Tiltrotor matrix distributed vehicle and carrier

Abstract

The application relates to the field of aircrafts, and provides a tilt-rotor matrix distributed aircraft and a carrying device. According to the tilt-rotor matrix distributed aircraft provided by the application, a support arm and a wing are simultaneously arranged, the working states of the support arm and the wing are decoupled, the wing is always in a fixed state, the tilting of rotors is realized by the rotation of the support arm, the support arm tilts together with a rotor assembly arranged thereon, the downwash airflow of the rotor assembly is always kept from being blocked as much as possible, the rotor lift loss is reduced, the wing in the fixed state obtains sufficient lift by increasing the level flight speed during the tilting of the rotor, and the tilting process is smoothly transferred. The rotor assemblies are connected with the fuselage through the support arms, the distance between the rotor assemblies and the support parts of the fuselage is short, the support stiffness of the fuselage to the support arms is large, the rotary flutter problem between the rotor assemblies and the support arms is easily weakened by adjusting the stiffness design of the support arms, the rotary flutter boundary speed is improved, and a larger level flight speed is obtained.

Description

Technical Field

[0001] This application relates to the field of aircraft, and in particular to a tiltrotor matrix distributed aircraft and its carrier device. Background Technology

[0002] With the booming development of the low-altitude economy, various types of vertical takeoff and landing (VTOL) aircraft, such as compound wings and tiltrotor aircraft, have emerged in large numbers. Among them, tiltrotor aircraft, due to their higher forward speed and better flight efficiency, have become the main direction of future technological development for VTOL aircraft.

[0003] Currently, there are two main types of tiltrotor designs: The first type is a partial tiltrotor design, where the array of rotors on the canard can tilt forward, while the array of rotors on the trailing edge of the wing are fixed and only operate during vertical takeoff and landing; after level flight, their blades are locked. The second type is a full tiltrotor design, such as the Joby S4 tiltrotor aircraft, the V-22, and the V-280 tiltrotor aircraft, where all rotors can tilt forward or backward.

[0004] However, the first scheme has obvious problems with forced vibration of the blades, and the maximum takeoff weight is generally in the ton range. The second scheme has lower safety and stability, and the maximum takeoff weight is also limited. Summary of the Invention

[0005] In view of this, this application provides a tiltrotor matrix distributed aircraft and a carrier device, with the aim of solving the above-mentioned technical problems to a certain extent.

[0006] The first aspect of this application provides a tiltrotor matrix distributed aircraft, the tiltrotor matrix distributed aircraft comprising: Multiple side fuselage assemblies are arranged side by side along a first horizontal direction; Multiple power mechanisms are provided, each corresponding to one of the multiple side fuselage components. Each power mechanism includes a first power system and a second power system. The first power system and the second power system are both provided on the corresponding side fuselage components. The first power system and the second power system are arranged side by side along a second horizontal direction, which is perpendicular to the first horizontal direction. Wings, which are connected to the plurality of side fuselage components; Both the first power system and the second power system include: A support arm that extends along the first horizontal direction and is connected to the corresponding side fuselage assembly, the support arm having a first end and a second end that are opposite to each other in the first horizontal direction; A first tilting rotor assembly and a second tilting rotor assembly, wherein the first rotor assembly and the second rotor assembly are respectively disposed at the first end and the second end; The arm rotates about an axis extending in a first horizontal direction to tilt both the first tilt rotor assembly and the second tilt rotor assembly, while the attitude of the wing is fixed relative to the plurality of side fuselage assemblies.

[0007] Based on the above technical solutions, optionally, The first power system includes at least two first rotor components, wherein the at least two first rotor components are two first rotor components spaced apart in the first horizontal direction; The second power system includes at least two second rotor components, wherein the at least two second rotor components are two second rotor components spaced apart in the first horizontal direction.

[0008] Based on the above technical solutions, optionally, The first power system includes at least two first rotor components, wherein the at least two first rotor components are two first rotor components spaced apart in the first horizontal direction; The distance between the first end of the support arm and the corresponding side fuselage assembly is 1.01 to 3 times the radius of the first rotor component.

[0009] Based on the above technical solutions, optionally, The support arm includes a beam web and a skin covering the outside of the beam web, and the thickness of the skin and the beam web is 1~100mm.

[0010] Based on the above technical solutions, optionally, The cross-sectional shape of the support arm can be symmetrical airfoil, circular, elliptical, rhomboid, or teardrop-shaped.

[0011] Based on the above technical solutions, optionally, The power of the first power system and the second power system is 1kW~10MW.

[0012] Based on the above technical solutions, optionally, The first power system is located at the front of the tiltrotor matrix distributed aircraft, and the second power system is located at the rear of the tiltrotor matrix distributed aircraft. The height difference between the first power system and the wing is 0 to 3 times the radius of the first rotor component. The height difference between the second power system and the wing is 0 to 3 times the radius of the second rotor component.

[0013] Based on the above technical solutions, optionally, The first power system is located at the front of the tiltrotor matrix distributed aircraft, and the second power system is located at the rear of the tiltrotor matrix distributed aircraft. The distance between the first power system and the wing is 1 to 5 times the radius of the first rotor component. The distance between the second power system and the wing is 1 to 5 times the radius of the second rotor component.

[0014] Based on the above technical solutions, optionally, The wing's attitude change angle relative to the plurality of side fuselage components ranges from -5° to 15°.

[0015] A second aspect of this application provides a transport device comprising the tiltrotor matrix distributed aircraft described above.

[0016] Thus, according to the tilt rotor matrix distributed aircraft provided in this application, both support arms and wings are set up to decouple the working states of the support arms and wings. The wings are always in a fixed state, and the tilting of the rotor is achieved by the rotation of the support arms. The support arms tilt together with the rotor assembly set on them, so that the downwash airflow to the rotor assembly is always kept to a minimum, thereby reducing the loss of rotor lift. At the same time, the fixed wing obtains sufficient lift by increasing the level flight speed during the rotor tilting process, so that the tilting process can achieve a smooth transition.

[0017] According to the tiltrotor matrix distributed aircraft provided in this application, the rotor components are all connected to the fuselage through the support arms. The distance between the rotor components and the supporting parts of the fuselage is short, and the support stiffness of the fuselage to the support arms is large. It is easy to reduce the gyroscopic flutter problem between the rotor components and the support arms by adjusting the stiffness design of the support arms, thereby increasing the gyroscopic flutter boundary speed and obtaining a larger level flight speed.

[0018] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0019] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 A schematic diagram of a three-dimensional view of a first example of a tiltrotor matrix distributed aircraft provided according to an embodiment of this application is shown.

[0021] Figure 2 A schematic diagram of yet another three-dimensional view of a first example of a tiltrotor matrix distributed aircraft provided according to an embodiment of this application is shown.

[0022] Figure 3 A schematic diagram of a second example of a tiltrotor matrix distributed aircraft provided according to an embodiment of this application is shown.

[0023] Figure 4 A schematic diagram of a three-dimensional view of a third example of a tiltrotor matrix distributed aircraft provided according to an embodiment of this application is shown.

[0024] Figure 5 A schematic diagram of a third-dimensional view of a fourth example of a tiltrotor matrix distributed aircraft provided according to an embodiment of this application is shown.

[0025] Figure 6 A schematic diagram of yet another three-dimensional view of a fourth example of a tiltrotor matrix distributed aircraft provided according to an embodiment of this application is shown.

[0026] Figure 7 A schematic diagram of yet another three-dimensional view of a fourth example of a tiltrotor matrix distributed aircraft provided according to an embodiment of this application is shown.

[0027] Figure label: 110 - Side fuselage; 120 - Mid-fuselage; 210 - Support arm; 220 - First tilt rotor assembly; 230 - Second tilt rotor assembly; 300 - Wing. Detailed Implementation

[0028] The technical solutions of this application will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this application. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0029] In the description of this application, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application 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 limitations on this application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0030] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0031] Furthermore, the technical solutions of the various embodiments can be combined with each other, but only if they are based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be considered that such combination of technical solutions does not exist and is not within the scope of protection claimed in this application.

[0032] According to a first aspect of the embodiments of this application, a tiltrotor matrix distributed aircraft is provided, which will be described below in conjunction with... Figures 1 to 7 A detailed description of the structure and working principle of the tiltrotor matrix distributed aircraft.

[0033] The first aspect of this application provides a tiltrotor matrix distributed aircraft, which includes multiple side fuselage components, multiple power mechanisms, and wings 300.

[0034] In the embodiment, the above-mentioned multiple side fuselage components are arranged side by side along a first horizontal direction, and the above-mentioned multiple power mechanisms are arranged one-to-one with the multiple side fuselage components. The power mechanism includes a first power system and a second power system. The first power system and the second power system are both arranged on the corresponding side fuselage components. The first power system and the second power system are arranged side by side along a second horizontal direction, and the second horizontal direction is perpendicular to the first horizontal direction.

[0035] In this embodiment, the wing 300 can be connected to the multiple side fuselage components described above, and both the first power system and the second power system include a boom 210, a first tiltrotor assembly 220, and a second tiltrotor assembly 230.

[0036] In one embodiment, the support arm 210 extends along a first horizontal direction and is connected to the corresponding side fuselage assembly. The support arm 210 has a first end and a second end that are opposite to each other in the first horizontal direction. The first rotor assembly and the second rotor assembly are respectively disposed at the first end and the second end. The support arm 210 rotates about an axis extending along the first horizontal direction to drive the first tilt rotor assembly 220 and the second tilt rotor assembly 230 to tilt. The attitude of the wing 300 is fixed relative to the multiple side fuselage assemblies.

[0037] Thus, according to the tilt rotor matrix distributed aircraft provided in the embodiments of this application, the support arm 210 and the wing 300 are set at the same time, so that the working states of the support arm 210 and the wing 300 are decoupled. The wing 300 is always in a fixed state, and the tilting of the rotor is achieved by the rotation of the support arm 210. The support arm 210 tilts together with the rotor assembly set on it, so that the downwash airflow to the rotor assembly is always kept to a minimum, thereby reducing the loss of rotor lift. At the same time, the fixed wing 300 obtains sufficient lift by increasing the level flight speed during the rotor tilting process, so that the tilting process can achieve a smooth transition.

[0038] According to the tiltrotor matrix distributed aircraft provided in the embodiments of this application, the rotor components are all connected to the fuselage through the support arm 210. The distance between the rotor components and the supporting parts of the fuselage is short, and the support stiffness of the fuselage to the support arm 210 is large. It is easy to reduce the gyroscopic flutter problem between the rotor components and the support arm 210 by adjusting the stiffness design of the support arm 210, thereby increasing the gyroscopic flutter boundary speed and obtaining a larger level flight speed.

[0039] According to the tilt rotor matrix distributed aircraft provided in the embodiments of this application, in the embodiments, the first power system may include at least two first rotor components, the aforementioned at least two first rotor components including two first rotor components spaced apart in a first horizontal direction.

[0040] Similarly, in an embodiment, the second power system may include at least two second rotor components, the aforementioned at least two second rotor components including two second rotor components spaced apart in a first horizontal direction.

[0041] According to the tiltrotor matrix distributed aircraft provided in the embodiments of this application, as an example, both the first power system and the second power system can be provided with two rotor components. Taking the first power system as an example, the two first rotor components can be connected to both ends of the support arm 210.

[0042] According to the tiltrotor matrix distributed aircraft provided in the embodiments of this application, the distance between the first end of the support arm 210 and the corresponding side fuselage assembly is 1.01 to 3 times the radius of the first rotor component. Similarly, the distance between the second end of the support arm 210 and the corresponding side fuselage assembly is 1.01 to 3 times the radius of the second rotor component. Specifically, since the first tiltrotor assembly 220 provided at the first end of the support arm 210 includes the first rotor component, and the second tiltrotor assembly 230 provided at the second end of the support arm 210 includes the second rotor component, the distance between the first end of the support arm 210 and the side fuselage assembly it belongs to satisfies the aforementioned range, and the distance between the second end of the support arm 210 and the side fuselage assembly it belongs to also satisfies the above range.

[0043] In the embodiment, it should be noted that since the support arm 210 extends along the first horizontal direction, the corresponding side fuselage assembly can also extend along the first horizontal direction. Therefore, the distances from both ends of the support arm 210 to the corresponding side fuselage assembly can be the same. In other words, the first rotor assembly and the second rotor assembly can also use the same rotor assembly.

[0044] In this embodiment, taking the first end of the support arm 210 as an example, when the distance is less than 1.01 times the radius of the first rotor component, the rotor tip is prone to interference with the side fuselage assembly, and when the rotor tip rotates at high speed, it is prone to interference with the airflow on the surface of the side fuselage assembly, resulting in significant interference drag. However, when the distance is large, i.e., more than 3 times the radius of the first rotor component, the length of the support arm 210 becomes too large, leading to a decrease in the stiffness of the support arm 210 and insufficient support stiffness for the rotor. To obtain greater support stiffness, the cross-sectional area or thickness of the support arm 210 must be increased, resulting in an increase in structural weight. The distance, within the range of 1.01 to 3 times the radius of the first rotor component, comprehensively considers both airflow interference and structural stiffness issues, reducing interference drag while avoiding excessive increase in structural weight.

[0045] Specifically, the above multiples can be 1.1, 1.2, 1.3, 1.4, 1.5, 1.6, 1.7, 1.8, 1.9, 2.0, 2.1, 2.2, 2.3, 2.4, 2.5, 2.6, 2.7, 2.8, or 2.9.

[0046] According to the tiltrotor matrix distributed aircraft provided in the embodiments of this application, the support arm 210 may include a beam web and a skin covering the outside of the beam web, the thickness of the skin and the beam web being 1~100mm.

[0047] Specifically, if the thickness of the skin and web of the boom 210 is less than 1mm, the manufacturing and assembly will be more difficult, and it will be prone to deformation under load, making it difficult to maintain the support stiffness of the boom 210 for the rotor. However, if it is greater than 100mm, the parts will be more difficult to process and manufacture, and the connection will be difficult, and the structural weight will be too large. In the range of 1 to 100mm, considering the support stiffness of the boom 210 and the processing technology, the structural weight is smaller.

[0048] It should be noted that the thickness of both the skin and the beam web is 1~100mm, but they do not need to be the same. The thickness values ​​within this range can be 10, 15, ..., 50, 55, ..., 90 or 95.

[0049] According to the tilt rotor matrix distributed aircraft provided in the embodiments of this application, the cross-sectional shape of the support arm 210 is a symmetrical airfoil, a circle, an ellipse, a rhombus, or a teardrop shape.

[0050] According to the tiltrotor matrix distributed aircraft provided in the embodiments of this application, the power of the first power system and the second power system is 1kW~10MW. Here, power refers to the total power of all rotor components in each power system.

[0051] In this embodiment, when the power is less than 1 kW, the thrust generated by the propeller is only a few kilograms. Even with a matrix distributed power system, the total thrust is relatively small and cannot meet the takeoff weight requirements of several tons or even hundreds of tons. However, if the power is greater than 10 MW, the design technology is more difficult, and the power of a single power system is too large. In the event of a single rotor component failure, the requirements for the remaining power units are too high, making it difficult to ensure safe takeoff and landing in the event of a single engine failure. However, with a power range of 1 kW to 10 MW, a matrix distributed power system (i.e., the first rotor component and the second rotor component are arranged together in a matrix according to the first horizontal direction and the second horizontal direction) can be used to combine motors with different power ranges to meet the takeoff weight requirements of several tons or even hundreds of tons. Therefore, the range of 1 kW to 10 MW was chosen.

[0052] According to the tiltrotor matrix distributed aircraft provided in the embodiments of this application, the above power values ​​can be, for example, 2, 3, 4, 5, 6, 7, 8 or 9.

[0053] According to the tiltrotor matrix distributed aircraft provided in the embodiments of this application, the first power system is located on the front side of the tiltrotor matrix distributed aircraft, and the second power system is located on the rear side of the tiltrotor matrix distributed aircraft. The height difference between the first power system and the wing 300 is 0 to 3 times the radius of the first rotor component, and the height difference between the second power system and the wing 300 is 0 to 3 times the radius of the second rotor component.

[0054] In the embodiments, it should be noted that the height difference between the first power system and the wing 300 and the height difference between the second power system and the wing 300 do not necessarily have to be the same.

[0055] In this embodiment, the height difference between the power system and the wing 300 is designed to reduce the impact of the rotor wake generated by the power system on the aerodynamic performance of the wing 300 during level flight. However, there may be no height difference between the power system and the wing 300, i.e., they are on the same horizontal plane, meaning the height difference is 0. In this case, the aerodynamic performance of the wing 300 is somewhat affected, but since both are mounted on the fuselage assembly, the height of the fuselage assembly does not need to be increased, and the structural weight of the fuselage assembly can be made smaller. Moreover, since the frontal area of ​​the fuselage assembly is smaller in this case, the drag coefficient is also smaller, which is beneficial to improving the lift-to-drag ratio. Therefore, the absence of a height difference is acceptable.

[0056] However, if the height difference between the power system and the wing 300 is greater than 3 times the rotor radius, although the wake generated by the rotor has almost no impact on the aerodynamic performance of the wing 300, the fuselage components need sufficient height to support the installation of the power system and its connection with the wing 300. Excessively increasing the height of the fuselage components will not only increase the structural weight, but also increase the frontal area of ​​the fuselage components, increasing the drag coefficient, which is detrimental to the overall lift-to-drag ratio. Within the range of 0 to 3 times the radius of the rotor components, the aerodynamic impact of the rotor wake on the wing 300 and the drag impact of the side fuselage 110 are taken into account, and the structural weight is better.

[0057] As an example, the multiples mentioned above could be 0.5, 1, 1.5, 2, or 2.5.

[0058] According to the tiltrotor matrix distributed aircraft provided in the embodiments of this application, the first power system is located on the front side of the tiltrotor matrix distributed aircraft, and the second power system is located on the rear side of the tiltrotor matrix distributed aircraft. The distance between the first power system and the wing 300 is 1 to 5 times the radius of the first rotor component, and the distance between the second power system and the wing 300 is 1 to 5 times the radius of the second rotor component.

[0059] In this embodiment, the longitudinal distance between the power system and the wing 300 is set to reduce the interference of the wing 300 on the downwash airflow generated by the rotor in the power system during vertical take-off and landing, thereby maximizing rotor efficiency. At the same time, considering that the thrust generated by the rotor needs to be transmitted to the side fuselage 110, and then through the side fuselage 110 to the wing 300 connected to the side fuselage 110, and finally balanced with the fuselage load at the middle of the wing 300, if the longitudinal distance between the power system and the wing 300 is too large, the distance for the thrust generated by the rotor to be transmitted to the wing 300 will be too long, increasing the structural weight.

[0060] Specifically, when the distance is less than one times the rotor radius, the wing 300 enters the rotor downwash airflow, affecting rotor efficiency. When the distance is greater than five times the rotor radius, the thrust generated by the rotor is transmitted to the wing 300 over too long a distance through the side fuselage 110. In order to keep the rotor at a relatively low level of deformation, it is necessary to increase the cross-sectional area of ​​the side fuselage 110 or the skin thickness of the side fuselage 110 to increase the rigidity of the side fuselage 110. This will increase the structural weight and even increase drag. However, within the range of 1 to 5 times the rotor radius, considering both the interference of the wing 300 on the rotor downwash airflow and the rigidity of the side fuselage 110, the structural weight is smaller and the rotor efficiency is higher.

[0061] As an example, the multiples above could be 1, 1.5, 2, 2.5, 3, 3.5, 4, or 4.5.

[0062] Based on the above technical solutions, optionally, the attitude change angle of the wing 300 relative to the above-mentioned fuselage components can be in the range of -5° to 15°.

[0063] In this embodiment, the attitude angle of the wing 300 relative to the fuselage assembly, i.e., the mounting angle, affects the aircraft's flight attitude and lift-to-drag ratio during level flight. When the mounting angle is less than -5°, in level flight, with the fuselage horizontal, the angle of attack of the wing 300 relative to the incoming flow is negative, generating negative lift. To generate positive lift from the wing 300, the angle between the fuselage and the incoming flow needs to be adjusted, causing the fuselage to pitch up, making the angle of attack of the wing 300 relative to the incoming flow positive, generating positive lift. The aircraft can then fly normally, but at this time, the drag coefficient of the fuselage will increase, resulting in a lower lift-to-drag ratio, which is detrimental to flight.

[0064] However, if the installation angle is greater than 15°, in level flight, when the fuselage is horizontal, the wing 300 generates a large angle of attack relative to the incoming airflow, resulting in significant lift. Furthermore, the excessive angle of attack of the wing 300 could lead to stall. As the aircraft's speed increases, the lift becomes excessive, necessitating a downward tilt of the fuselage to reduce the wing 300's angle of attack and lift. However, this also increases the drag coefficient, resulting in a low lift-to-drag ratio, which is detrimental to flight. Therefore, a range of -5° to 15° comprehensively considers both the aircraft's level flight attitude and lift-to-drag ratio characteristics, resulting in superior aerodynamic performance.

[0065] Specifically, the angle above can be, for example, 0°, 5° or 10°.

[0066] Based on the technical solutions described above, the following will describe specific examples of tiltrotor matrix distributed aircraft. In the embodiments, the tiltrotor matrix distributed aircraft can be, for example, a drone. Unless otherwise specified, all the fuselage components mentioned above are referred to as "side fuselage 110 components" in the following text.

[0067] In the first example, the tiltrotor matrix distributed aircraft can be an example of a "one horizontal and two vertical scheme". The number in the scheme name indicates the number of components after that number, where "horizontal" refers to the wing 300 and "vertical" refers to the fuselage assembly, i.e., the side fuselage 110.

[0068] In the first example, two sets of side fuselages 110 are respectively arranged on the left and right sides of the wing 300 and connected to the wing 300. A tiltrotor power system is arranged at the front and rear of each of the two sets of side fuselages 110.

[0069] Each tilt rotor power system includes: one tilt rotor arm 210, and two, four, six, or eight tiltable rotors.

[0070] In this embodiment, the middle section of the tilt rotor arm 210 is connected to the side fuselage 110 and forms a symmetrical structure along the vertical plane of the side fuselage 110.

[0071] In this embodiment, the tiltable rotors are evenly distributed at both ends of the tiltable rotor support arm 210 and are arranged symmetrically along the vertical plane of the tiltable rotor support arm 210.

[0072] In an embodiment, if two sets of tiltable rotors are provided, one set of tiltable rotors is arranged at each end of the tiltable rotor support arm 210. The tiltable rotors are installed on the front, rear, upper, or lower side of the end position of the tiltable rotor support arm 210.

[0073] In this embodiment, if four sets of tiltable rotors are provided, two sets of tiltable rotors are arranged at each end of the tiltable rotor support arm 210. One set of tiltable rotors is installed on the front or upper side of the end position of the tiltable rotor support arm 210, and the other set is installed on the rear or lower side of the end position of the tiltable rotor support arm 210. The two sets of rotors are coaxially installed and rotate in opposite directions.

[0074] In this embodiment, if six sets of tiltable rotors are provided, three sets of tiltable rotors are arranged at each end of the tiltable rotor support arm 210. One set of tiltable rotors is installed on the front or upper side of the end position of the tiltable rotor support arm 210, and the other two sets of tiltable rotors are sequentially installed on the rear or lower side of the end position of the tiltable rotor support arm 210. The two sets of rotors installed on the rear or lower side are coaxially mounted and rotate in opposite directions. Alternatively, one set of tiltable rotors is installed on the rear or lower side of the end position of the tiltable rotor support arm 210, and the other two sets of tiltable rotors are sequentially installed on the front or upper side of the end position of the tiltable rotor support arm 210. The two sets of rotors installed on the front or upper side are coaxially mounted and rotate in opposite directions.

[0075] In this embodiment, if eight sets of tiltable rotors are provided, four sets of tiltable rotors are arranged at each end of the tiltable rotor support arm 210. Two sets of tiltable rotors are installed sequentially on the front or upper side of the end position of the tiltable rotor support arm 210. These two sets of rotors are coaxially installed and rotate in opposite directions. The other two sets of tiltable rotors are installed sequentially on the rear or lower side of the end position of the tiltable rotor support arm 210. These two sets of rotors are coaxially installed and rotate in opposite directions.

[0076] Furthermore, the tiltrotor matrix distributed aircraft in this example may also include: two vertical tail fins and two horizontal tail fins.

[0077] In this embodiment, two vertical tail fins are respectively arranged at the tail of the left and right fuselage 110 and connected to the tail of the fuselage 110. Two horizontal tail fins are respectively arranged at the tail of the left and right fuselage 110, or at the top of the vertical tail fins, or at the top of the vertical tail fins.

[0078] Furthermore, the tiltrotor matrix distributed aircraft in this example may also include four landing gears, which are respectively arranged on the lower front and lower rear of the left and right fuselage 110.

[0079] Alternatively, the tiltrotor matrix distributed aircraft in this example may also include two floats, which are respectively arranged on the lower part of the left and right fuselage 110. Furthermore, it also includes four landing gears, which are respectively arranged in front of and behind the floats on the lower part of the left and right fuselage 110.

[0080] Furthermore, it also includes four support box sections, which are respectively arranged at the front and rear of the two sets of side fuselage 110 and floats. The upper end face of each support box section is connected to the lower surface of the side fuselage 110, and the lower end face is connected to the upper end face of the floats. Furthermore, the cross-section of the four support box sections is airfoil-shaped, and each of them has movable control surfaces arranged on its trailing edge. The control surfaces can be deflected left and right around their axis of rotation to generate lateral aerodynamic forces on the support box sections.

[0081] In the first example of the tiltrotor matrix distributed aircraft, the large internal space of the fuselage 120 and its strong carrying capacity enable it to switch between modular multi-missions, whether carrying personnel or cargo, resulting in high mission flexibility. In addition, when there is no land-based take-off and landing scheme with float structures, a conventional tricycle landing gear layout can be adopted on the fuselage 120, which results in a more reasonable overall layout, lighter structural weight, and lower aerodynamic drag.

[0082] In the first example of a tiltrotor matrix distributed aircraft, the wing 300 section between the left and right fuselages 110 is designed with rigidity in mind to provide sufficient rigidity support for the left and right fuselages 110. It has a strong load-bearing capacity and can accommodate multiple heavy-duty pylons under the wing 300. Moreover, the pylons are at a large height above the ground, which can carry large-size heavy-duty equipment and even cargo holds.

[0083] The first example of a tiltrotor matrix distributed aircraft has only one wing 300, resulting in low overall drag and the ability to achieve higher speeds or longer ranges.

[0084] In the first example of a tiltrotor matrix distributed aircraft, when each tiltrotor power system is configured with four tiltable rotors, two coaxial and counter-rotating rotors are arranged on each side of the tiltrotor support arm 210. This can counteract the net angular momentum and gyroscopic torque between the two rotor systems. At the same time, it can locally balance the torque between the two rotors, avoiding the additional bending moment problem caused by the transmission to the tiltrotor support arm 210, as well as the vibration problem caused by the alternating additional bending moment, thereby improving the stress characteristics and vibration characteristics of the tiltrotor support arm 210.

[0085] In the first example of a tiltrotor matrix distributed aircraft, by adjusting the distance between two coaxial and counter-rotating rotors, as well as the relative distance between the rotor plane and the tilt axis, the additional bending moments generated by the aerodynamic drag of the two rotors relative to the tilt axis during the tilting process can be balanced, and even a torque that is beneficial to driving the tilt can be generated, reducing the driving force required by the drive mechanism.

[0086] For the first example of a tiltrotor matrix distributed aircraft, adding two vertical tails and a horizontal tail improves pitch and yaw stability and maneuverability during horizontal flight. For the configuration of four landing gears under the side fuselage 110, the frontal area of ​​the side fuselage 110 is smaller, resulting in lower drag. For the configuration of two floats under the side fuselage 110, vertical takeoff and landing on water is possible, suitable for water transport. For the configuration of one landing gear in front of and behind the floats under the side fuselage 110, vertical takeoff and landing on both water and land is possible, suitable for almost all applicable environments. For the configuration of adding a support box section in front of and behind the side fuselage 110 and the floats, the vertical distance between the floats and the side fuselage 110 is increased, improving the ability to take off and land on water in high sea states. At the same time, it reduces the frontal area affected by crosswinds, improving flight performance under crosswind influences.

[0087] For the first example of a tiltrotor matrix distributed aircraft, deflectable movable surfaces are arranged on the support box section. By combining the left and right deflection of the movable surfaces with the rudder surfaces on the vertical tail, the entire aircraft can be directly controlled by lateral force, achieving lateral movement to the left and right without changing the heading, thus improving maneuverability.

[0088] In the second example of the tiltrotor matrix distributed aircraft, a "one horizontal and three vertical" scheme is provided.

[0089] In the embodiments, the second example of the tiltrotor matrix distributed aircraft includes at least: two sets of side fuselages 110, one set of mid-fuselage 120, one set of wings 300, and four sets of tiltrotor propulsion systems.

[0090] In this embodiment, two sets of side fuselages 110 are respectively arranged on the left and right sides of the wing 300 and connected to the wing 300; a set of mid-fuselage 120 is arranged in the middle of the wing 300 and connected to the wing 300; and a tiltrotor power system is arranged at the front and rear of each of the two sets of side fuselages 110.

[0091] In this embodiment, each tiltrotor propulsion system includes: one tiltrotor arm 210, and two, four, six, or eight tiltable rotors. The middle section of the tiltrotor arm 210 is connected to the side fuselage 110 and is symmetrically arranged along the vertical plane of the side fuselage 110; the tiltable rotors are evenly distributed at both ends of the tiltrotor arm 210 and are symmetrically arranged along the vertical plane of the tiltrotor arm 210.

[0092] In the embodiment, if two sets of tiltable rotors are provided, a set of tiltable rotors is arranged at each end of the tiltable rotor support arm 210. The tiltable rotors are installed on the front, rear, upper, or lower side of the end position of the tiltable rotor support arm 210. In this embodiment, if four sets of tiltable rotors are provided, two sets of tiltable rotors are arranged at each end of the tiltable rotor support arm 210. One set of tiltable rotors is installed on the front or upper side of the end position of the tiltable rotor support arm 210, and the other set is installed on the rear or lower side of the end position of the tiltable rotor support arm 210. The two sets of rotors are coaxially installed and rotate in opposite directions.

[0093] In this embodiment, if six sets of tiltable rotors are provided, three sets of tiltable rotors are arranged at each end of the tiltable rotor support arm 210. One set of tiltable rotors is installed on the front or upper side of the end position of the tiltable rotor support arm 210, and the other two sets of tiltable rotors are installed sequentially on the rear or lower side of the end position of the tiltable rotor support arm 210. The two sets of rotors installed on the rear or lower side are coaxially installed and rotate in opposite directions. Alternatively, one set of tiltable rotors is installed on the rear or lower side of the end position of the tiltable rotor support arm 210, and the other two sets of tiltable rotors are installed sequentially on the front or upper side of the end position of the tiltable rotor support arm 210. The two sets of rotors installed on the front or upper side are coaxially installed and rotate in opposite directions. In this embodiment, if eight sets of tiltable rotors are provided, four sets of tiltable rotors are arranged at each end of the tiltable rotor support arm 210. Two sets of tiltable rotors are installed sequentially on the front or upper side of the end position of the tiltable rotor support arm 210. These two sets of rotors are coaxially installed and rotate in opposite directions. The other two sets of tiltable rotors are installed sequentially on the rear or lower side of the end position of the tiltable rotor support arm 210. These two sets of rotors are coaxially installed and rotate in opposite directions.

[0094] Furthermore, a second example of a tiltrotor matrix distributed aircraft also includes: a horizontal tail and one or three vertical tails.

[0095] In one embodiment, if a vertical tail is provided, the vertical tail is located at the tail of the mid-fuselage 120.

[0096] In this embodiment, if three vertical tail fins are provided, one vertical tail fin is arranged at the tail of the mid-fuselage 120, and the other two vertical tail fins are arranged at the tail of the side fuselage 110.

[0097] In an embodiment, a horizontal tail fin may be provided at the tail of the left mid-fuselage 120, or above the vertical tail fin at the mid-fuselage 120, or at the top of the vertical tail fin at the mid-fuselage 120.

[0098] Furthermore, a second example of a tiltrotor matrix distributed aircraft also includes three or four landing gears.

[0099] In this embodiment, if three landing gears are provided, the three landing gears are arranged in the lower part of the mid-fuselage 120 in a tricycle configuration, or one landing gear is arranged in the front of the mid-fuselage 120 and the other two are arranged in the rear of the left and right fuselages 110 respectively.

[0100] In this embodiment, if four landing gears are provided, the four landing gears are respectively arranged in the lower front and lower rear parts of the left and right fuselage 110.

[0101] Alternatively, a second example of a tiltrotor matrix distributed aircraft also includes two floats, which are respectively arranged on the lower part of the left and right fuselage 110. Furthermore, it includes four landing gears, which are respectively arranged in front of and behind the floats on the lower part of the left and right fuselage 110. Furthermore, it includes four support box sections, which are respectively arranged in front and behind the two sets of side fuselage 110 and floats, with their upper end faces connected to the lower surface of the side fuselage 110 and their lower end faces connected to the upper end faces of the floats. Furthermore, the cross-section of the four support box sections is airfoil-shaped, and each of their trailing edges is equipped with movable control surfaces, which can be deflected left and right around their axis of rotation to generate lateral aerodynamic forces.

[0102] This is a second example of a tiltrotor matrix distributed aircraft. Due to the large internal space of the 120 mid-fuselage, it has a strong carrying capacity and can switch between modular multi-mission operations, whether carrying personnel or cargo, offering high mission flexibility. In land-based takeoff and landing schemes without float structures, a conventional tricycle landing gear layout can be adopted on the 120 mid-fuselage, resulting in a more rational overall layout, lighter structural weight, and lower aerodynamic drag.

[0103] In the third example of the tiltrotor matrix distributed aircraft, a "two-horizontal-three-vertical" scheme is provided. When there is a difference from the first example above, the "vertical" in the two-horizontal-three-vertical scheme also includes the middle fuselage 120 between the two sets of side fuselages 110.

[0104] The third example of a tiltrotor matrix distributed aircraft includes at least: two side fuselage sets 110, one mid fuselage set 120, two wings 300, and four, six, or eight tiltrotor propulsion systems.

[0105] In this embodiment, two wings 300 are arranged sequentially forward and backward along the flight path, and two sets of side fuselages 110 are respectively arranged on the left and right sides of the two wings 300, connecting to the front wing 300 at the front and the rear wing 300 at the rear. A set of mid-fuselage 120 is arranged in the middle of the two wings 300, connecting to the front wing 300 at the front and the rear wing 300 at the rear.

[0106] In this embodiment, if four tiltrotor propulsion systems are provided, one tiltrotor propulsion system is arranged before the connection of the front wing 300 of the two side fuselage 110s and after the connection of the rear wing 300.

[0107] In this embodiment, if six tiltrotor propulsion systems are provided, one tiltrotor propulsion system is arranged before the connection of the front wing 300 of the two side fuselage 110s, between the front and rear wings 300s, and after the connection of the rear wing 300.

[0108] In this embodiment, if eight tiltrotor propulsion systems are provided, one tiltrotor propulsion system is arranged before the connection of the front wing 300 of the two side fuselage 110s and after the connection of the rear wing 300, and two tiltrotor propulsion systems are arranged from front to back along the heading between the front and rear wings 300.

[0109] In the embodiments, each tilt rotor power system includes: one tilt rotor arm 210, and two, four, six, or eight tiltable rotors.

[0110] In this embodiment, the middle section of the tilt rotor arm 210 is connected to the side fuselage 110 and forms a symmetrical structure along the vertical plane of the side fuselage 110.

[0111] In this embodiment, the tiltable rotors are evenly distributed at both ends of the tiltable rotor support arm 210 and are arranged symmetrically along the vertical plane of the tiltable rotor support arm 210.

[0112] In an embodiment, if two sets of tiltable rotors are provided, one set of tiltable rotors is arranged at each end of the tiltable rotor support arm 210. The tiltable rotors are installed on the front, rear, upper, or lower side of the end position of the tiltable rotor support arm 210.

[0113] In this embodiment, if four sets of tiltable rotors are provided, two sets of tiltable rotors are arranged at each end of the tiltable rotor support arm 210. One set of tiltable rotors is installed on the front or upper side of the end position of the tiltable rotor support arm 210, and the other set is installed on the rear or lower side of the end position of the tiltable rotor support arm 210. The two sets of rotors are coaxially installed and rotate in opposite directions.

[0114] In this embodiment, if six sets of tiltable rotors are provided, three sets of tiltable rotors are arranged at each end of the tiltable rotor support arm 210. One set of tiltable rotors is installed on the front or upper side of the end position of the tiltable rotor support arm 210, and the other two sets of tiltable rotors are sequentially installed on the rear or lower side of the end position of the tiltable rotor support arm 210. The two sets of rotors installed on the rear or lower side are coaxially mounted and rotate in opposite directions. Alternatively, one set of tiltable rotors is installed on the rear or lower side of the end position of the tiltable rotor support arm 210, and the other two sets of tiltable rotors are sequentially installed on the front or upper side of the end position of the tiltable rotor support arm 210. The two sets of rotors installed on the front or upper side are coaxially mounted and rotate in opposite directions.

[0115] In this embodiment, if eight sets of tiltable rotors are provided, four sets of tiltable rotors are arranged at each end of the tiltable rotor support arm 210. Two sets of tiltable rotors are installed sequentially on the front or upper side of the end position of the tiltable rotor support arm 210. These two sets of rotors are coaxially installed and rotate in opposite directions. The other two sets of tiltable rotors are installed sequentially on the rear or lower side of the end position of the tiltable rotor support arm 210. These two sets of rotors are coaxially installed and rotate in opposite directions.

[0116] Furthermore, the front wing 300 has a sweep angle between the left and right fuselage 110 and the middle fuselage 120, and the rear wing 300 has a forward sweep angle between the left and right fuselage 110 and the middle fuselage 120.

[0117] Furthermore, the front wing 300 between the left and right fuselage 110 and the middle fuselage 120 has an upward or downward dihedral angle, and the rear wing 300 between the left and right fuselage 110 and the middle fuselage 120 has a downward dihedral angle.

[0118] Furthermore, a third example of a tiltrotor matrix distributed aircraft also includes: one vertical tail, or two vertical tails, or three vertical tails, or four vertical tails.

[0119] In this embodiment, if a vertical tail is provided, the vertical tail is arranged at the upper rear of the mid-fuselage 120 and connected to the rear of the mid-fuselage 120; further, the rear wing 300 is moved up to the top of the vertical tail and connected to the upper surface of the vertical tail, and the rear wing 300 is connected to the side fuselage 110 on both sides. In this embodiment, if two vertical tail fins are provided, the two vertical tail fins are respectively arranged on the upper left and right sides of the rear of the mid-fuselage 120 and connected to the upper left and right sides of the rear of the mid-fuselage 120 respectively; further, the rear wing 300 is moved up to the top of the vertical tail fins and connected to the upper surface of the two vertical tail fins, and the rear wing 300 is connected to the side fuselage 110 on both sides. In this embodiment, if three vertical tail fins are provided, one vertical tail fin is arranged at the upper rear of the middle fuselage 120 and connected to the rear of the middle fuselage 120. The other two vertical tail fins are respectively arranged above the rear of the left and right side fuselages 110 and connected to the rear of the side fuselages 110. Further, the rear wing 300 is moved up to the top of the middle vertical tail fin and connected to the upper surface of the middle vertical tail fin. The rear wing 300 is connected to the side fuselage 110 on both sides, or the rear wing 300 is connected to the upper surface of the vertical tail fins on both sides of the side fuselage 110.

[0120] In this embodiment, if four vertical tail fins are provided, two vertical tail fins are respectively arranged on the upper left and right sides of the rear of the middle fuselage 120, and connected to the upper left and right sides of the rear of the middle fuselage 120. The other two vertical tail fins are respectively arranged on the upper rear of the left and right side fuselages 110, and connected to the rear of the side fuselages 110. Further, the rear wing 300 is moved up to the top of the two middle vertical tail fins and connected to the upper surface of the two middle vertical tail fins. The rear wing 300 is connected to the side fuselage 110 on both sides. Alternatively, the rear wing 300 is connected to the upper surface of the vertical tail fins on both sides of the side fuselage 110.

[0121] Furthermore, a third example of a tiltrotor matrix distributed aircraft also includes three or four landing gears.

[0122] In this embodiment, if three landing gears are provided, the three landing gears are arranged in the lower part of the mid-fuselage 120 in a tricycle configuration, or one landing gear is arranged in the front of the mid-fuselage 120 and the other two are arranged in the rear of the left and right fuselage 110 respectively. In this embodiment, if four landing gears are provided, the four landing gears are respectively arranged in the lower front and lower rear parts of the left and right fuselage 110.

[0123] Alternatively, a third example of a tiltrotor matrix distributed aircraft also includes two floats, which are respectively arranged on the lower part of the left and right fuselage 110. Further, the tiltrotor matrix distributed aircraft also includes four landing gears, which are respectively arranged in front of and behind the floats on the lower part of the left and right fuselage 110. Further, it also includes four support box sections, which are respectively arranged in front and behind the floats between the two sets of side fuselage 110 and the floats, with their upper end faces connected to the lower surface of the side fuselage 110 and their lower end faces connected to the upper end faces of the floats. Further, the cross-section of the four support box sections is airfoil-shaped, and each of their trailing edges is equipped with movable control surfaces, which can be deflected left and right around their axis of rotation to generate lateral aerodynamic forces on the support box sections.

[0124] For the third example of a tiltrotor matrix distributed aircraft: By adjusting and setting parameters such as the distance between the fore-and-aft wing 300 and the rear wing 300, the fore-and-aft sweep angle, the rear wing forward sweep angle, the fore-and-aft dihedral angle, and the rear wing dihedral angle, airflow interference between the fore-and-aft wing 300 can be reduced during level flight, thereby improving the lift-to-drag ratio and increasing the range.

[0125] By adjusting the distance between the front and rear wings 300 in the vertical direction and their respective anhedral or dihedral angles, the front and rear wings 300 can support each other when subjected to vertical loads, and transfer part of the shear force by forming an axial load. This can reduce the overall bending moment and thus improve the overall bending stiffness and load-bearing capacity of the wings 300. In other words, under the same load and stiffness, a lighter structural weight can be used to obtain higher structural efficiency.

[0126] By adjusting the area ratio of the front and rear wings 300 and the distance between the pressure center of the front and rear wings 300 and the rear wing, the stability and maneuverability of the flight can be optimized, thereby eliminating the horizontal tail and avoiding the structural weight increase and drag increase caused by adding a horizontal tail.

[0127] By adjusting the height difference between the front wing 300 and the rear wing 300 and the side fuselage 110 in the vertical direction, the side fuselage 110 can obtain sufficient torsional stiffness support to withstand the huge torque transmitted to the side fuselage 110 due to the unbalanced torque generated on the left and right sides of the tilt rotor arm 210 caused by the failure of one set of rotors, so as not to cause the remaining rotor to produce control force adverse effect due to excessive torsional deformation.

[0128] By increasing the number of tiltrotor propulsion systems to six or more, and increasing the number of tiltable rotors in a single tiltrotor propulsion system to four or more, based on current motor and engine technologies, it is possible to achieve a maximum takeoff weight of nearly 100 tons.

[0129] The fourth example of the tiltrotor matrix distributed aircraft provides a “three-horizontal-three-vertical” scheme, where “vertical” also includes the mid-fuselage 120 between the two sets of side fuselages 110.

[0130] In the embodiments, the fourth example of the tiltrotor matrix distributed aircraft includes at least: two sets of side fuselages 110, one set of mid-fuselage 120, three wings 300, and four, six, or eight tiltrotor propulsion systems.

[0131] In this embodiment, the three auxiliary wings 300 are arranged forward, middle and rear along the flight path; two sets of side fuselages 110 are respectively arranged on the left and right sides of the three auxiliary wings 300, connected to the front wing 300 at the front, connected to the middle wing 300 at the middle, and connected to the rear wing 300 at the rear; a set of middle fuselages 120 is arranged in the middle of the three auxiliary wings 300, connected to the front wing 300 at the front, connected to the middle wing 300 at the middle, and connected to the rear wing 300 at the rear.

[0132] In this embodiment, if four tiltrotor power systems are provided, one tiltrotor power system is arranged before the connection of the front wing 300 of the two side fuselage 110s and between the middle wing 300 and the rear wing 300; or, one tiltrotor power system is arranged before the connection of the front wing 300 of the two side fuselage 110s and after the connection of the rear wing 300. In this embodiment, if six tiltrotor propulsion systems are provided, one tiltrotor propulsion system is arranged before the connection of the front wing 300 of the two side fuselages 110, between the front wing 300 and the middle wing 300, and between the middle wing 300 and the rear wing 300; or, one tiltrotor propulsion system is arranged before the connection of the front wing 300 of the two side fuselages 110, between the middle wing 300 and the rear wing 300, and after the connection of the rear wing 300; or, one tiltrotor propulsion system is arranged before the connection of the front wing 300 of the two side fuselages 110, between the front wing 300 and the middle wing 300, and after the connection of the rear wing 300. In this embodiment, if eight tiltrotor propulsion systems are provided, one tiltrotor propulsion system is arranged before the connection of the front wing 300 of the two side fuselages 110, between the front wing 300 and the middle wing 300, between the middle wing 300 and the rear wing 300, and after the connection of the rear wing 300. Alternatively, one tiltrotor propulsion system is arranged before the connection of the front wing 300 of the two side fuselages 110, between the middle wing 300 and the rear wing 300, and two tiltrotor propulsion systems are arranged from front to back along the flight direction between the front wing 300 and the middle wing 300.

[0133] In the embodiments, each tilt rotor power system includes: one tilt rotor arm 210, and two, four, six, or eight tiltable rotors. In this embodiment, the middle section of the tilt rotor support arm 210 is connected to the side fuselage 110 and is symmetrically arranged along the vertical plane of the side fuselage 110. Tilting rotors are evenly distributed at both ends of the tilt rotor support arm 210 and are symmetrically arranged along the vertical plane of the tilt rotor support arm 210. In an embodiment, if two sets of tiltable rotors are provided, one set of tiltable rotors is arranged at each end of the tiltable rotor support arm 210. The tiltable rotors are installed on the front, rear, upper, or lower side of the end position of the tiltable rotor support arm 210. In this embodiment, if four sets of tiltable rotors are provided, two sets of tiltable rotors are arranged at each end of the tiltable rotor support arm 210. One set of tiltable rotors is installed on the front or upper side of the end position of the tiltable rotor support arm 210, and the other set is installed on the rear or lower side of the end position of the tiltable rotor support arm 210. The two sets of rotors are coaxially installed and rotate in opposite directions.

[0134] In this embodiment, if six sets of tiltable rotors are provided, three sets of tiltable rotors are arranged at each end of the tiltable rotor support arm 210. One set of tiltable rotors is installed on the front or upper side of the end position of the tiltable rotor support arm 210, and the other two sets of tiltable rotors are sequentially installed on the rear or lower side of the end position of the tiltable rotor support arm 210. The two sets of rotors installed on the rear or lower side are coaxially mounted and rotate in opposite directions. Alternatively, one set of tiltable rotors is installed on the rear or lower side of the end position of the tiltable rotor support arm 210, and the other two sets of tiltable rotors are sequentially installed on the front or upper side of the end position of the tiltable rotor support arm 210. The two sets of rotors installed on the front or upper side are coaxially mounted and rotate in opposite directions. In this embodiment, if eight sets of tiltable rotors are provided, four sets of tiltable rotors are arranged at each end of the tiltable rotor support arm 210. Two sets of tiltable rotors are installed sequentially on the front or upper side of the end position of the tiltable rotor support arm 210. These two sets of rotors are coaxially installed and rotate in opposite directions. The other two sets of tiltable rotors are installed sequentially on the rear or lower side of the end position of the tiltable rotor support arm 210. These two sets of rotors are coaxially installed and rotate in opposite directions.

[0135] Furthermore, the front wing 300 has a sweep angle between the left and right fuselage 110 and the middle fuselage 120, and the rear wing 300 has a forward sweep angle between the left and right fuselage 110 and the middle fuselage 120.

[0136] Furthermore, the front wing 300 between the left and right fuselage 110 and the middle fuselage 120 has an upward or downward dihedral angle, and the rear wing 300 between the left and right fuselage 110 and the middle fuselage 120 has a downward dihedral angle or a zero downward dihedral angle.

[0137] Furthermore, a fourth example of a tiltrotor matrix distributed aircraft also includes: one vertical tail, or two vertical tails, or three vertical tails, or four vertical tails.

[0138] In this embodiment, if a vertical tail is provided, the vertical tail is arranged at the upper rear of the mid-fuselage 120 and connected to the rear of the mid-fuselage 120; further, the rear wing 300 is moved up to the top of the vertical tail and connected to the upper surface of the vertical tail, and the rear wing 300 is connected to the side fuselage 110 on both sides. In this embodiment, if two vertical tail fins are provided, the two vertical tail fins are respectively arranged on the left and right sides of the upper rear part of the middle fuselage 120 and connected to the upper left and right sides of the rear part of the middle fuselage 120 respectively; further, the rear wing 300 is moved up to the top of the vertical tail fins and connected to the upper surface of the two vertical tail fins, and the rear wing 300 is connected to the side fuselage 110 on both sides.

[0139] In this embodiment, if three vertical tail fins are provided, one vertical tail fin is arranged at the upper rear of the middle fuselage 120 and connected to the rear of the middle fuselage 120. The other two vertical tail fins are arranged at the upper rear of the left and right side fuselages 110 and connected to the rear of the side fuselages 110, respectively. Further, the rear wing 300 is moved up to the top of the middle vertical tail fin and connected to the upper surface of the middle vertical tail fin. The rear wing 300 is connected to the side fuselage 110 on both sides, or the rear wing 300 is connected to the upper surface of the vertical tail fin on both sides.

[0140] If there are four vertical tail fins, two vertical tail fins are respectively arranged on the upper left and right sides of the rear part of the middle fuselage 120, and connected to the upper left and right sides of the rear part of the middle fuselage 120. The other two vertical tail fins are respectively arranged on the upper rear parts of the left and right side fuselages 110, and connected to the rear parts of the side fuselages 110. Furthermore, the rear wing 300 is also moved up to the top of the two middle vertical tail fins and connected to the upper surface of the two middle vertical tail fins. The rear wing 300 is connected to the side fuselage 110 on both sides, or the rear wing 300 is connected to the upper surface of the vertical tail fins on both sides.

[0141] Furthermore, a fourth example of a tiltrotor matrix distributed aircraft also includes three or four landing gears.

[0142] In this embodiment, if three landing gears are provided, the three landing gears are arranged in the lower part of the mid-fuselage 120 in a tricycle configuration, or one landing gear is arranged in the front of the mid-fuselage 120 and the other two are arranged in the rear of the left and right fuselages 110 respectively.

[0143] In this embodiment, if four landing gears are provided, the four landing gears are respectively arranged in the lower front and lower rear parts of the left and right fuselage 110.

[0144] Alternatively, the fourth example of the tiltrotor matrix distributed aircraft also includes two floats. These two floats are respectively arranged on the lower part of the left and right fuselage 110. Furthermore, it includes four landing gears, which are respectively arranged in front of and behind the floats on the lower part of the left and right fuselage 110. Furthermore, it includes four support box sections, which are respectively arranged in front and behind the two sets of side fuselage 110 and floats, with their upper end faces connected to the lower surface of the side fuselage 110 and their lower end faces connected to the upper end faces of the floats. Furthermore, the cross-section of the four support box sections is airfoil-shaped, and each of their trailing edges is equipped with movable control surfaces, which can be deflected left and right around their axis of rotation to generate lateral aerodynamic forces.

[0145] For the fourth example of the tiltrotor matrix distributed aircraft, by adding a wing 300, the support stiffness of the opposite fuselage 110 is increased. At the same time, it is also possible to install more tiltrotor power systems and further increase the maximum takeoff weight. By adjusting the installation position, airfoil and angle of attack of the rear wing 300, the rear wing 300 can be made to function as a horizontal tail to enhance the pitch stability of the aircraft.

[0146] In summary, based on the above examples, the tiltrotor matrix distributed aircraft provided according to the embodiments of this application has the following beneficial effects.

[0147] According to the tiltrotor matrix distributed aircraft provided in this application embodiment, a dedicated tiltrotor support arm 210 is introduced to decouple the working states of the wing 300 and the rotor, minimizing the lift loss of the rotor during vertical takeoff and landing. Simultaneously, during tilting, the lift of the wing 300 increases with level flight speed, enabling a smooth transition from vertical takeoff and landing to level flight. A combination of one tiltrotor support arm 210 and two tiltable rotors constitutes a tiltrotor propulsion system. The tiltable rotors are positioned as close as possible to the side fuselage 110 support area to increase support stiffness, improve the flutter boundary speed, and achieve a higher level flight speed. Installing at least four tiltrotor propulsion systems to form a matrix distributed layout scheme provides better direct force control, higher safety and reliability, and also allows for a larger takeoff weight, possessing the potential to develop towards a hundred-ton-class large-scale design.

[0148] Therefore, the tiltrotor matrix distributed aircraft provided in the embodiments of this application is equipped with both a tiltrotor support arm 210 and a wing 300, which decouples the working states of the tiltrotor support arm 210 and the wing 300. The wing 300 is always in a fixed state, and the tilting of the rotor is achieved by the tiltrotor support arm 210. The cross-section of the tiltrotor support arm 210 can be a circular tube, an elliptical tube, a spindle shape, a symmetrical airfoil, or other airfoil shapes. The tiltrotor support arm 210 can tilt together with the rotor, so that the tiltrotor support arm 210 always maintains minimal obstruction to the rotor downwash airflow to reduce rotor lift loss. At the same time, the fixed wing 300 obtains sufficient lift by increasing the level flight speed during the rotor tilting process, so that the tilting process achieves a smooth transition.

[0149] According to the tiltrotor matrix distributed aircraft provided in the embodiments of this application, each tiltable rotor is connected to the side fuselage 110 through tiltrotor support arm 210. The distance between the rotor and the support part of the side fuselage 110 is short, and the support stiffness of the side fuselage 110 to the tiltrotor support arm 210 is large. It is easy to reduce the gyroscopic flutter problem between the rotor and the rotor support arm 210 by adjusting the stiffness design of the tiltrotor support arm 210, thereby increasing the gyroscopic flutter boundary speed and obtaining a larger level flight speed.

[0150] According to the tilt rotor matrix distributed aircraft provided in the embodiments of this application, at least one set of tiltable rotors is symmetrically arranged at both ends of each tilt rotor arm 210, which can achieve mutual balance of bending moments between the left and right sides and avoid transmitting unbalanced torques to the side fuselage 110 to generate additional vibration problems. According to the tiltrotor matrix distributed aircraft provided in the embodiments of this application, at least four tiltrotor power systems are arranged, which can realize that the take-off, landing and tilting process are completely controlled by direct force, thereby improving flight stability. At the same time, even if one or two of the rotors fail, the remaining rotors of the whole aircraft can still ensure the safe landing of the aircraft, thereby improving the overall flight safety. According to the tiltrotor matrix distributed aircraft provided in the embodiments of this application, all tiltrotor power systems adopt a full tilt scheme, which has greater thrust during level flight and can support higher level flight speeds; According to the tiltrotor matrix distributed aircraft provided in the embodiments of this application, at least four tiltrotor power systems are arranged to form a matrix layout scheme. It has strong scalability. The overall layout can be adjusted by increasing the number of wings to increase the number of tiltrotor power systems, or by directly increasing the number of tiltable rotors in each tiltrotor power system. This allows for greater takeoff and landing lift without increasing the rotor diameter, resulting in a greater maximum takeoff weight and supporting development towards larger scales of ten tons or even hundreds of tons.

[0151] The second aspect of this application provides a carrier device, which includes the tiltrotor matrix distributed aircraft as described above, and also has the above-mentioned beneficial effects, which will not be repeated here.

[0152] The above are merely preferred embodiments of this application and do not limit the scope of protection of this application. Any equivalent structural transformations made based on the innovative concept of this application and the contents of the specification and drawings of this application, or direct / indirect applications in other related technical fields, are included within the scope of protection of this application.

Claims

1. A tiltrotor matrix distributed aircraft, characterized in that, The tiltrotor matrix distributed aircraft includes: Multiple side fuselage assemblies are arranged side by side along a first horizontal direction; Multiple power mechanisms are provided, each corresponding to one of the multiple side fuselage components. Each power mechanism includes a first power system and a second power system. The first power system and the second power system are both provided on the corresponding side fuselage components. The first power system and the second power system are provided along a second horizontal direction, which is perpendicular to the first horizontal direction. The wing is cross-connected to the plurality of side fuselage components; Both the first power system and the second power system include: A support arm that extends along the first horizontal direction and is connected to the corresponding side fuselage assembly, the support arm having a first end and a second end that are opposite to each other in the first horizontal direction; A first tilt rotor assembly and a second tilt rotor assembly are respectively disposed at the first end and the second end; The arm rotates about an axis extending in a first horizontal direction to tilt both the first tilt rotor assembly and the second tilt rotor assembly, and the attitude of the wing is fixed relative to the plurality of side fuselage assemblies. The first power system and the second power system are each in two sets. The first tilt rotor assembly includes a first rotor component, and the second tilt rotor assembly includes a second rotor component. Both the first rotor component and the second rotor component are tiltable rotors.

2. The tiltrotor matrix distributed aircraft according to claim 1, characterized in that, The distance between the first end of the support arm and the corresponding side fuselage assembly is 1.01 to 3 times the radius of the first rotor component, and the distance between the second end of the support arm and the corresponding side fuselage assembly is 1.01 to 3 times the radius of the second rotor component.

3. The tiltrotor matrix distributed aircraft according to claim 1, characterized in that, The support arm includes a beam web and a skin covering the outside of the beam web, and the thickness of the skin and the beam web is 1~100mm.

4. The tiltrotor matrix distributed aircraft according to claim 1, characterized in that, The cross-sectional shape of the support arm can be symmetrical airfoil, circular, elliptical, rhomboid, or teardrop-shaped.

5. The tiltrotor matrix distributed aircraft according to claim 1, characterized in that, The power of the first power system and the second power system is 1kW~10MW.

6. The tiltrotor matrix distributed aircraft according to claim 1, characterized in that, The first power system is located at the front of the tiltrotor matrix distributed aircraft, and the second power system is located at the rear of the tiltrotor matrix distributed aircraft. The height difference between the first power system and the wing is 0 to 3 times the radius of the first rotor component, and the height difference between the second power system and the wing is 0 to 3 times the radius of the second rotor component.

7. The tiltrotor matrix distributed aircraft according to claim 1, characterized in that, The first power system is located at the front of the tiltrotor matrix distributed aircraft, and the second power system is located at the rear of the tiltrotor matrix distributed aircraft. The distance between the first power system and the wing is 1 to 5 times the radius of the first rotor component, and the distance between the second power system and the wing is 1 to 5 times the radius of the second rotor component.

8. The tiltrotor matrix distributed aircraft according to claim 1, characterized in that, The wing's attitude change angle relative to the plurality of side fuselage components ranges from -5° to 15°.

9. A transport device, characterized in that, The carrier includes the tiltrotor matrix distributed aircraft as described in any one of claims 1 to 8.

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