Vertical take-off and landing aircraft with tilting rotors

Abstract

The utility model relates to the field of vertical take-off and landing aircrafts, and discloses a tilt rotor vertical take-off and landing aircraft which comprises a motor arm, the inner wall of the motor arm is fixedly connected with a driving steering engine, and the output end of the driving steering engine is fixedly connected with a steering engine driving arm. And the outer wall of the steering engine driving arm is rotationally connected to the interior of the motor arm, the inner wall of the steering engine driving arm is fixedly connected with a first rotating shaft, and the outer wall of the first rotating shaft is rotationally connected with a driving arm. According to the unmanned aerial vehicle, when the steering engine driving arm is driven by the driving steering engine to rotate, the first rotating shaft is pulled to drive the driving arm, so that the rotating support is driven by the second rotating shaft to rotate under the limiting of the limiting shaft and the fixed bracket, and the effect of adjusting the flight angle is achieved; compared with a composite wing which adopts two sets of independent systems, namely a lift power system and a forward flight power system, the structure weight is lighter, the aerodynamic resistance is smaller during cruising, and the flight efficiency of the whole aircraft is higher.

Description

Technical Field

[0001] The utility model relates to the field of vertical take-off and landing aircraft, in particular to a vertical take-off and landing aircraft with a tilt-rotor wing. Background Art

[0002] Vertical take-off and landing vehicles are a class of aircraft that are able to take off and land in a vertical orientation. These aircraft do not require long runways to take off and land, making them particularly useful when they need to be deployed quickly or operate where space is limited. eVTOL stands for electric vertical take-off and landing, and this type of aircraft is an electrically powered vertical take-off and landing aircraft that typically uses multiple electric motors or electric blades to generate lift.

[0003] Vertical take-off and landing aircraft require tilt-rotor technology mainly to combine the advantages of helicopters and fixed-wing aircraft in order to address the limitations of traditional helicopters and fixed-wing aircraft in specific missions and application scenarios.

[0004] However, most aircraft usually use two independent systems, the lift power system and the forward flight power system, during use. When performing tilt-rotor operations, the complex design leads to heavy structures and large aerodynamic resistance during cruising. Utility Model Content

[0005] In order to make up for the above deficiencies, the utility model provides a tilt-rotor vertical take-off and landing aircraft, aiming to improve the two independent systems of lift power system and forward flight power system. When performing a tilt-rotor, the complex design leads to a heavy structure and large aerodynamic resistance during cruising.

[0006] In order to achieve the above purpose, the utility model provides the following technical solutions:

[0007] A tiltrotor vertical take-off and landing aircraft comprises a motor arm, the inner wall of the motor arm is fixedly connected to a driving servo, the output end of the driving servo is fixedly connected to a servo driving arm, the outer wall of the servo driving arm is rotatably connected to the inside of the motor arm, the inner wall of the servo driving arm is fixedly connected to a first rotating shaft, and the outer wall of the first rotating shaft is rotatably connected to the driving arm.

[0008] Preferably, the inner wall of the driving arm is rotatably connected to a second rotating shaft, and the outer wall of the second rotating shaft is fixedly connected to a rotating support.

[0009] Preferably, the inner wall of the rotating support is fixedly connected to a limiting axis.

[0010] Preferably, the outer wall of the limiting shaft is rotatably connected to a fixed bracket.

[0011] Preferably, the outer wall of the fixed bracket is fixedly connected to the inner wall of the motor arm, and the upper surface of the rotating support is fixedly connected to the power motor.

[0012] Preferably, the output end of the power motor is fixedly connected to a power motor shaft.

[0013] Preferably, the outer wall of the rotating support is rotatably connected to the outer wall of the fixed bracket.

[0014] Preferably, a propeller is fixedly connected to the outer wall of the power motor shaft.

[0015] The utility model has the following beneficial effects:

[0016] 1. In the utility model, the effect of adjusting the flight angle is achieved by driving the servo to drive the servo drive arm to rotate, pulling the first rotating shaft to drive the drive arm and the second rotating shaft to drive the rotating support to rotate under the limit of the limit shaft and the fixed bracket. Compared with the composite wing using two independent systems of lift power system and forward flight power system, the structure is lighter, the aerodynamic resistance is smaller during cruising, and the flight efficiency of the whole machine is higher. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A three-dimensional schematic diagram of a tilt-rotor vertical take-off and landing aircraft proposed by the utility model;

[0018] Figure 2 A schematic diagram of a motor arm of a tilt-rotor vertical take-off and landing aircraft proposed in the utility model;

[0019] Figure 3 A schematic diagram of a rotating support for a tilt-rotor vertical take-off and landing aircraft proposed in the utility model;

[0020] Figure 4 This is a schematic diagram of a propeller of a tilt-rotor vertical take-off and landing aircraft proposed by the utility model.

[0021] Legend:

[0022] 1. Motor arm; 2. Driving servo; 3. Servo driving arm; 4. First rotating shaft; 5. Driving arm; 6. Second rotating shaft; 7. Rotating support; 8. Limiting shaft; 9. Fixed bracket; 10. Power motor; 11. Power motor rotating shaft; 12. Propeller. DETAILED DESCRIPTION

[0023] The following will be combined with the drawings of the specification of the utility model to clearly and completely describe the technical solutions in the embodiments of the utility model. Obviously, the described embodiments are only part of the embodiments of the utility model, not all of the embodiments. Based on the embodiments of the utility model, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the utility model.

[0024] Reference Figure 1-Figure 3 The utility model provides an embodiment: a tilt-rotor vertical take-off and landing aircraft, comprising a motor arm 1, the inner wall of the motor arm 1 is fixedly connected to a driving servo 2, the output end of the driving servo 2 is fixedly connected to a servo driving arm 3, the outer wall of the servo driving arm 3 is rotatably connected to the inside of the motor arm 1, the inner wall of the servo driving arm 3 is fixedly connected to a first rotating shaft 4, and the outer wall of the first rotating shaft 4 is rotatably connected to a driving arm 5;

[0025] Specifically, by driving the servo 2 to drive the servo drive arm 3 to rotate inside the motor arm 1 and the fixed bracket 9, the servo drive arm 3 drives the first rotating shaft 4 and the drive arm 5 to drive, so as to adjust the take-off power direction during use. After vertical take-off, when the eVTOL rises to a sufficient height and reaches a sufficient forward flight speed, the servo 2 is driven to drive the servo drive arm 3 to rotate, and the servo drive arm 3 pulls the first rotating shaft 4 to drive the drive arm 5 to drive the rotating support 7 to a horizontal direction. During use, it can switch back and forth between the take-off and landing state and the cruising state. Compared with the composite wing that uses two independent systems of lift power system and forward flight power system, the structure has a lighter weight, smaller aerodynamic resistance during cruising, and higher flight efficiency of the whole machine.

[0026] Reference Figure 2 The inner wall of the driving arm 5 is rotatably connected to the second rotating shaft 6, and the outer wall of the second rotating shaft 6 is fixedly connected to the rotating support 7;

[0027] Specifically, when the driving arm 5 drives the second rotating shaft 6 to move on the inner wall of the rotating support 7, the rotating support 7 moves under the limit of the fixed bracket 9 to switch the take-off state. When the eVTOL rises to a sufficient height and reaches a sufficient forward flight speed, the rotating support 7 tilts under the limit of the limit shaft 8 and the fixed bracket 9, driving the propeller 12 to slowly rotate to the horizontal direction.

[0028] Reference Figure 2 , the inner wall of the rotating support 7 is fixedly connected to the limiting shaft 8;

[0029] Specifically, the limiting shaft 8 can ensure that the rotating support 7 can be limited during adjustment during use, which can further prevent it from falling off, and can allow the propeller 12 to slowly adjust the take-off and landing and horizontal cruising state. The aerodynamic resistance is smaller during cruising, and the flight efficiency of the entire aircraft is higher.

[0030] Reference Figure 1-Figure 4 The outer wall of the limit shaft 8 is rotatably connected to a fixed bracket 9; the outer wall of the fixed bracket 9 is fixedly connected to the inner wall of the motor arm 1, and the upper surface of the rotating support 7 is fixedly connected to a power motor 10;

[0031] Specifically, when the rotating support 7 drives the limiting shaft 8 to rotate on the inner wall of the fixed bracket 9, the fixed bracket 9 drives the power motor 10 and the propeller 12 to slowly adjust the flight angle under the limit of the limiting shaft 8, and the take-off state and the river patrol state can be quickly switched back and forth.

[0032] Reference Figure 2-Figure 4 The output end of the power motor 10 is fixedly connected to the power motor shaft 11; the outer wall of the rotating support 7 is rotatably connected to the outer wall of the fixed bracket 9; the outer wall of the power motor shaft 11 is fixedly connected to the propeller 12;

[0033] Specifically, the power motor 10 drives the power motor shaft 11 to rotate, and the power motor shaft 11 drives the propeller 12 to rotate. During use, when the rotating support 7 drives the servo 2 to drive the servo drive arm 3 under the limit of the limit shaft 8 and the fixed bracket 9, the angle of the propeller 12 can be adjusted, so that different flight modes can be adjusted according to the needs during use.

[0034] Working principle: When the aircraft needs to be used, when the driving servo 2 is working, the servo driving arm 3 is driven to drive the first rotating shaft 4 to pull or push the driving arm 5 to move, and the driving arm 5 drives the second rotating shaft 6 and the rotating support 7 to make the rotating support 7 rotate on the inner wall of the fixed bracket 9 under the limit of the limit shaft 8, so that the power motor 10 connected at the upper end drives the power motor shaft 11 to rotate and drives the propeller 12 to rotate, thereby realizing the conversion between the horizontal direction and the vertical direction. When the eVTOL takes off and lands, the driving servo 2 drives the servo driving arm 3 to drive the first rotating shaft 4 to pull the driving arm 5 to drive the second rotating shaft 6. During use, the rotating support 7 is in a vertical state under the limit of the limit shaft 8 and the fixed bracket 9 through the second rotating shaft 6. At this time, when the power motor 10 drives the power motor shaft 11 to rotate and drives the propeller 12 to rotate, the propeller 12 is in a vertical direction, so that during use The propeller 12 enables the aircraft to take off and land in a vertical direction. When the eVTOL rises to a sufficient height and reaches a sufficient forward flight speed, the steering gear 2 drives the steering gear drive arm 3 to rotate, and the steering gear drive arm 3 pulls the first rotating shaft 4 to drive the drive arm 5 and the second rotating shaft 6, so that the rotating support 7 can be tilted under the limit of the limit shaft 8 and the fixed bracket 9, so that the power motor 10 drives the propeller 12 to rotate slowly to the horizontal direction. During cruising, the power motor 10 and the propeller 12 remain in the horizontal direction. The motor arm 1 is connected to the wing and fixed on the wing. One end of the fixed bracket 9 is fixed to the motor arm 1, and the other end is connected to the rotating support 7 through the limit shaft 8. The upper end of the rotating support 7 is connected to the power motor 10, and the lower end is connected to the outer wall of the first rotating shaft 4 through the second rotating shaft 6 and the drive arm 5. The driving steering gear 2 and the steering gear drive arm 3 play an adjustment effect.

[0035] Finally, it should be noted that the above is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A tiltrotor vertical take-off and landing aircraft, comprising a motor arm (1), characterized in that: The inner wall of the motor arm (1) is fixedly connected to a driving steering gear (2); the output end of the driving steering gear (2) is fixedly connected to a steering gear driving arm (3); the outer wall of the steering gear driving arm (3) is rotatably connected to the inside of the motor arm (1); the inner wall of the steering gear driving arm (3) is fixedly connected to a first rotating shaft (4); and the outer wall of the first rotating shaft (4) is rotatably connected to a driving arm (5).

2. A tilt-rotor vertical take-off and landing aircraft according to claim 1, characterized in that: The inner wall of the driving arm (5) is rotatably connected to a second rotating shaft (6), and the outer wall of the second rotating shaft (6) is fixedly connected to a rotating support (7).

3. A tilt-rotor vertical take-off and landing aircraft according to claim 2, characterized in that: The inner wall of the rotating support (7) is fixedly connected to a limiting axis (8).

4. A tilt-rotor vertical take-off and landing aircraft according to claim 3, characterized in that: The outer wall of the limiting shaft (8) is rotatably connected to a fixing bracket (9).

5. A tilt-rotor vertical take-off and landing aircraft according to claim 4, characterized in that: The outer wall of the fixed bracket (9) is fixedly connected to the inner wall of the motor arm (1), and the upper surface of the rotating support (7) is fixedly connected to the power motor (10).

6. A tilt-rotor vertical take-off and landing aircraft according to claim 5, characterized in that: The output end of the power motor (10) is fixedly connected to a power motor rotating shaft (11).

7. The tilt-rotor vertical take-off and landing aircraft according to claim 2, characterized in that: The outer wall of the rotating support (7) is rotatably connected to the outer wall of the fixed bracket (9).

8. The tilt-rotor vertical take-off and landing aircraft according to claim 6, characterized in that: The outer wall of the power motor shaft (11) is fixedly connected with a propeller (12).

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