the power transmission chain framework. Even the manufacturing, maintenance and operation costs are higher than those of the helicopter.

[0008] With the development of the technology of the vertical take-off and landing aircraft, the requirements for the aircraft are also increasing, which requires long range, higher safety and reliability, low noise and low vibration, and lower manufacturing, maintenance and use cost. SUMMARY

[0009] The application aims to provide a distributed contrarotating rotor hybrid tiltrotor aircraft to improve safety and reliability.

[0010] Technical scheme

[0011] The distributed contrarotating rotor hybrid tiltrotor aircraft comprises a front tiltrotor short cabin 1, a front cabin body 2, a wing-end tiltrotor short cabin 3, a fuselage 4, a V-shaped tail 5, a V-shaped tail aileron 6, a vertical tail 7, a retractable landing gear 8, a wing 9, an aileron 10, a flap 11, a green hybrid power energy system 12, and a tail tiltrotor short cabin 13, wherein the front cabin body 2 is fixed at one end of the front of the wing 9, the wing 9 is provided with the aileron 10 and the flap 11, and the front tiltrotor short cabin 1 is hinged at the other end of the front cabin body 2; the V-shaped tail 5 is provided with the V-shaped tail aileron 6, the V-shaped tail 5 is provided with the vertical tail 7 below, the V-shaped tail 5 is provided with the tail tiltrotor short cabin 13 at the end, and the wing 9 is provided with the wing-end tiltrotor short cabin 3 at the end; the fuselage 4 is provided with the retractable landing gear 8 below, the green hybrid power energy system 12 is used for power supply of motors in the front tiltrotor short cabin 1, the wing-end tiltrotor short cabin 3 and the tail tiltrotor short cabin 13, the wing-end tiltrotor short cabin 3 at the wing tip position of the left and right wings is provided with a rotor unit, the front tiltrotor short cabin 1 in front of the left and right wings is provided with a rotor unit, and the tail tiltrotor short cabin 13 on both sides of the V-shaped tail is provided with a rotor unit; the six distributed rotor units all adopt a coaxial counter-rotating upper and lower propeller configuration, and the rotation directions of the rotors in the six rotor units are as follows: the rotation directions of the adjacent and opposite rotors are opposite, that is, the front left, the middle right and the rear left are clockwise, and the front right, the middle left and the rear right are counterclockwise.

[0012] Further, the six rotor units are all tiltrotor units.

[0013] Further, the green hybrid power energy system 12 adopts a series type frame hybrid power system.

[0014] Further, the tilting electric contrarotating rotor unit comprises: a front fairing 20, a rear pitch electric variable-pitch actuator 21, a front pitch electric variable-pitch actuator 22, a 3-blade front rotor hub 23, a front rotor blade 24 with a lower reverse sweep wing tip, a front pitch variable-pitch mechanism 25, a front pitch bearing assembly 26, a front pitch variable-pitch pin disc 27, an elastic outer spline shaft 28, a front rotor hub and rear rotor hub connecting bearing assembly 29, a rear pitch variable-pitch mechanism 30, a 3-blade rear rotor hub 31, a rear rotor blade 32 with a lower reverse sweep wing tip, a rear pitch bearing assembly 33, a rear pitch variable-pitch pin disc 34, a differential planetary reducer 35, a direct current permanent magnet motor 36, and a power line control line vertical pipe assembly 37. The output end positioning boss of the direct current permanent magnet motor 36 and the mounting inner hole of the differential planetary reducer 35 are matched to ensure concentric positioning. The direct current permanent magnet motor 36 and the differential planetary reducer 35 are directly connected by a screw pile group. The motor output spline shaft of the direct current permanent magnet motor 36 is connected with the elastic shaft 47 of the differential planetary reducer 35. The outer rotor shaft 42 of the differential planetary reducer 35 is matched with the inner hole of the 3-blade rear rotor hub 31 through the flange boss and concentric positioning, and the flange disc of the outer rotor shaft 42 and the 3-blade rear rotor hub 31 are directly connected by a screw pile assembly. The 3-blade front rotor hub 23 is directly connected with the 3-blade rear rotor hub 31 through the front rotor hub and rear rotor hub connecting bearing assembly 29, which transmits all loads of the rear rotor and all loads of the front rotor except torque. The inner rotor shaft 41 of the differential planetary reducer 35 and the inner spline on the 3-blade front rotor hub 23 are connected through the outer spline on both ends of the elastic outer spline shaft 28, which only transmits torque. At the same time, the power line control line vertical pipe assembly 37 also passes through the rear pitch variable-pitch mechanism 30 and the front pitch variable-pitch mechanism 25 from the center of the direct current permanent magnet motor 36 and the differential planetary reducer 35, and connects the rear pitch electric variable-pitch actuator 21 and the front pitch electric variable-pitch actuator 22 in the front fairing 20 through the internal current collector ring assembly of the power line control line vertical pipe assembly 37. The 3 pieces of front rotor blades 24 with lower reverse sweep wing tips are respectively installed on the 3-blade front rotor hub 23 through 3 groups of front pitch bearing assemblies 26 and front pitch variable-pitch pin discs 27. The front pitch electric variable-pitch actuator 22 pulls the front pitch variable-pitch mechanism 25 to move forward and backward, and the front pitch variable-pitch mechanism 25 drives the front pitch variable-pitch pin disc 27 to rotate clockwise or counterclockwise around the central axis of the front pitch bearing assembly 26 through the internal sliding groove of the front pitch variable-pitch mechanism 25, thereby realizing the total pitch variable-pitch adjustment of the front rotor blades. The 3 pieces of rear rotor blades 32 with lower reverse sweep wing tips are respectively installed on the 3-blade rear rotor hub 31 through 3 groups of rear pitch bearing assemblies 33 and rear pitch variable-pitch pin discs 34. The rear pitch electric variable-pitch actuator 21 pulls the rear pitch variable-pitch mechanism 30 to move forward and backward, and the rear pitch variable-pitch mechanism 30 drives the rear pitch variable-pitch pin disc 34 to rotate clockwise or counterclockwise around the central axis of the rear pitch bearing assembly 33 through the internal sliding groove of the rear pitch variable-pitch mechanism 30, thereby realizing the total pitch variable-pitch adjustment of the rear rotor blades.

[0015] Furthermore, the rear propeller pitch mechanism 30 includes: a tie rod 71, an inner pressure plate connecting bolt assembly 72, an inner pressure plate 73, a bidirectional tension-compression angular contact bearing 74, an outer pressure plate connecting bolt assembly 75, an outer pressure plate 76, an outer ring three-pronged member 77, and a pull fork disc 78. The three claws of the pull fork disc 78 pass through three evenly distributed grooves on the elastic external spline shaft 28. The three claws of the pull fork disc 78 are connected to the tie rod 71. The bidirectional tension-compression angular contact bearing 74 is installed between the pull fork disc 78 and the outer ring three-pronged member 77 via the inner pressure plate connecting bolt assembly 72, the inner pressure plate 73, the outer pressure plate connecting bolt assembly 75, and the outer pressure plate 76. The pressure angular contact bearing 74 ensures that the tie rod 71, tie fork disc 78, inner pressure plate connecting bolt assembly 72, and inner pressure plate 73 rotate with the elastic outer spline shaft 28 and the 3-bladed front rotor hub 23; at the same time, it ensures that the outer ring three-pronged component 77, outer pressure plate connecting bolt assembly 75, and outer pressure plate 76 rotate in the opposite direction with the 3-bladed rear rotor hub 31, thereby realizing that they rotate in the opposite direction with the front and rear rotors respectively; and at the same time, it ensures that the tie rod 71 can pull the tie fork disc 78, the bidirectional tension and pressure angular contact bearing 74, and the outer ring three-pronged component 77 to move back and forth when rotating in the opposite direction with the front and rear rotors, so as to realize the overall pitch adjustment of the rear rotor blades.

[0016] Furthermore, the rear pitch electric variable pitch actuator 21 is connected to the front pitch electric variable pitch actuator 22, and the outer frame of the front pitch electric variable pitch actuator 22 is connected to the 3-bladed front rotor hub 23; the inner shaft of the front pitch electric variable pitch actuator 22 is connected to the flange of the front pitch mechanism 25, and the output flange of the rear pitch electric variable pitch actuator 21 is connected to the flange of the rear pitch mechanism 30 by bolt assembly; the straight tube of the rear pitch mechanism 30 passes directly through the straight tube of the front pitch mechanism 25; the front fairing 20 encloses the rear pitch electric variable pitch actuator 21 and the front pitch electric variable pitch actuator 22, and is directly connected to the 3-bladed front rotor hub 23.

[0017] Furthermore, the differential planetary reducer 35 includes: an inner rotor shaft 41, an outer rotor shaft 42, a driven internal gear ring 43, an intermediate planetary gear 44, an outer planetary gear 45, a double-toothed sun gear 46, and an elastic shaft 47; wherein, the differential planetary reducer has two degrees of freedom, the inner rotor shaft 41 and the outer rotor shaft 42 have equal torque, the inner rotor shaft 41 is connected to the front rotor hub 23, the outer rotor shaft 42 is connected to the rear rotor hub 31, one end of the elastic shaft 47 is connected to the output shaft of the DC permanent magnet motor 36, the other end of the elastic shaft 47 is connected to the double-toothed sun gear 46, the double-toothed sun gear 46 meshes with the outer planetary gear 45, the outer planetary gear 45 is coaxially connected with the intermediate planetary gear 44, and the driven internal gear ring 43 meshes with the intermediate planetary gear 44.

[0018] Furthermore, it adopts a distributed 6-rotor + high lift-to-drag ratio high-wing-single + V-tail overall aerodynamic layout.

[0019] Beneficial effects:

[0020] This invention is based on the integrated design concept and layout of multiple systems across the entire aircraft and cross systems. Following the design ideas of high safety, high reliability and appropriate redundancy, it innovatively integrates a distributed new power transmission chain configuration with high safety, high reliability and appropriate redundancy, tilt-rotor electric counter-rotor unit and whole-aircraft aerodynamic coupling analysis and optimization, high cruise lift-to-drag ratio (16-18) wing, low drag fuselage, low noise and high efficiency counter-rotor design, differential planetary reducer and green hybrid power energy system into tilt-rotor aircraft. For the first time, it eliminates the single-point failure mode of the power transmission chain and proposes a new configuration scheme of distributed counter-rotor hybrid tilt-rotor aircraft for the first time in my country.

[0021] Compared to typical helicopters, this new configuration of a distributed counter-rotor hybrid tiltrotor aircraft eliminates the bulky, complex, and single-point-of-failure rotor system, transmission system, and control system with automatic swashplate, ensuring that the aircraft has a long range (over 3000 km), high speed (cruising speed 520 km / h, maximum speed 650 km / h), high safety, and high reliability (compared to the reliability of helicopters by 10). -5 Upgraded to a distributed tiltrotor aircraft 10 -6 It features low noise and vibration (cruising noise at 500m is about 45dB) and lower manufacturing, maintenance and usage costs. Attached Figure Description

[0022] Figure 1 This is an external view of a distributed counter-rotor hybrid tiltrotor aircraft;

[0023] Figure 2 This is a structural diagram of a distributed counter-rotor hybrid tiltrotor aircraft;

[0024] Figure 3 This is another structural diagram of a distributed counter-rotor hybrid tiltrotor aircraft;

[0025] Figure 4 This is a structural diagram of a distributed tilt-electric counter-rotating rotor unit;

[0026] Figure 5 This is a diagram of a distributed tilt-electric counter-rotating rotor unit with a variable-pitch rear rotor.

[0027] Figure 6 This is a simplified diagram of a distributed tilting electric counter-rotating rotor unit differential planetary reducer.

[0028] Figure 7 A simplified diagram of a distributed counter-rotor hybrid tiltrotor aircraft's green hybrid power energy system;

[0029] Among them, the front tilt-electric counterrotating rotor nacelle 1, the front fuselage 2, the wingtip tilt-electric counterrotating rotor nacelle 3, the fuselage 4, the V-tail 5, the V-tail aileron 6, the vertical tail 7, the retractable landing gear 8, the wing 9, the aileron 10, the flap 11, the green hybrid power system 12, and the tail tilt-electric counterrotating rotor nacelle 13.

[0030] 20. Front fairing, 21. Rear rotor electric pitch changer, 22. Front rotor electric pitch changer, 23. 3-bladed front rotor hub, 24. Front rotor blade with downturned swept winglet tip, 25. Front rotor pitch changer mechanism, 26. Front rotor bearing assembly, 27. Front rotor pitch changer pin, 28. Flexible external spline shaft, 29. Front rotor hub and rear rotor hub connecting bearing assembly, 30. Rear rotor pitch changer mechanism, 31. 3-bladed rear rotor hub, 32. Rear rotor blade with downturned swept winglet tip, 33. Rear rotor bearing assembly, 34. Rear rotor pitch changer pin, 35. Differential planetary reducer, 36. DC permanent magnet motor, 37. Power line control line riser assembly.

[0031] Inner rotor shaft 41, outer rotor shaft 42, driven internal gear ring 43, intermediate planetary gear 44, outer planetary gear 45, double-tooth sun gear 46, elastic shaft 47;

[0032] 51. Turboshaft engine; 52. FADEC electronic speed controller; 53. Alternator; 54. Controllable rectifier; 55. Integrated power conversion controller; 56. Aircraft integrated flight control system; 57. Bidirectional DC-DC module; 58. Motor controller; 59. Counterrotating rotor; 60. Supercapacitor; 61. Lithium-ion battery energy storage power battery; 62. Battery controller (BMS); 63. Green biofuel tank.

[0033] 71. Tie rod, 72. Inner pressure plate connecting bolt assembly, 73. Inner pressure plate, 74. Bidirectional tension and pressure angular contact bearing, 75. Outer pressure plate connecting bolt assembly, 76. Outer pressure plate, 77. Outer ring three-way component, 78. Tie fork disc. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without inventive effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0035] In the description of this invention, it should be understood that the terms "center", "axial", "vertical", "upper", "lower", "upper end", "bottom end", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting the scope of protection of this invention.

[0036] This invention relates to a novel distributed power transmission chain architecture, a tilt-counter-rotor rotor, and a green hybrid power energy system for use in rotorcraft. It adapts to the layout of the distributed power transmission chain architecture, tilt-counter-rotor rotor, and green hybrid power energy system in rotorcraft, and enables high-speed, high-power-to-weight-ratio aero-electric motors for speed reduction, torque amplification, and heat dissipation. It innovatively proposes a differential planetary reducer configuration for the counter-rotor implementation path, an efficient and low-noise aerodynamic design for a three-bladed forward and aft rotor configuration with downswept winglets, and a long-endurance green hybrid power energy system. Simultaneously, it employs forward and aft counter-rotor pitch control technology to achieve counter-rotor speed and torque control, low noise, and a counter-rotor electric drive unit technology and an ultra-long-endurance hybrid power energy system.

[0037] Based on the integrated design concept and layout of the entire aircraft with multiple systems and cross-systems, and following the design ideas of high safety, high reliability and appropriate redundancy, this invention proposes a new configuration scheme for a distributed counter-rotor hybrid tiltrotor aircraft by deeply studying the overall layout of the distributed counter-rotor hybrid tiltrotor aircraft, the configuration analysis of the distributed new power transmission chain with high safety and high reliability, the aerodynamic analysis of the counter-rotor tip of the down-swept winglet and its coupling analysis and optimization with the aerodynamics of the whole aircraft, the method and path for realizing low noise and high efficiency electric rotor and the construction of green hybrid power energy system.

[0038] Compared to typical helicopters, this new distributed counter-rotor hybrid tiltrotor configuration eliminates the bulky, complex, and single-point-of-failure rotor system, transmission system, and control system with automatic swashplate. In contrast, the power transmission chain of a tiltrotor aircraft consists only of a purely mechanical twin-turboshaft engine, a dual-path transmission system, and dual rotors and dual control systems, designed to provide only self-protection capabilities in emergencies, resulting in low reliability and a lack of OEI (Out of Energy) mission continuity capability. This new distributed counter-rotor hybrid tiltrotor configuration can continue mission execution even if one of the six electric counter-rotor drive units experiences an OEI (failure of one electric counter-rotor drive unit), demonstrating a reliability far exceeding that of the previous two configurations (helicopters and tiltrotor aircraft).

[0039] Its new configuration consists of a new distributed power transmission chain architecture with high safety, high reliability, and appropriate redundancy; six sets of low-noise, high-efficiency tilt-electric counter-rotor units; a high cruise lift-to-drag ratio (16-18) wing; a low-drag fuselage; and a high power-to-weight ratio green hybrid power system. This ensures the aircraft has a long range (over 3000 km), high speed (cruising speed 520 km / h, maximum speed 650 km / h), and high safety and reliability (compared to the reliability of a helicopter by 10). -5 Upgraded to a distributed tiltrotor aircraft 10 -6 It features low noise and vibration (cruising noise at 500m is about 45dB) and lower manufacturing, maintenance and usage costs.

[0040] As described later, the distributed new power transmission chain architecture scheme mainly involves designing the overall aerodynamic shape and drag value based on a cruise speed of 520 km / h and a maximum speed of 650 km / h. A preliminary design is presented, including a high-wing monoplane with a cruise lift-to-drag ratio of 16-18 and six distributed tilt-rotor units with their relative positions. Furthermore, aerodynamic coupling analysis of the distributed six tilt-rotor units with the overall aircraft layout, wing relative positions, and overall aerodynamic shape is conducted under helicopter vertical takeoff and landing, transitional flight, and fixed-wing cruise flight conditions. The aircraft features six tilt-rotor electric counter-rotor units, roughly evenly distributed across two large circles. One counter-rotor drive unit nacelle is located on each side of the wing and V-tail. A forward nacelle extends from the fuselage on both the left and right wings, with one counter-rotor drive unit positioned in front of it. When one counter-rotor drive unit experiences an OEI (Out of Engine Injection) single-engine failure, the two adjacent counter-rotor drive units increase power and thrust to maintain stable flight and balance, allowing the aircraft to continue its mission. This constitutes the distributed new power transmission chain architecture and overall aerodynamic design configuration scheme for this aircraft.

[0041] The new aircraft configuration adopts a design philosophy of high safety, high reliability, and appropriate redundancy: each of the six distributed tilt-rotor electric counter-rotor units consists of two sets of coils, and each set of motor coils is controlled by two independent motor controllers; each motor controller is powered by two independent battery packs; together, they form a highly reliable and safe powertrain consisting of six tilt-rotor electric counter-rotor units and four isolated independent battery packs. There are no single points of failure in this powertrain, and its overall reliability is approximately 10%. -6 The reliability of this helicopter far exceeds that of typical helicopters such as the Agusta AW139 (twin-engine, single-rotor, tail rotor) and the Sikorsky S-70 Black Hawk. The rotor, transmission, and control systems in its powertrain lack redundancy, making a single point of failure highly susceptible to causing a Class I accident. Consequently, the helicopter's safety and reliability are low, with an overall reliability of approximately 10. -5 .

[0042] In helicopter mode, by changing the collective pitch and rotation speed of the six tilt-rotor units, the tiltrotor aircraft can maintain stable flight, balance, and change flight direction. In fixed-wing mode, by varying the thrust of the six tilt-rotor units, and by different opening degrees and combinations of the flaps and ailerons on the wings and the upper ailerons on the tail wing, the tiltrotor aircraft can maintain stable flight and change flight direction.

[0043] Each distributed tilt-electric counter-rotor unit includes a high-speed 23,000 rpm DC permanent magnet motor 36, a herringbone helical differential planetary reducer 35, a set of coaxial front and rear blade pairs for pitch conversion of counter-rotating rotors 59, and a tilting mechanism.

[0044] The high efficiency of the tilt-rotor electric counter-rotor unit is ensured by CFD aerodynamic optimization design of rotor blade airfoils and their combinations, the tips of the anhedral swept winglets, and the counter-rotor configuration. Firstly, CFD aerodynamic design, coupled aerodynamic analysis optimization, and experimental verification of the rotor blade airfoils and their relative positions to the overall aircraft aerodynamic shape and wing ensure high aerodynamic efficiency for both the rotor and the entire aircraft. Secondly, the tips of the anhedral swept winglets significantly reduce tip vortices, greatly improving efficiency. Finally, the counter-rotor configuration, differential planetary reducer, and counter-rotating pitch rotor work together... This combination propeller design allows for opposite rotational directions and equal rotational speed and torque between the front and rear rotors. As a combined propulsion system, it offers advantages such as high efficiency and torque balance. Two rotors are arranged one in front of the other on the rotor's propulsion axis, with the front rotor's diameter slightly larger than the rear rotor's diameter, and their rotation directions are opposite. Compared to a single rotor of the same size and power, the vortex energy in its wake cannot be utilized. However, in a counter-rotating twin-rotor system, the vortex energy generated by the front rotor that was not effectively utilized can be used by the rear rotor. Considering both propulsive performance and torque balance, the distance between the front and rear rotors of the counter-rotating rotor can be set to L = 0.2D. p Ideally, the combined action of the front and rear rotors results in a greater axial velocity of the slipstream and a significant reduction in vortex velocity, making the flow more axial. As a result, the aerodynamic efficiency of the counter-rotating twin rotor is increased by about 13%-20%, and the thrust is about twice that of a single rotor. Its external comprehensive torque is about 5% of that of a single rotor, which is almost negligible, greatly reducing the load level and design difficulty transmitted to the aircraft structure.

[0045] The low-noise design measures for the pitch-shifting rotor employ technologies such as low rotor disk load, low blade tip linear velocity, and a high overlap ratio herringbone helical planetary gear reducer. Firstly, a low rotor tip linear velocity of approximately 110 m / s is adopted during cruise, significantly lower than the 210 m / s level of helicopter main rotor blade tip linear velocity, which greatly reduces rotor noise. Secondly, the rotor disk load is low, approximately 60 kgf / m. 2 This is far lower than the 113.5 kgf / m of the classic tiltrotor aircraft V-22. 2The horizontal rotation can also greatly reduce rotor noise; the third pair of rotor blades with a high-rigidity design has a stiffness much greater than that of helicopter rotor blades; finally, the differential planetary reducer adopts high overlap ratio herringbone helical planetary technology to control the noise level of transmission gear meshing; through the above measures, the cruise noise of this distributed electric counter-rotating rotor hybrid tiltrotor is expected to be reduced to about 45dB, compared with the current conventional helicopter cabin noise of 100dB and noise at 50m of 120dB, the noise level is greatly reduced.

[0046] The study included vertical takeoff and landing in helicopter mode (incoming flow velocity is zero, rotor thrust is at its maximum, and thrust, torque, and efficiency are considered), transitional flight (incoming flow velocity is less than 50 m / s, with a certain angle to the rotor), and cruise in fixed-wing mode. Finally, the study employed three-dimensional CFD aerodynamic design, aerodynamic coupling analysis and optimization of the high-efficiency aerodynamic rotor blades and their relative position to the wing and the overall shape of the aircraft. With a maximum takeoff weight of 3200 kg, the aircraft employs a distributed six-unit tilt-rotor system with a rotor diameter of 3.35 m, operating at 1100 rpm (transient power 323 kW) and 910 rpm (steady-state power 200 kW). In OEI (Out of Energy) mode, two units adjacent to the faulty tilt-rotor drive unit will replace the original three, resulting in a steady-state motor power of 1.5 × 3200 / 6 / 4 = 200 kW. A high-speed 23000 rpm DC permanent magnet motor is used, with a power-to-weight ratio of 10-15 kW / kg. The differential planetary reducer adopts a high overlap ratio herringbone helical gear planetary configuration, featuring a high power-to-weight ratio and low noise design, achieving a power-to-weight ratio of approximately 15-20 kW / kg. The motor and planetary reducer are integrated into a single design, with design and optimization of electromagnetic and thermal aspects, load-bearing capacity, lubrication and cooling systems, forged magnesium alloy casing, oil injection and centrifugal combined oil channels, etc., as well as design verification of gear and bearing oil film thickness, ensuring high reliability and safety.

[0047] The tilt mechanism enables each set of distributed electric tilt pairs to switch between vertically upward in helicopter mode and horizontally forward in fixed-wing mode between the pitch rotor unit and the fuselage structure, with a maximum angle of approximately 95°; the tilt speed is given by the flight control system based on the flight stability during the transition flight state.

[0048] The long endurance and long range of the distributed counter-rotor tiltrotor aircraft are achieved through the high lift-to-drag ratio of the wing cruise, which generates lift for the entire aircraft with relatively low power, and the high efficiency of the green hybrid power system. It decouples the direct mechanical connection between the turboshaft engine, transmission system and rotor system in the helicopter power transmission chain, and combines the turboshaft engine, generator and electric motor (EM) in the new configuration separately and efficiently to achieve a unique propulsion architecture. It uses higher energy density fuel and more efficient electrical energy conversion to achieve higher energy efficiency.

[0049] The green hybrid energy system is composed of a renewable biofuel turbine generator and a high-safety lithium battery pack, an integrated power conversion controller, a high-voltage power distribution system, and other electric drive systems. The latter accounts for 31.3% of the total weight, weighing 1000 kg. Four isolated battery packs supply power to the motor in pairs. Currently, the maximum energy density achievable by commercially available batteries is 300 Wh / kg, with laboratory tests reaching 700 Wh / kg. Compared to the energy density of fuel oil (12700 Wh / kg), comprehensive calculations and analysis yield the optimal solution: a 100 kWh high-safety and reliable battery pack with a 15C discharge rate, weighing 333.4 kg. The remaining 666.6 kg is the weight of the biofuel turbine generator system. The total weight of the 500 kW turbine engine, engine, and fuel system is approximately 300 kg, ensuring a maximum fuel capacity of over 350 kg of renewable biofuel, guaranteeing green, renewable, and recyclable use.

[0050] This aircraft avoids the rigid mechanical connection of the power transmission chain in helicopters and tiltrotor aircraft, which prevents turboshaft engines from simultaneously meeting the high-efficiency optimization requirements of the entire system in all states—such as high-power states during vertical takeoff, vertical landing, and transitional flight, and low-power states during cruise flight. This results in the drawbacks of excessive energy consumption and short range in helicopters and tiltrotor aircraft. This aircraft configuration solves the above-mentioned shortcomings of helicopters. It utilizes the unique size independence advantage of electric propulsion to ensure high-efficiency operation of the entire system (turboshaft engine, generator, electric motor, differential planetary gearbox, and counter-rotating rotor) in high-power, high-thrust states such as vertical takeoff, vertical landing, oblique climb, and deceleration descent transitional flight, as well as high-efficiency operation of the entire system in low-power states during cruise. Secondly, it selects a wing with a high cruise lift-to-drag ratio of 16-18 to provide lift for forward flight, while in fixed-wing mode, the tiltrotor is only responsible for providing thrust for forward flight, which greatly reduces energy consumption in cruise.

[0051] This aircraft replaces the bulky and complex rotor system, transmission system, and control system of helicopters and tiltrotor aircraft with six tilt-electric counter-rotor units and a green energy system. It eliminates the complex rotor cycle control mechanism of helicopters, retaining only the collective pitch mechanism of the rotor blades, resulting in an overall reliability that is about 10 times higher. At the same time, the improved reliability, reduced vibration stress level, and improved energy efficiency will lead to a significant reduction in maintenance and operating costs. Due to the 6-fold scale effect, its production cost will decrease rapidly. The manufacturing, maintenance, and operating costs of this tiltrotor configuration will be greatly reduced.

[0052] Through the above measures, this distributed counter-rotor hybrid tiltrotor aircraft eliminates the bulky, complex, and single-point-of-failure rotor system, transmission system, and control system with automatic swashplate. It adopts a configuration consisting of a distributed new power transmission chain architecture with high safety and high reliability redundancy design, six tilt-electric counter-rotor units, a high cruise lift-to-drag ratio (16-18) wing, and a green, high power-to-weight ratio hybrid power system. This successfully solves the shortcomings of helicopters, such as low safety and reliability, short range, high noise and vibration, high manufacturing cost, high maintenance cost, and high operating cost. It ensures that this distributed counter-rotor hybrid tiltrotor aircraft has a long range (over 3000 km), high speed (cruising speed 520 km / h, maximum speed 650 km / h), and high safety and high reliability (compared to the reliability of helicopters by 10%). -5 Upgraded to a distributed tiltrotor aircraft 10 -6 The goal is to achieve low noise and low vibration (cruising noise at 500m is about 45dB), and lower manufacturing, maintenance and usage costs.

[0053] Taking the distributed six-unit counter-rotor hybrid tiltrotor aircraft configuration as an example, this paper illustrates the composition, installation method, and innovation of the distributed counter-rotor hybrid tiltrotor aircraft. (See also...) Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 , Figure 6 and Figure 7 .like Figure 1 , Figure 2 and Figure 3 As shown, the distributed counter-rotor hybrid tiltrotor aircraft includes a forward tilt-electric counter-rotor nacelle 1, a forward fuselage 2, a wingtip tilt-electric counter-rotor nacelle 3, a fuselage 4, a V-tail 5, a V-tail aileron 6, a vertical tail 7, a retractable landing gear 8, a wing 9, an aileron 10, flaps 11, a green hybrid power system 12, and a tail tilt-electric counter-rotor nacelle 13. The entire aircraft adopts a distributed 6-rotor + high lift-to-drag ratio high-wing + V-tail overall aerodynamic layout, and the retractable landing gear reduces wind resistance during cruise.

[0054] like Figure 4As shown, the main typical component of the distributed counter-rotor hybrid tiltrotor aircraft, consisting of the front tilt-electric counter-rotor nacelle 1, the wingtip tilt-electric counter-rotor nacelle 3, and the tail tilt-electric counter-rotor nacelle 13, is the tilt-electric counter-rotor unit. The tilt-electric counter-rotor unit includes: a front fairing 20, a rear pitch electric variable-pitch actuator 21, a front pitch electric variable-pitch actuator 22, a 3-bladed front rotor hub 23, and a front rotor with down-swept winglets at the tip. 24. Blade, 25. Front rotor pitch control mechanism, 26. Front rotor bearing assembly, 27. Front rotor pitch control pin, 28. Flexible external spline shaft, 29. Front rotor hub and rear rotor hub connecting bearing assembly, 30. Rear rotor pitch control mechanism, 31. Three-bladed rear rotor hub, 32. Rear rotor blade with down-swept winglet tip, 33. Rear rotor bearing assembly, 34. Rear rotor pitch control pin, 35. Differential planetary reducer, 36. DC permanent magnet motor, 37. Power line control line riser assembly.

[0055] The positioning boss at the output end of the DC permanent magnet motor 36 and the mounting inner hole of the differential planetary reducer 35 are matched to ensure concentric positioning. The DC permanent magnet motor 36 and the casing flange of the differential planetary reducer 35 are directly connected by bolts, and the spline shaft output of the DC permanent magnet motor 36 is connected to the elastic shaft 47 of the differential planetary reducer 35.

[0056] The outer rotor shaft 42 of the differential planetary reducer 35 is concentrically positioned by its flange boss and the inner hole of the 3-bladed rear rotor hub 31, and then directly connected to the flange of the outer rotor shaft 42 and the 3-bladed rear rotor hub 31 by a bolt assembly; the 3-bladed front rotor hub 23 is connected to the 3-bladed rear rotor hub 31 through the front rotor hub and rear rotor hub connecting bearing assembly 29, which will transmit all loads of the rear rotor and all loads of the front rotor except torque; its inner rotor shaft 41 and 3-bladed... The internal spline on the front rotor hub 23 is connected by the external splines at both ends of the flexible external spline shaft 28, transmitting only torque; at the same time, the power line control line vertical tube assembly 37 passes through the center of the DC permanent magnet motor 36 and the differential planetary reducer 35, through the rear rotor pitch mechanism 30 and the front rotor pitch mechanism 25, and is connected to the rear rotor electric pitch actuator 21 and the front rotor electric pitch actuator 22 in the front fairing through the internal collector ring assembly of the power line control line vertical tube assembly 37.

[0057] Three obverse-swept winglet tips of the front rotor blades 24 are mounted on the three-bladed front rotor hub 23 via three sets of front rotor bearing assemblies 26 and front rotor pitch control pins 27, respectively. The front rotor pitch electric variable pitch actuator 22 pulls the front rotor pitch control mechanism 25 to move back and forth. The front rotor pitch control mechanism 25 drives the front rotor pitch control pins 27 to rotate clockwise or counterclockwise around the central axis of the front rotor bearing assembly 26 through its internal groove, thereby realizing the overall pitch adjustment of the front rotor blades.

[0058] Similarly, the three dihedral swept winglets of the rear rotor blades 32 are mounted on the three-bladed rear rotor hub 31 via three sets of rear rotor bearing assemblies 33 and a rear rotor pitch control pin 34. The rear rotor pitch electric variable pitch actuator 21 pulls the rear rotor pitch control mechanism 30 to move back and forth. The rear rotor pitch control mechanism 30 drives the rear rotor pitch control pin 34 to rotate clockwise or counterclockwise around the central axis of the rear rotor bearing assembly 33 through its internal groove, thereby realizing the overall pitch adjustment of the rear rotor blades.

[0059] like Figure 5 As shown, the rear propeller pitch mechanism 30 includes a tie rod 71, an inner pressure plate connecting bolt assembly 72, an inner pressure plate 73, a bidirectional tension-compression angular contact bearing 74, an outer pressure plate connecting bolt assembly 75, an outer pressure plate 76, an outer ring three-pronged component 77, and a pull fork disc 78. The three claws of the pull fork disc 78 pass through three evenly distributed grooves on the elastic external spline shaft 28. The three claws of the pull fork disc 78 are connected to the tie rod 71. The bidirectional tension-compression angular contact bearing 74 is installed between the pull fork disc 78 and the outer ring three-pronged component 77 via the inner pressure plate connecting bolt assembly 72, the inner pressure plate 73, the outer pressure plate connecting bolt assembly 75, and the outer pressure plate 76. The bidirectional tension-compression angular contact bearing 74 ensures that the tie rod 71, the pull fork disc 78, the inner pressure plate connecting bolt assembly 72, and the inner pressure plate 73 follow the elastic... The outer spline shaft 28 and the 3-bladed front rotor hub 23 rotate; at the same time, the outer ring three-pronged component 77, the outer pressure plate connecting bolt assembly 75, and the outer pressure plate 76 rotate in the opposite direction with the 3-bladed rear rotor hub 31, so that they rotate in the opposite direction with the front and rear rotors respectively; at the same time, it is also ensured that the tie rod 71 can pull the tie fork disc 78, the bidirectional tension and pressure angular contact bearing 74, and the outer ring three-pronged component 77 to move back and forth when rotating in the opposite direction with the front and rear rotors, so as to realize the total pitch adjustment of the rear rotor blades.

[0060] The rear pitch electric variable pitch actuator 21 is connected to the front pitch electric variable pitch actuator 22. The outer frame of the front pitch electric variable pitch actuator 22 is connected to the 3-bladed front rotor hub 23. The inner shaft of the front pitch electric variable pitch actuator 22 is connected to the flange of the front pitch mechanism 25. The output flange of the rear pitch electric variable pitch actuator 21 is connected to the flange of the rear pitch mechanism 30 by bolt assembly. The straight tube of the rear pitch mechanism 30 passes directly through the straight tube of the front pitch mechanism 25. The front fairing 20 encloses the rear pitch electric variable pitch actuator 21 and the front pitch electric variable pitch actuator 22 and is connected to the 3-bladed front rotor hub 23.

[0061] The above structure enables the electric drive of the front and rear rotors to counter-rotate and to change the collective pitch of the front and rear rotor blades.

[0062] like Figure 6As shown, the differential planetary reducer 35 includes: an inner rotor shaft 41, an outer rotor shaft 42, a driven internal gear ring 43 connected to the outer rotor shaft 42, an intermediate planetary gear 44, an outer planetary gear 45, a double-tooth sun gear 46, and an elastic shaft 47. The differential planetary reducer has two degrees of freedom. To ensure that the motor's operating state remains unchanged, the torques of the inner and outer rotor shafts need to be equal. The inner rotor shaft 41 is connected to the front rotor hub 23, the outer rotor shaft 42 is connected to the rear rotor hub 31, and the elastic shaft 47 is connected to the output shaft of the DC permanent magnet motor 36. Both the front and rear rotors have matching pitch electric pitch-changing mechanisms, which work together with the differential planetary reducer 35 to achieve opposite rotation directions, equal speeds, and equal torques for the front and rear rotors.

[0063] like Figure 7 As shown, the green hybrid power energy system 12 adopts a series architecture hybrid power system, which consists of an aircraft integrated flight control system 56, a green biofuel tank 63, a turboshaft engine 51, a FADEC electronic speed controller 52, an alternator 53, an integrated power conversion controller 55, a motor controller 58, a supercapacitor 60, a lithium battery energy storage power battery 61, and a battery controller BMS 62.

[0064] The integrated flight control system 56 controls the electric booster pump and turboshaft engine 51 in the green biofuel tank 63 to generate pressure and suction, drawing the green bio-renewable fuel in the green biofuel tank 63 into the turboshaft engine 51 for injection, atomization, mixing, and combustion. This is converted into mechanical kinetic energy, which is output by the turbine shaft to drive the high power-to-weight ratio AC generator 53. The AC power generated is converted into DC power by the controllable rectifier 54 and bidirectional DC-DC module 57 in the integrated power conversion controller 55. This DC power is then fed into four independently separated lithium-ion battery storage power batteries 61 and supercapacitors 60, or directly into the motor controller 58, which then drives the DC permanent magnet motor 36. Simultaneously, the DC power in the lithium-ion battery storage power batteries 61 can also be converted into suitable DC power by the bidirectional DC-DC module 57 in the integrated power conversion controller 55. This DC power, along with the supercapacitor 60, passes through the motor controller 58 to drive the DC permanent magnet motor 36. The motor then passes through the differential planetary reducer 35 to reduce speed, increase torque, and output bidirectional counter-rotating power, driving the front and rear rotors of the counter-rotating rotor 59 to rotate in opposite directions.

[0065] In helicopter mode, the maximum power of the electric motor during vertical takeoff, vertical landing, and transitional flight is about twice the maximum power of the turbine shaft engine 51 and the alternator 53. During high-power conditions such as vertical takeoff, vertical landing, and transitional flight in helicopter mode, the turbine shaft engine 51 and the alternator 53 operate at full load, together with the lithium-ion battery 61 and the supercapacitor 60 for high-rate rapid discharge, to meet the usage requirements of maximum power and extreme conditions.

[0066] When the distributed counter-rotor tiltrotor aircraft is in high-power states such as vertical takeoff, vertical landing, and oblique climb and deceleration descent during transitional flight in helicopter mode, the aircraft integrated flight control system 56 provides control signals to the FADEC ESC 52, battery controller BMS 62, controllable rectifier 54, bidirectional DC-DC module 57, and motor controller 58. This allows the electrical energy in the lithium-ion battery storage power battery 61 to be converted into suitable DC power by the bidirectional DC-DC module 57. At the same time, the turboshaft engine 51 in the green turboshaft generator system drives the AC generator 53 to generate AC power, which is then rectified into DC power by the controllable rectifier 54 in the integrated power conversion controller 55. The supercapacitor 60 can directly and rapidly discharge to the motor controller 58 to meet the transient power requirements caused by transient airflow, etc. Together, the six motor controllers 58 supply power to the six DC permanent magnet motors 36, driving the six sets of tilt-rotor electric counter-rotor units, and the rotors generate maximum thrust.

[0067] When in fixed-wing mode, the aircraft's integrated flight control system 56 sends control signals to the FADEC ESC 52, battery controller BMS 62, controllable rectifier 54, bidirectional DC-DC module 57, and motor controller 58, allowing the turboshaft engine 51 and alternator 53 in the green turboshaft generator system to operate at full load in the high-efficiency region to generate alternating current. This alternating current is then converted into direct current by the controllable rectifier 54 in the integrated power conversion controller 55. This direct current is first supplied to the DC permanent magnet motor 36 through the motor controller 58 to drive the counter-rotating rotor 59 to rotate and propel the aircraft forward. Any excess direct current can be directly charged into the supercapacitor 60 and converted into suitable voltage direct current by the bidirectional DC-DC module 57 in the integrated power conversion controller 55 to charge the four independently separated lithium-ion battery storage power batteries 61. This replenishes the energy consumed by the lithium-ion battery storage power batteries 61 during vertical takeoff and transitional flight. This is the energy replenishment process of the lithium-ion battery storage power batteries 61.

[0068] Once the lithium-ion battery 61 is fully charged, the aircraft's integrated flight control system 56 sends control signals to the FADEC ESC 52, battery controller BMS 62, controllable rectifier 54, bidirectional DC-DC module 57, and motor controller 58. The green turbine generator system is shut down, and the lithium-ion battery 61 converts the current into a suitable voltage DC power through the bidirectional DC-DC module 57 in the integrated power conversion controller 55. Together with the supercapacitor 60, the current is supplied to the six permanent magnet DC motors 36 through the six motor controllers 58, driving the six sets of tilt-rotor rotors 59. The rotors generate forward thrust, which is the discharge process of the lithium-ion battery 61.

[0069] Until the lithium-ion battery's (SOC) power drops to a certain percentage, such as 20%, the green turbine generator system is restarted to work at full load to replenish the lithium-ion battery 61 and the supercapacitor 60. This process is repeated, keeping the green turbine generator system in its most efficient operating range to generate electricity. This achieves the decoupling of the mechanical connection between the rotor and the green turbine generator system. They operate in their respective efficient ranges throughout the entire flight envelope, enabling the aircraft to achieve its full range.

[0070] The key features of this invention, "A Distributed Counter-rotor Hybrid Tiltrotor Aircraft," are as follows:

[0071] Based on an integrated design concept and layout encompassing multiple systems across the entire aircraft, and adhering to the design principles of high safety, high reliability, and appropriate redundancy, it innovatively proposes a combined overall aircraft solution featuring a high-safety, high-reliability distributed new power transmission chain configuration, a tilt-rotor electric counter-rotor unit, a low-noise, high-efficiency rotor design, a differential planetary gearbox, a green hybrid power energy system, and a high cruise lift-to-drag ratio of 16-18 high-mounted high-wing aircraft. Compared to helicopters and tilt-rotor aircraft, Figure 1 and Figure 2 The novel distributed electric counter-rotor hybrid tiltrotor aircraft configuration shown eliminates the bulky, complex, and single-point-of-failure rotor system, transmission system, and control system with automatic swashplate. This new configuration employs a highly safe, highly reliable, and appropriately redundant distributed powertrain architecture and six distributed, low-noise tiltrotor electric counter-rotor units. It constructs a highly reliable and safe powertrain that eliminates single-point-of-failure modes, significantly improving the overall safety and reliability of the aircraft, achieving an overall reliability of approximately 10. -6 ; far exceeding the typical helicopter's overall reliability of approximately 10. -5 It has the capability to continue performing missions in OEI state; it has achieved the design of the overall aerodynamic shape and aerodynamic drag value according to the target of cruise speed of 520 km / h and maximum speed of 650 km / h, and designed a high-wing airfoil combination configuration scheme with a cruise lift-to-drag ratio of 16-18, which ensures the high speed of the aircraft.

[0072] To achieve high rotor efficiency, the counter-rotor unit relies on CFD aerodynamic optimization design of rotor blade airfoils, anti-sweep winglets, and counter-rotor configuration, among other design technologies. This results in a 13%-20% increase in aerodynamic efficiency and twice the thrust of a single rotor. Its overall external torque is about 5% of that of a single rotor, significantly reducing the load level and design complexity transmitted to the aircraft structure and ensuring the high efficiency of the counter-rotor.

[0073] Based on the low-noise design concept of rotor blades, the low-noise measures of the rotor blades first adopt low disk load and low tip linear velocity design technology, and at the same time adopt high rigidity blades and high overlap ratio herringbone helical differential planetary reducer design technology. The combined result is that the cruise noise of this distributed counter-rotating tiltrotor aircraft is about 45dB, which is much lower than the current conventional helicopter cabin noise of 100dB and noise at 50m of 120dB, representing a significant reduction in noise level.

[0074] Based on the goal of achieving counter-rotating rotors with opposing front and rear rotors, equal rotational speeds, and adjustable pitch, a system was constructed as follows: Figure 5 The herringbone helical differential planetary reducer shown is as follows: Figure 4 The diagram shows the structure, motion, and load transfer of the counter-rotating variable pitch rotor assembly.

[0075] Its long endurance and long range, based on the tiltrotor design, are achieved through a green hybrid power system and a wing with a cruise lift-to-drag ratio of 16-18. The green hybrid power system decouples the direct mechanical connection between the turboshaft engine, transmission system, and rotor system, and efficiently combines the turboshaft engine, generator, and electric motor (EM) to achieve a unique propulsion architecture. It utilizes high-energy-density fuel and the turboshaft engine to achieve more efficient energy utilization by converting electrical energy more efficiently within the full envelope. The design features an excellent overall aerodynamic shape, low drag value, and a wing airfoil configuration with a cruise lift-to-drag ratio of 16-18. In fixed-wing mode, the wing provides lift for forward flight, while the tiltrotor only provides thrust for forward flight, greatly reducing energy consumption in cruise mode. The estimated range is over 5000 km.

[0076] Furthermore, this aircraft replaces the massive and complex rotor system, transmission system, and control system of helicopters and tiltrotor aircraft with six tilt-electric counter-rotor units and a green energy system. It eliminates the complex rotor cycle control mechanism of helicopters, retaining only the collective pitch mechanism of the rotor blades, resulting in an overall reliability that is about 10 times higher. At the same time, the improved reliability, reduced vibration stress level, and improved energy efficiency will lead to a significant reduction in maintenance and operating costs. Due to the 6-fold scale effect, its production cost will decrease rapidly. The manufacturing, maintenance, and operating costs of this tiltrotor configuration will be greatly reduced.

[0077] The combination of the above key features ensures that the aircraft has a long range (over 3000 km), high speed (cruising speed 520 km / h, maximum speed 650 km / h), high safety, and high reliability (compared to the reliability of helicopters by 10). -5 Upgraded to a distributed tiltrotor aircraft 10 -6 The design goals are low noise and low vibration (cruising noise at 500m is about 45dB) and lower manufacturing, maintenance and use costs.

[0078] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A distributed contra-rotating rotor hybrid tiltrotor aircraft, characterized in that, The application relates to a green hybrid power energy system, a vertical tail, a V-shaped tail wing, a V-shaped tail wing aileron, a fuselage, a wing end tilting electric contrarotating rotor nacelle, a front cabin, a front tilting electric contrarotating rotor nacelle, a body, a V-shaped tail wing, a V-shaped tail wing aileron, a vertical tail, a retractable landing gear, a wing, an aileron, a flap, a green hybrid power energy system and a tail tilting electric contrarotating rotor nacelle, wherein the front cabin is fixed to the front of the wing, the wing is provided with an aileron and a flap, the front tilting electric contrarotating rotor nacelle is hinged to the other end of the front cabin, the V-shaped tail wing is provided with a V-shaped tail wing aileron, the vertical tail is arranged below the V-shaped tail wing, the tail tilting electric contrarotating rotor nacelle is arranged at the end of the V-shaped tail wing, the wing end tilting electric contrarotating rotor nacelle is arranged at the end of the wing, the retractable landing gear is arranged below the body, and the green hybrid power energy system is used for supplying power to the motors in the front tilting electric contrarotating rotor nacelle, the wing end tilting electric contrarotating rotor nacelle and the tail tilting electric contrarotating rotor nacelle. Rotor units are arranged in the wing end tilting electric contrarotating rotor nacelles at the wing tips of the left and right wings, rotor units are arranged in the front tilting electric contrarotating rotor nacelles in front of the left and right wings, and rotor units are arranged in the tail tilting electric contrarotating rotor nacelles on the two sides of the V-shaped tail wing, The six distributed rotor units are all coaxial counter-rotating upper and lower propeller configurations, the rotation directions of the rotor units in the six rotor units are as follows: the rotation directions of adjacent and opposite rotor units are opposite, that is, the front left, the middle right and the rear left are clockwise, and the front right, the middle left and the rear right are counterclockwise, The six rotor units are all tilting electric contrarotating rotor units, the tilting electric contrarotating rotor unit comprises a front fairing, a rear pitch electric variable-pitch actuator, a front pitch electric variable-pitch actuator, a 3-blade front rotor hub, a front rotor blade with a lower reverse backward swept wing tip, a front pitch variable-pitch mechanism, a front pitch bearing assembly, a front pitch variable-pitch pin disc, an elastic outer spline shaft, a front rotor hub and rear rotor hub connecting bearing assembly, a rear pitch variable-pitch mechanism, a 3-blade rear rotor hub, a rear rotor blade with a lower reverse backward swept wing tip, a rear pitch bearing assembly, a rear pitch variable-pitch pin disc, a differential planetary reducer, a direct current permanent magnet motor and a power line control line vertical pipe assembly, wherein ​ ​ The output positioning boss of the direct current permanent magnet motor and the mounting hole of the differential planetary reducer are matched to ensure concentric positioning. The motor case flange plate of the direct current permanent magnet motor and the differential planetary reducer is directly connected by stud assembly. The output spline shaft of the direct current permanent magnet motor is connected with the elastic shaft of the differential planetary reducer. The outer rotor shaft of the differential planetary reducer is matched with the 3-blade tail rotor hub in concentric positioning through the flange boss of the outer rotor shaft and the inner hole of the 3-blade tail rotor hub, and then the flange plate of the outer rotor shaft and the 3-blade tail rotor hub are directly connected by stud assembly. The 3-blade front rotor hub is connected with the 3-blade tail rotor hub through the front rotor hub and tail rotor hub connecting bearing assembly, and all loads of the tail rotor and all loads of the front rotor except torque are transmitted. The inner spline on the inner rotor shaft of the differential planetary reducer and the 3-blade front rotor hub is connected through the elastic outer spline shaft, and only torque is transmitted. Meanwhile, the power line control line vertical pipe assembly also passes through the rear paddle variable pitch mechanism and the front paddle variable pitch mechanism from the center of the direct current permanent magnet motor and the differential planetary reducer, and the rear pitch electric variable pitch actuator and the front pitch electric variable pitch actuator in the front fairing are connected through the internal current collector ring assembly of the power line control line vertical pipe assembly. The front rotor blades of the 3-piece lower reverse swept wing tips are respectively installed on the 3-blade front rotor hub through 3 groups of front paddle bearing assemblies and front paddle variable pitch pin plates. The front pitch electric variable pitch actuator drags the front paddle variable pitch mechanism to move forward and backward, and the front paddle variable pitch mechanism drives the front paddle variable pitch pin plate to rotate clockwise or counterclockwise around the central axis of the front paddle bearing assembly through the internal sliding groove of the front paddle variable pitch mechanism, so as to realize the total pitch adjustment of the front rotor blades. The rear rotor blades of the 3-piece lower reverse swept wing tips are respectively installed on the 3-blade tail rotor hub through 3 groups of rear paddle bearing assemblies and rear paddle variable pitch pin plates. The rear pitch electric variable pitch actuator drags the rear paddle variable pitch mechanism to move forward and backward, and the rear paddle variable pitch mechanism drives the rear paddle variable pitch pin plate to rotate clockwise or counterclockwise around the central axis of the rear paddle bearing assembly through the internal sliding groove of the rear paddle variable pitch mechanism, so as to realize the total pitch adjustment of the rear rotor blades.

2. The distributed contra-rotating wing hybrid tilt-rotor aircraft according to claim 1, characterized in that, The green hybrid power energy system adopts a series type framework hybrid power system.

3. The distributed contra-rotating wing hybrid tilt-rotor aircraft according to claim 2, characterized in that, The rear paddle variable pitch mechanism comprises a pull rod, an inner pressure plate connecting stud assembly, an inner pressure plate, a bidirectional pull pressure angle contact bearing, an outer pressure plate connecting stud assembly, an outer pressure plate, an outer ring three-pronged piece and a pull fork disc. The three claws of the pull fork disc pass through the three evenly distributed sliding grooves arranged on the elastic outer spline shaft, and the three claws of the pull fork disc are connected with the pull rod. The pull fork disc and the outer ring three-pronged piece are connected through the inner pressure plate connecting stud assembly, the inner pressure plate, the outer pressure plate connecting stud assembly, the outer pressure plate and the bidirectional pull pressure angle contact bearing. The bidirectional pull pressure angle contact bearing ensures that the pull rod, the pull fork disc, the inner pressure plate connecting stud assembly and the inner pressure plate rotate with the elastic outer spline shaft and the 3-blade front rotor hub. At the same time, the outer ring three-pronged piece, the outer pressure plate connecting stud assembly and the outer pressure plate rotate in the opposite direction with the 3-blade tail rotor hub, so that they rotate in opposite directions with the front rotor and the rear rotor respectively. At the same time, under the condition of rotating in opposite directions with the front rotor and the rear rotor, the pull rod can drag the pull fork disc, the bidirectional pull pressure angle contact bearing and the outer ring three-pronged piece to move forward and backward, so as to realize the total pitch adjustment of the rear rotor blades.

4. The distributed contra-rotating wing hybrid tilt-rotor aircraft according to claim 3, characterized in that, The rear pitch electric variable-pitch actuator is connected with the front pitch electric variable-pitch actuator, the outer frame of the front pitch electric variable-pitch actuator is connected with the 3-blade front rotor hub, the inner shaft of the front pitch electric variable-pitch actuator is connected with the flange of the front pitch variable-pitch mechanism, the output flange of the rear pitch electric variable-pitch actuator is connected with the flange plate of the rear pitch variable-pitch mechanism through a bolt assembly, the straight pipe of the rear pitch variable-pitch mechanism directly penetrates through the straight pipe of the front pitch variable-pitch mechanism, and the front fairing wraps the rear pitch electric variable-pitch actuator and the front pitch electric variable-pitch actuator therein and is directly connected with the 3-blade front rotor hub.

5. The distributed contra-rotating wing hybrid tilt-rotor aircraft according to claim 4, characterized in that, The differential planetary reducer comprises an inner rotor shaft, an outer rotor shaft, a driven inner gear ring, an intermediate planetary gear, an outer-rotor planetary gear, a double-tooth sun gear and an elastic shaft, wherein, The differential planetary reducer has two degrees of freedom, the torque of the inner rotor shaft and the torque of the outer rotor shaft are equal, the inner rotor shaft is connected with the front rotor hub, the outer rotor shaft is connected with the rear rotor hub, one end of the elastic shaft is connected with the output shaft of the DC permanent magnet motor, the other end of the elastic shaft is connected with the double-tooth sun gear, the double-tooth sun gear is engaged with the outer-rotor planetary gear, the outer-rotor planetary gear is coaxially connected with the intermediate planetary gear, and the driven inner gear ring is engaged with the intermediate planetary gear.

6. The distributed contra-rotating wing hybrid tilt-rotor aircraft according to claim 5, characterized in that, The overall aerodynamic layout is distributed 6-rotor + upper single-wing high-lift-drag ratio wing + V-tail.

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