Electric vertical take-off and landing tandem wing aircraft with full tilt wings

Abstract

The utility model discloses an electric vertical take-off and landing tandem wing aircraft with full-tilt wings, which comprises an aircraft body, a vertical take-off and landing device, a front wing, a rear wing, a front wing and a rear wing, and is characterized in that the aircraft body is provided with an aircraft head part and an aircraft tail part; the two first wings are installed at the end, close to the aircraft head part, of the aircraft body through first tilting mechanisms correspondingly, the two first wings are symmetrically arranged on the two sides of the aircraft body, and a plurality of first rotor assemblies are arranged on each first wing at intervals; and the two second wings are arranged at the end, close to the aircraft tail part, of the aircraft body through second tilting mechanisms correspondingly, the two second wings are symmetrically arranged on the two sides of the aircraft body, and a plurality of second rotor assemblies are arranged on each second wing at intervals. According to the utility model, the wings are respectively and independently driven by the tilting mechanisms, each wing is provided with a plurality of rotor components, and tilting of the wings and the rotors can be realized by adopting four sets of tilting mechanisms, so that the production and manufacturing cost is reduced, and the safety redundancy is improved.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft, and further relates to an electric vertical take-off and landing tandem-wing aircraft with fully tilting wings. Background Art

[0002] With the increasing saturation of land-based space and the growing problem of traffic congestion, there is an urgent need to develop urban airspace and vertical transportation. The development of eVTOL (Electric Vertical Takeoff and Landing) aircraft has attracted widespread attention from the aerospace industry, the automotive industry, the transportation industry, the government, the military, and academia. Potential future applications of eVTOL include urban passenger transportation, regional passenger transportation, freight transportation, personal aircraft, emergency medical services, and other scenarios.

[0003] There are many design configurations for eVTOLs, and the most commonly used ones are multi-rotor configurations, composite wing configurations, and tilt-rotor configurations. Multi-rotor eVTOL aircraft do not have fixed-wing wings, have a short flight range, and are extremely inefficient. They are only suitable for short-distance transportation and have a narrow range of applications. Composite wing eVTOLs contain two independent power systems, one for vertical takeoff and landing, and one for cruising. The overall efficiency of the aircraft is still relatively low, with slow flight speeds and small payloads. Tilt-rotor eVTOLs require an independent tilt mechanism for each rotor. Although this solves the problems of composite wing configurations, it has a complex structure, high cost, and little safety redundancy.

[0004] Therefore, it is necessary to design an electric vertical take-off and landing tandem-wing aircraft with full-tilt wings to solve the above problems. Utility Model Content

[0005] In response to the above technical problems, the purpose of the present utility model is to provide an electric vertical take-off and landing tandem-wing aircraft with fully tilting wings. The wings are individually driven by tilting mechanisms, and each wing is provided with multiple rotor assemblies. The tilting of the wings and rotors can be achieved by using four sets of tilting mechanisms, which reduces production costs and improves safety redundancy.

[0006] Not only can it take off and land vertically, but it can also fly at high speeds like a fixed-wing aircraft.

[0007] In order to achieve the above-mentioned object, the present invention provides an electric vertical take-off and landing tandem wing aircraft with fully tilting wings, comprising:

[0008] a fuselage, the fuselage having a nose portion and a tail portion;

[0009] Two first wings are respectively mounted on one end of the fuselage near the nose via a first tilt mechanism, the two first wings are symmetrically arranged on both sides of the fuselage, a plurality of first rotor assemblies are spaced apart on each first wing, and the first tilt mechanism is used to drive the corresponding first wing to drive the plurality of first rotor assemblies to rotate synchronously;

[0010] Two second wings are respectively installed on one end of the fuselage near the tail through a second tilt mechanism. The two second wings are symmetrically arranged on both sides of the fuselage. Several second rotor assemblies are arranged at intervals on each second wing. The second tilt mechanism is used to drive the corresponding second wing to drive several second rotor assemblies to rotate synchronously.

[0011] In some embodiments, two first tilting mechanisms are installed in the fuselage and symmetrically arranged on both sides of the fuselage. The two first tilting mechanisms can respectively drive the corresponding first wing to tilt within the range of -10°-110°.

[0012] In some embodiments, two first rotor assemblies are provided on each first wing, and the first rotor assemblies on the two first wings are symmetrically arranged.

[0013] In some embodiments, two second tilting mechanisms are provided in the fuselage and symmetrically arranged on both sides of the fuselage. The two second tilting mechanisms can respectively drive the corresponding second wings to tilt within the range of -10°-110°.

[0014] In some embodiments, three second rotor assemblies are provided on each second wing, and the second rotor assemblies on two second wings are symmetrically arranged.

[0015] In some embodiments, each of the second wings is provided with an upper vertical tail, and the upper vertical tail is fixed to an end of the second wing away from the fuselage.

[0016] In some embodiments, the first wing and the second wing are staggered in the height direction of the fuselage;

[0017] And / or, the first rotor assembly and the second rotor assembly are staggered in the front-rear direction of the fuselage;

[0018] And / or, a landing gear is provided at the bottom of the fuselage, and the landing gear is used to provide support for the aircraft and serve as a drooping tail.

[0019] In some embodiments, the first rotor assembly includes a first motor and a first rotor, the first motor is built into the first rotor, and the first rotor is connected to an output shaft of the first motor;

[0020] The second rotor assembly includes a second motor and a second rotor. The second motor is built into the second wing, and the second rotor is connected to the output shaft of the second motor.

[0021] In some embodiments, the first rotor is a variable pitch rotor, so that the installation angle of the first rotor can be adjusted;

[0022] The second rotor is a variable pitch rotor, so that the installation angle of the second rotor can be adjusted.

[0023] In some embodiments, the aircraft has a rotary-wing flight mode and a fixed-wing flight mode;

[0024] Wherein, in the rotor flight mode:

[0025] Roll control is achieved by the differential speed of the first motor and the second motor or the torque change of the first rotor and the second rotor;

[0026] Pitch control is achieved by the differential speed of the first motor and the second motor or the torque change of the first rotor and the second rotor;

[0027] The yaw control is achieved by the differential speed of the first motor and the second motor arranged diagonally or the torque change of the first rotor and the second rotor arranged diagonally, or the yaw control is achieved by the tilt angle differential of the first wing and the second wing arranged diagonally;

[0028] Based on the hovering rotation speed, the two first wings and the two second wings tilt in the same direction, thereby providing an X-axis direct force in that direction;

[0029] Based on the hovering speed, the first motor and the second motor are accelerated or decelerated at the same time, or the first rotor and the second rotor are torque increased or reduced at the same time, thereby providing a Z-axis direct force;

[0030] In the fixed-wing flight mode described:

[0031] Roll control is achieved by differential tilting of the first wing and the second wing;

[0032] Pitch control is achieved by differential tilting of the first wing and the second wing;

[0033] The yaw control is achieved by the differential speed of the first motor and the second motor arranged diagonally or the torque change of the first rotor and the second rotor arranged diagonally;

[0034] On the basis of horizontal trim flight, the first motor and the second motor are accelerated or decelerated at the same time, or the first rotor and the second rotor are torque increased or reduced at the same time, thereby providing X-axis direct force;

[0035] On the basis of horizontal trim flight, the first wing and the second wing tilt in the same direction, thereby providing a Z-axis direct force.

[0036] Compared with the prior art, the electric vertical take-off and landing tandem wing aircraft with fully tilting wings provided by the present invention has the following beneficial effects:

[0037] In this embodiment, the wings are individually driven by tilt mechanisms, and each wing is provided with multiple rotor assemblies. The tilt of the wings and rotors can be achieved by adopting four sets of tilt mechanisms, which reduces the production cost and improves the safety redundancy. The reliability and effectiveness of the operation are improved by reducing mechanical mechanisms such as control surfaces, while reducing the weight of the additional structure. A distributed power system is adopted with extremely high power redundancy, which can still perform tasks in the event of partial power failure, and can perform forced landing in fixed-wing mode when only a small amount of power remains. The tilt transition flight is achieved through the flight control system, which greatly improves the use scenarios and scope of the entire aircraft and is of great help to the economy of use. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] The preferred embodiments will be described below in a clear and understandable manner with reference to the accompanying drawings to further illustrate the above-mentioned characteristics, technical features, advantages and implementation methods of the present invention.

[0039] Figure 1 This is a schematic structural diagram of an electric vertical take-off and landing tandem-wing aircraft with fully tilting wings, which is a preferred embodiment of the present invention;

[0040] Figure 2 This is a top view of an electric vertical take-off and landing tandem-wing aircraft with fully tilting wings, which is a preferred embodiment of the present invention;

[0041] Figure 3 This is a front view of an electric vertical take-off and landing tandem-wing aircraft with fully tilting wings, which is a preferred embodiment of the present utility model.

[0042] Description of Figure Numbers:

[0043] Fuselage 1, nose 11, tail 12, landing gear 13, first wing 2, first tilt mechanism 21, first rotor assembly 22, first motor 221, first rotor 222, second wing 3, second tilt structure 31, second rotor assembly 32, second motor 321, second rotor 322, upper vertical tail 33. DETAILED DESCRIPTION

[0044] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the specific implementation methods of the present invention will be described below with reference to the accompanying drawings. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings and other implementation methods can be obtained based on these drawings without inventive work.

[0045] To simplify the drawings, only the parts relevant to the utility model are schematically shown in each figure; they do not represent the actual structure of the product. Furthermore, to simplify the drawings and facilitate understanding, in some figures, only one of the components with the same structure or function is schematically depicted or labeled. In this document, "one" not only means "only one" but also "more than one."

[0046] It should be further understood that the term "and / or" used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.

[0047] It should be noted that, unless otherwise specified or limited, the terms "mounted," "connected," and "connected" should be understood broadly. For example, they can refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; and internal communication between two components. Those skilled in the art will understand the specific meanings of these terms in this utility model based on the specific circumstances.

[0048] In addition, in the description of the present application, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0049] In one embodiment, the reference Figures 1 to 3The present invention provides an electric vertical take-off and landing tandem-wing aircraft with fully tilting wings, comprising a fuselage 1, two first wings 2, and two second wings 3. The fuselage 1 has a nose 11 and a tail 12. A landing gear 13 is provided at the bottom of the fuselage 1. The landing gear 13 is used to provide support for the aircraft and serve as a drooping tail. The two first wings 2 are respectively mounted on one end of the fuselage 1 near the nose 11 via a first tilt mechanism 21. The two first wings 2 are symmetrically arranged on either side of the fuselage 1. Each first wing 2 is spaced apart and provided with a plurality of first rotor assemblies 22. The first tilt mechanism 21 is used to drive the corresponding first wing 2 to cause the plurality of first rotor assemblies 22 to rotate synchronously. The two second wings 3 are respectively installed on one end of the fuselage 1 near the tail 12 through the second tilt mechanism 31. The two second wings 3 are symmetrically arranged on both sides of the fuselage 1. A plurality of second rotor assemblies 32 are arranged at intervals on each second wing 3. The second tilt mechanism 31 is used to drive the corresponding second wing 3 to drive the plurality of second rotor assemblies 32 to rotate synchronously.

[0050] Specifically, two first tilt mechanisms 21 are installed within fuselage 1 and are symmetrically arranged on either side of fuselage 1. Each first tilt mechanism 21 is capable of driving its corresponding first wing 2 to tilt within a range of -10° to 110°. Each first wing 2 is equipped with two first rotor assemblies 22, which are symmetrically arranged on the two first wings 2.

[0051] Two second tilt mechanisms 31 are provided in the fuselage 1 and are symmetrically arranged on both sides of the fuselage 1. The two second tilt mechanisms 31 can respectively drive the corresponding second wings 3 to tilt within the range of -10°-110°. Three second rotor assemblies 32 are provided on each second wing 3, and the second rotor assemblies 32 on the two second wings 3 are symmetrically arranged. Each second wing 3 is provided with an upper vertical tail 33, which is fixed to the end of the second wing 3 away from the fuselage 1. The first wing 2 and the second wing 3 are staggered in the height direction of the fuselage 1, and the first rotor assembly 22 and the second rotor assembly 32 are staggered in the front-to-back direction of the fuselage 1, ensuring that the wake of the rotor / wing on the front side does not interfere with the rotor / wing on the rear side, thereby improving aerodynamic efficiency.

[0052] In this embodiment, the first wing 2 and the second wing 3 do not need to be equipped with aerodynamic control surfaces, which improves the reliability and effectiveness of operation and reduces the weight of the additional structure; the tilt of the four wings is independently controlled, and the tilt angle of the wings can be used as a flexible control quantity to manipulate the aircraft during the entire flight, reducing production costs and improving safety redundancy; the vertical tail of the traditional aircraft is eliminated and a fixed vertical tail is adopted, and yaw control is achieved through distributed power and tilt wings, which greatly improves the use scenarios and scope of the entire aircraft and is of great help to its economic efficiency.

[0053] It should be pointed out that the first tilt mechanism 21 and the second tilt mechanism 31 can adopt a motor + gear transmission mechanism, or a motor + toothed disc transmission mechanism. In actual use, they can be selected according to actual needs, as long as the structure or device can be used to control the corresponding wing tilt; the specific number of rotor assemblies on each wing can also be set according to actual needs.

[0054] In one embodiment, the reference Figures 1 to 3 First rotor assembly 22 includes a first motor 221 and a first rotor 222. First motor 221 is built into first wing 2 and connected to the output shaft of first motor 221. Second rotor assembly 32 includes a second motor 321 and a second rotor 322. Second motor 321 is built into second wing 3 and connected to the output shaft of second motor 321. First rotor 222 is a variable-pitch rotor, allowing its mounting angle to be adjusted; second rotor 322 is also a variable-pitch rotor, allowing its mounting angle to be adjusted. First rotor assembly 22 and second rotor assembly 32 can use the same device, but different devices can also be used depending on actual needs.

[0055] In this embodiment, the first wing 2 and the second wing 3 jointly provide lift for the aircraft in fixed-wing mode. The rotors utilize a variable-torque rotor design, meaning that the rotor mounting angle is adjustable. A tilt mechanism drives the wing tilt to achieve angular changes in the rotor power direction. The tilt mechanism is located within the fuselage and is used to independently change the angles of the four wings, thereby enabling switching between different flight modes, namely fixed-wing mode and multi-rotor mode, and overall control of the aircraft. Fixed-wing mode primarily achieves horizontal forward flight when the power direction is fully horizontal; multi-rotor mode primarily achieves vertical takeoff and landing (VTOL). A tilt-transition mode occurs when the power direction of the tilt-propulsion system is at a certain angle to the horizontal. The aircraft possesses both high-speed flight capabilities and vertical takeoff and landing capabilities, offering flexibility and adaptability, resulting in higher practical application value.

[0056] In one embodiment, the reference Figure 2 、 Figure 3 , the aircraft has a rotary-wing flight mode and a fixed-wing flight mode;

[0057] Among them, in rotor flight mode:

[0058] Roll control is achieved by the differential speed of first motor 221 and second motor 321 or the torque conversion of first rotor 222 and second rotor 322. For example, based on the hovering speed, the left motor is accelerated and the right motor is decelerated, or the left rotor is torqued up and the right rotor is torqued down, thus providing the right roll control torque.

[0059] Pitch control is achieved by the differential speed of the first motor 221 and the second motor 321 or the torque change of the first rotor 222 and the second rotor 322. For example, based on the hovering speed, the front motor is accelerated and the rear motor is decelerated, or the front rotor is torqued up and the rear rotor is torqued down, thus providing the control torque for tilting up.

[0060] Yaw control is achieved by the differential speed of the diagonally arranged first motor 221 and second motor 321, or by the torque conversion of the diagonally arranged first rotor 222 and second rotor 322. This is achieved primarily by adjusting the motor speed to alter the rotor's counter-torque or the counter-torque of the rotor's torque conversion, thereby providing a yaw moment. Alternatively, yaw control is achieved by differentially adjusting the tilt angle of the diagonally arranged first wing 2 and second wing 3. This is achieved primarily by changing the angle of the motor's tension line, generating a force component on the x-axis of the body axis system, thereby generating a yaw moment.

[0061] On the basis of the hovering rotation speed, the two first wings 2 and the two second wings 3 tilt in the same direction, thereby providing an X-axis direct force in that direction.

[0062] On the basis of the hovering speed, all the first motors 221 and the second motors 321 are accelerated or decelerated at the same time, or all the first rotors 2 and the second rotors 3 are torque increased or reduced at the same time, so that a direct force on the Z axis can be provided.

[0063] In fixed-wing flight mode:

[0064] Roll control is achieved by differential tilting of the first wing 2 and the second wing 3; for example, on the basis of horizontal balanced flight, the left wing tilts upward and the right wing tilts downward, then the lift on the left side of the aircraft increases and the lift on the right side decreases, and the aircraft generates a moment to roll to the right.

[0065] Pitch control is achieved by differential tilting of the first wing 2 and the second wing 3; for example, on the basis of horizontal balanced flight, the front wing tilts upward and the rear wing tilts downward, then the front lift of the aircraft increases and the rear lift decreases, and the aircraft generates a moment to lift its head.

[0066] Yaw control is achieved by the differential speed of the diagonally arranged first motor 221 and the second motor 321 or the torque change of the diagonally arranged first rotor 222 and the second rotor 322; for example, on the basis of horizontal balanced flight, the left motor accelerates and the right motor decelerates, or the left rotor increases the torque and the right rotor decreases the torque, thereby generating a yaw moment to turn right.

[0067] On the basis of horizontal trim flight, the first motor and the second motor are accelerated or decelerated at the same time, or the first rotor and the second rotor are torque increased or reduced at the same time, thereby providing X-axis direct force;

[0068] On the basis of horizontal trim flight, the first wing and the second wing tilt in the same direction, thereby providing a Z-axis direct force.

[0069] In this embodiment, direct force control of the X-axis in rotor mode and the Z-axis in fixed-wing mode are control methods difficult to achieve with other configurations. This allows the aircraft's fuselage pitch angle to remain essentially constant throughout flight, enabling longitudinal velocity control solely through direct force control. This significantly improves maneuverability and the passenger experience. Furthermore, the entire aircraft requires only four tilt mechanisms to achieve wing and rotor tilt, and these relatively simple mechanisms significantly contribute to reducing manufacturing costs and increasing safety redundancy.

[0070] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant description of other embodiments.

[0071] It should be noted that the above embodiments can be freely combined as needed. The above are only preferred embodiments of the present invention. It should be noted that those skilled in the art can make several improvements and modifications without departing from the principles of the present invention, and such improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. An electric vertical take-off and landing tandem wing aircraft with fully tilting wings, characterized in that: include: a fuselage, the fuselage having a nose portion and a tail portion; Two first wings are respectively mounted on one end of the fuselage near the nose via a first tilt mechanism, the two first wings are symmetrically arranged on both sides of the fuselage, a plurality of first rotor assemblies are spaced apart on each first wing, and the first tilt mechanism is used to drive the corresponding first wing to drive the plurality of first rotor assemblies to rotate synchronously; Two second wings are respectively installed on one end of the fuselage near the tail through a second tilt mechanism. The two second wings are symmetrically arranged on both sides of the fuselage. Several second rotor assemblies are arranged at intervals on each second wing. The second tilt mechanism is used to drive the corresponding second wing to drive several second rotor assemblies to rotate synchronously.

2. The electric vertical take-off and landing tandem wing aircraft with fully tilting wings according to claim 1, characterized in that: The two first tilting mechanisms are installed in the fuselage and symmetrically arranged on both sides of the fuselage. The two first tilting mechanisms can respectively drive the corresponding first wing to tilt within the range of -10°-110°.

3. The electric vertical take-off and landing tandem wing aircraft with fully tilting wings according to claim 2, characterized in that: Two first rotor assemblies are provided on each of the first wings, and the first rotor assemblies on the two first wings are symmetrically arranged.

4. The electric vertical take-off and landing tandem wing aircraft with fully tilting wings according to claim 1, characterized in that: The two second tilting mechanisms are arranged in the fuselage and symmetrically on both sides of the fuselage. The two second tilting mechanisms can respectively drive the corresponding second wings to tilt within the range of -10°-110°.

5. The electric vertical take-off and landing tandem wing aircraft with fully tilting wings according to claim 4, characterized in that: Three second rotor assemblies are provided on each second wing, and the second rotor assemblies on two second wings are symmetrically arranged.

6. The electric vertical take-off and landing tandem wing aircraft with fully tilting wings according to claim 1, characterized in that: Each of the second wings is provided with an upper vertical tail, and the upper vertical tail is fixed to an end of the second wing away from the fuselage.

7. The electric vertical take-off and landing tandem wing aircraft with fully tilting wings according to claim 1, characterized in that: The first wing and the second wing are staggered in the height direction of the fuselage; And / or, the first rotor assembly and the second rotor assembly are staggered in the front-rear direction of the fuselage; And / or, a landing gear is provided at the bottom of the fuselage, and the landing gear is used to provide support for the aircraft and serve as a drooping tail.

8. The electric vertical take-off and landing tandem wing aircraft with fully tilting wings according to claim 1, characterized in that: The first rotor assembly includes a first motor and a first rotor, the first motor is built into the first wing, and the first rotor is connected to the output shaft of the first motor; The second rotor assembly includes a second motor and a second rotor. The second motor is built into the second wing, and the second rotor is connected to the output shaft of the second motor.

9. The electric vertical take-off and landing tandem wing aircraft with fully tilting wings according to claim 8, characterized in that: The first rotor is a variable pitch rotor, so that the installation angle of the first rotor can be adjusted; The second rotor is a variable pitch rotor, so that the installation angle of the second rotor can be adjusted.

10. The electric vertical take-off and landing tandem wing aircraft with fully tilting wings according to claim 9, characterized in that: The aircraft has rotary wing flight mode and fixed wing flight mode; Wherein, in the rotor flight mode: Roll control is achieved by the differential speed of the first motor and the second motor or the torque change of the first rotor and the second rotor; Pitch control is achieved by the differential speed of the first motor and the second motor or the torque change of the first rotor and the second rotor; The yaw control is achieved by the differential speed of the first motor and the second motor arranged diagonally or the torque change of the first rotor and the second rotor arranged diagonally, or the yaw control is achieved by the tilt angle differential of the first wing and the second wing arranged diagonally; Based on the hovering rotation speed, the two first wings and the two second wings tilt in the same direction, thereby providing an X-axis direct force in that direction; Based on the hovering speed, the first motor and the second motor are accelerated or decelerated at the same time, or the first rotor and the second rotor are torque increased or reduced at the same time, thereby providing a Z-axis direct force; In the fixed-wing flight mode described: Roll control is achieved by differential tilting of the first wing and the second wing; Pitch control is achieved by differential tilting of the first wing and the second wing; The yaw control is achieved by the differential speed of the first motor and the second motor arranged diagonally or the torque change of the first rotor and the second rotor arranged diagonally; On the basis of horizontal trim flight, the first motor and the second motor are accelerated or decelerated at the same time, or the first rotor and the second rotor are torque increased or reduced at the same time, thereby providing X-axis direct force; On the basis of horizontal trim flight, the first wing and the second wing tilt in the same direction, thereby providing a Z-axis direct force.

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