Gas-electric hybrid six-axis adjustable rotor aircraft

Abstract

The utility model discloses a gas-electric hybrid six-shaft aircraft with adjustable rotor wings. Relates to the technical field of manned unmanned aerial vehicles and comprises a vehicle body, main wings are arranged in the middle of the vehicle body, empennages are arranged at the tail of the vehicle body, power cabin arms are arranged on the main wings, one ends of the power cabin arms are away from the empennages, and the two main wings, the two empennages and the two power cabin arms are symmetrically arranged; rotor wings are arranged at the ends, away from each other, of the two empennages. Rotor wings are arranged at the ends, away from the empennages, of the two power cabin arms. And the multiple sets of tilting units are arranged, and the two power cabin arms are connected with the rotor wings through the tilting units. By arranging the main wing, the empennage and the power cabin arm, the aircraft adjusts the angle of the rotor wing on the power cabin arm by controlling the rotating speeds of the main wing, the empennage and the six rotor wings on the power cabin and matching with the tilting unit, so that the change of the flight attitude of the aircraft can be realized; the pitching, rolling and yawing actions of the aircraft are realized through the matching of the inclination angles among the six rotor wings.

Description

Technical Field

[0001] The utility model relates to the technical field of manned drones, and more specifically, to an aircraft with a hybrid oil-electric six-axis adjustable rotor. Background Art

[0002] At present, in the field of geological exploration, complex terrains and harsh conditions have brought great obstacles to the exploration process. There are many surveying and mapping devices, which also pose challenges to manual transportation. Therefore, it is crucial to develop an aircraft with long endurance, capable of hovering and vertical takeoff and landing. Multirotor aircraft have the advantages of vertical takeoff and landing and flexible flight. However, such aircraft need rotors to provide continuous lift during flight, so the energy consumption required for flight is relatively large, which affects the endurance. Currently, some aircraft are equipped with two sets of systems to control the propulsion during the ascent and horizontal flight of the aircraft respectively, resulting in an increase in the weight of the aircraft and a decrease in the endurance.

[0003] Therefore, how to provide an aircraft with a hybrid oil-electric six-axis adjustable rotor that can achieve hovering in the air, large load capacity and high cruising speed is an urgent problem to be solved by those skilled in the art. Summary of the Utility Model

[0004] In view of this, the utility model provides an aircraft with a hybrid oil-electric six-axis adjustable rotor, which can achieve hovering in the air, large load capacity and high cruising speed.

[0005] In order to achieve the above object, the utility model adopts the following technical scheme:

[0006] An aircraft with a hybrid oil-electric six-axis adjustable rotor, comprising:

[0007] A fuselage, a main wing is arranged in the middle of the fuselage, a tail wing is arranged at the tail of the fuselage, a power cabin arm is arranged on the main wing, one end of the power cabin arm is far from the tail wing, two main wings, two tail wings and two power cabin arms are symmetrically arranged, rotors are arranged at both ends of the two main wings away from each other, rotors are arranged at both ends of the two tail wings away from each other, and rotors are arranged at both ends of the two power cabin arms far from the tail wing;

[0008] Tilting units, multiple groups of tilting units are arranged, and the two power cabin arms are both connected to the rotors through the tilting units.

[0009] Further, each tilting unit is arranged at the end of the power cabin arm far from the tail wing, each power cabin arm includes a joint motor, a link assembly and a slewing pair assembly, the joint motor is connected to the rotor through the link assembly and the slewing pair assembly, and the link assembly is hinged to the slewing pair assembly.

[0010] Further, the link assembly includes a first link, a second link, and a third link, and the slewing pair assembly includes a first slewing pair, a second slewing pair, a third slewing pair, and a fourth slewing pair. Two of the first slewing pairs are arranged at intervals on the rotor. The first links are arranged at one ends of the two first slewing pairs away from the rotor. The second slewing pairs are arranged at one ends of the two first links away from the rotor. The second links are arranged at one ends of the two second slewing pairs away from the first links. One ends of the two second links away from the first links meet at the third slewing pair. Two of the third links are arranged at one end of the third slewing pair away from the second link. The third links and the second links are arranged alternately. One end of the third link away from the second link is hinged to the joint motor through the fourth slewing pair.

[0011] Further, a motor is provided in each of the main wings and the tail wings, and a joint speed reducer is arranged on the motor.

[0012] Further, the tail wing is arranged in a Y shape.

[0013] Further, the main wing and the power cabin arm are on the same horizontal plane.

[0014] As can be seen from the above technical solutions, compared with the prior art, the present utility model discloses an oil-electric hybrid six-axis adjustable rotor aircraft. By providing the main wing, the tail wing, and the power cabin arm, the aircraft can adjust the angle of the rotor on the power cabin arm through the tilting unit in cooperation with the rotation speeds of the six rotors on the main wing, the tail wing, and the power cabin, so as to realize the change of the flight attitude of the aircraft. The aircraft can realize pitching, rolling, and yawing actions through the inclination cooperation among the six rotors. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only the embodiments of the present utility model. For those of ordinary skill in the art, other drawings can be obtained according to the provided drawings without creative efforts.

[0016] Figure 1 It is an axonometric view of the vertical take-off and landing state of the oil-electric hybrid six-axis adjustable rotor aircraft provided by the present utility model;

[0017] Figure 2 It is a top view of the oil-electric hybrid six-axis adjustable rotor aircraft provided by the present utility model;

[0018] Figure 3 It is a schematic structural view of the tilting unit provided by the present utility model;

[0019] Figure 4 The block diagram of the flight control system provided for the present utility model.

[0020] Wherein: 1 is the fuselage; 2 is the main wing; 3 is the tail wing; 4 is the power cabin arm; 5 is the rotor; 6 is the joint motor; 7 is the first connecting rod; 8 is the second connecting rod; 9 is the third connecting rod; 10 is the first revolute pair; 11 is the second revolute pair; 12 is the third revolute pair; 13 is the fourth revolute pair. Specific embodiments

[0021] Next, the technical solutions in the embodiments of the present utility model will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present utility model. Obviously, the described embodiments are only a part of the embodiments of the present utility model, rather than all the embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without making creative efforts shall fall within the protection scope of the present utility model.

[0022] See Figures 1-4 , the embodiments of the present utility model disclose an oil-electric hybrid six-axis adjustable rotor aircraft, including:

[0023] The fuselage 1, the middle of the fuselage 1 is provided with the main wing 2, the tail of the fuselage 1 is provided with the tail wing 3, the main wing 2 is provided with the power cabin arm 4, one end of the power cabin arm 4 is far away from the tail wing 3, two of the main wing 2, the tail wing 3 and the power cabin arm 4 are symmetrically arranged, and rotors 5 are provided at both ends of the two main wings 2 away from each other, rotors 5 are provided at both ends of the two tail wings 3 away from each other, and rotors 5 are provided at both ends of the two power cabin arms 4 away from the tail wing 3;

[0024] The tilting unit, multiple groups of tilting units are provided, and both of the two power cabin arms 4 are connected to the rotor 5 through the tilting unit; by providing the main wing 2, the tail wing 3 and the power cabin arm 4, the aircraft can adjust the angle of the rotor 5 on the power cabin arm 4 by controlling the rotation speeds of the six rotors 5 on the main wing 2, the tail wing 3 and the power cabin, and the change of the flight attitude of the aircraft can be realized. The pitching, rolling and yawing actions of the aircraft are realized through the inclination coordination between the six rotors 5.

[0025] In this embodiment, each of the tilting units is provided on the rotor 5 located on the power cabin arm 4, and each tilting unit includes a joint motor 6, a connecting rod assembly and a revolute pair assembly. The joint motor 6 is connected to the rotor 5 through the connecting rod assembly and the revolute pair assembly, and the connecting rod assembly is hinged to the revolute pair assembly; the angle of the rotor 5 on the power cabin arm 4 is adjusted by providing the tilting unit.

[0026] In this embodiment, the connecting rod assembly includes a first connecting rod 7, a second connecting rod 8, and a third connecting rod 9. The slewing pair assembly includes a first slewing pair 10, a second slewing pair 11, a third slewing pair 12, and a fourth slewing pair 13. Two first slewing pairs 10 are arranged at intervals on the rotor 5. First connecting rods 7 are arranged at the ends of the two first slewing pairs 10 away from the rotor 5. Second slewing pairs 11 are arranged at the ends of the two first connecting rods 7 away from the rotor 5. Second connecting rods 8 are arranged at the ends of the two second slewing pairs 11 away from the first connecting rods 7. The ends of the two second connecting rods 8 away from the first connecting rods 7 meet at a third slewing pair 12. Two third connecting rods 9 are arranged at the end of the third slewing pair 12 away from the second connecting rod 8. The third connecting rods 9 and the second connecting rods 8 are arranged alternately. The end of the third connecting rod 9 away from the second connecting rod 8 is hinged to the joint motor 6 through a fourth slewing pair 13. Through the cooperation and fixation among the first connecting rod 7, the second connecting rod 8, and the third connecting rod 9, the change in the tilting angle of the rotor 5 is realized along with the rotation of the joint motor 6.

[0027] In this embodiment, a motor is provided in each main wing 2 and tail wing 3, and a joint speed reducer is arranged on the motor. The rotor 5 on each main wing 2 and tail wing 3 is directly driven by the cooperation of the motor and the joint speed reducer. The motors in the wings of the main wing 2 and the tail wing 3 cooperate with the tilting unit to control the flight attitude. The thrust of the rotor 5 is in the vertical direction during the vertical takeoff and landing process of the aircraft, and the thrust of the rotor 5 is converted into the horizontal direction through the tilting device during the horizontal cruise flight process.

[0028] In this embodiment, the tail wing 3 is arranged in a Y shape.

[0029] In this embodiment, the main wing 2 and the power cabin arm 4 are located on the same horizontal plane.

[0030] In addition, in this embodiment, the aircraft uses a hybrid power, mainly driven by the way of internal combustion engine power generation and battery energy storage. The internal combustion engine charges the battery or directly provides current to the motor during the flight.

[0031] Such as Figure 4 , for the adjustment of the aircraft attitude, through the combination of the IMU attitude data inertial measurement unit and the positioning system on the aircraft, the real-time position, speed, and attitude of the aircraft are calculated. The data of these sensors are fused and processed and then transmitted to the flight control system. The flight control system coordinately controls the shutdown motors of the tilting unit and the motors in the main wing 2 and the tail wing 3, so as to adjust the flight attitude of the aircraft. At the same time, the real-time position of the motor is transmitted to the flight control system through the motor encoder to achieve closed-loop control and ensure the stable control of the flight attitude of the aircraft.

[0032] The rotor 5 includes blades and a propeller. During flight, the aircraft is driven by an electric motor and a joint motor 6 to rotate the propeller. The propeller drives the blades to provide thrust during takeoff. The electric motors on the main wing 2 and the tail wing 3 drive the propellers to rotate relative to the fuselage 1, and the joint motor 6 on the power cabin arm 4 drives the propeller to rotate relative to the fuselage 1, so that the propeller provides vertical thrust for takeoff and landing. The electric motor driving the propeller to rotate does not require the use of a universal joint or other complex transmission mechanisms, reducing the system complexity.

[0033] The various embodiments in this specification are described in a progressive manner. Each embodiment focuses on the differences from other embodiments. For the same or similar parts among the various embodiments, reference can be made to each other. For the devices disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple. For the relevant parts, reference can be made to the description in the method section.

[0034] The above description of the disclosed embodiments enables those skilled in the art to implement or use the present invention. Various modifications to these embodiments will be obvious to those skilled in the art. The general principles defined herein can be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but will be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. An oil-electric hybrid six-axis adjustable rotor aircraft, characterized in that, Comprising: A fuselage, a main wing is provided in the middle of the fuselage, a tail wing is provided at the tail of the fuselage, a power cabin arm is provided on the main wing, one end of the power cabin arm is far from the tail wing, and two of the main wing, the tail wing and the power cabin arm are symmetrically arranged. Rotors are provided at the mutually remote ends of the two main wings, rotors are provided at the mutually remote ends of the two tail wings, and rotors are provided at the ends of the two power cabin arms far from the tail wing; Tilting units, multiple groups of the tilting units are provided, and the two power cabin arms are each connected to a rotor through the tilting unit.

2. The aircraft with a hybrid oil-electric six-axis adjustable rotor according to claim 1, characterized in that Each of the tilting units is provided at the end of the power cabin arm far from the tail wing. Each of the power cabin arms includes a joint motor, a link assembly and a slewing pair assembly. The joint motor and the rotor are connected through the link assembly and the slewing pair assembly, and the link assembly is hinged to the slewing pair assembly.

3. The aircraft with a hybrid oil-electric six-axis adjustable rotor according to claim 2, characterized in that, The link assembly includes a first link, a second link and a third link. The slewing pair assembly includes a first slewing pair, a second slewing pair, a third slewing pair and a fourth slewing pair. Two of the first slewing pairs are spaced apart on the rotor. The first links are provided at the ends of the two first slewing pairs far from the rotor. The second slewing pairs are provided at the ends of the two first links far from the rotor. The second links are provided at the ends of the two second slewing pairs far from the first link. The ends of the two second links far from the first link converge at the third slewing pair. Two of the third links are provided at the end of the third slewing pair far from the second link. The third link and the second link are arranged in a staggered manner. The end of the third link far from the second link is hinged to the joint motor through the fourth slewing pair.

4. The aircraft with a hybrid oil-electric six-axis adjustable rotor according to claim 1, characterized in that, A motor is provided in each of the main wing and the tail wing, and a joint reducer is provided on the motor.

5. The aircraft with a hybrid oil-electric six-axis adjustable rotor according to claim 1, characterized in that, The tail wing is arranged in a Y shape.

6. The aircraft with an oil-electric hybrid six-axis adjustable rotor according to claim 1, characterized in that, The main wing and the power cabin arm are on the same horizontal plane.

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