A tilt device for rotor tilt control
By installing tilting and braking mechanisms in the control nacelle on the wing, the problems of inaccurate rotor tilt control and swaying were solved, achieving efficient and stable rotor tilt control and improving the flight stability of the aircraft.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- ZERO GRAVITY NANJING AIRCRAFT IND CO LTD
- Filing Date
- 2025-05-23
- Publication Date
- 2026-06-23
AI Technical Summary
The turbine mechanism of existing tiltrotor aircraft has low transmission efficiency, resulting in inaccurate rotor tilt control and rotor swaying under strong airflow, which affects flight stability.
A tilting mechanism and a braking mechanism are installed on the wing to control the tilting nacelle. The tilting servo controls the rotation of the transmission components, which in turn causes the tilting nacelle to tilt. The braking mechanism locks the tilting nacelle in place to ensure rotor stability.
It achieves efficient and precise rotor tilt control, improving the stability and transmission efficiency of the aircraft and reducing rotor sway.
Smart Images
Figure CN224392943U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of aircraft technology, and more specifically to a tilting device for rotor tilt angle control. Background Technology
[0002] Multirotor tilt-rotor aircraft are a new type of highly reliable aircraft that has been continuously innovated in the development of aircraft. They can meet the requirements of vertical take-off and landing, achieve a longer range than fixed-wing aircraft, and have a better payload capacity. Based on the many advantages of multirotor tilt-rotor aircraft, their applications have become more widespread.
[0003] This type of aircraft has multiple flight modes, mainly divided into: rotor vertical takeoff and landing mode, tilt control mode, and fixed-wing mode. In rotor vertical takeoff and landing mode, the rotor is set vertically to the fuselage, and the aircraft can take off and land vertically by controlling the rotation of the blades. In tilt control mode, the aircraft's flight attitude is changed by controlling the angle between the rotor and the fuselage during acceleration or in-flight tilt control. In fixed-wing mode, the rotor is kept horizontally to the fuselage, thereby increasing the overall range during cruise flight.
[0004] Current tiltrotor aircraft typically have a long worm shaft running through the wing to the wingtip, with a turbine mechanism inside the fuselage to drive the worm shaft. This turbine mechanism controls the tilting motion of the rotor located at the wingtip. Because the worm shaft runs through the wing and has a long stroke, the transmission efficiency of the turbine mechanism is reduced, decreasing the efficiency of accurate tilt control of the rotor. Furthermore, the rotor may wobble slightly when exposed to strong airflow, reducing the aircraft's flight stability. Therefore, a tilting device that can stably control the rotor's tilt is urgently needed. Utility Model Content
[0005] In view of the shortcomings of the existing technology, the purpose of this utility model is to provide a tilting device for rotor tilt angle control, which can stably control the tilt of the rotor, improve tilting efficiency and flight stability.
[0006] To achieve the above objectives, the present invention provides the following technical solution:
[0007] A tilting device for controlling rotor tilt angle, comprising:
[0008] A control nacelle is located on the wing of the fuselage. The control nacelle is equipped with a tilting mechanism, which is connected to a tilting rotor. The tilting rotor includes a tilting cabin and a transmission cabin that are connected to each other. The tilting cabin is equipped with a control rotor.
[0009] A transmission component is disposed within the transmission compartment. The tilting mechanism is connected to the transmission component and is used to control the rotation of the transmission component in order to control the tilting compartment to tilt along the control nacelle.
[0010] A braking mechanism is provided inside the transmission compartment and is used to lock the tilting compartment.
[0011] As a further improvement of this utility model, the tilting mechanism includes a control component, which includes a tilting servo, a drive shaft, and a drive gear. The tilting servo is disposed in the control nacelle and is coaxially connected to the drive shaft. The drive shaft is coaxially and fixedly connected to the drive gear.
[0012] The control nacelle has a toothed groove, and the meshing teeth of the drive gear protrude from the toothed groove. The transmission component is fixedly connected to the inner wall of the transmission compartment and meshes with the part of the drive gear that protrudes from the toothed groove.
[0013] As a further improvement of this utility model, the tilting mechanism further includes a support assembly, which includes a first shaft frame, a second shaft frame, and bearing components. The first shaft frame is disposed in the control nacelle and has a shaft hole for the drive shaft to pass through. The second shaft frame is disposed in the tilting nacelle and has a shaft groove for the drive shaft to be inserted. Bearing components sleeved on the drive shaft are respectively disposed in the shaft hole and the shaft groove.
[0014] As a further improvement of this utility model, the transmission component is a semi-circular arc-shaped rack, and both ends of the transmission component are riveted and fixed to the transmission compartment by rivets.
[0015] As a further improvement of this utility model, the control nacelle includes a first section, a second section and a third section. The first section and the third section have circular cross-sections, and the second section is disposed between the first section and the third section. The second section has an elliptical cross-section, and the toothed groove is formed on the second section.
[0016] As a further improvement of this utility model, the braking mechanism includes a brake disc and a brake caliper. The brake disc is connected to the control nacelle and disposed in the transmission compartment. The brake caliper is disposed in the transmission compartment. When the brake caliper clamps the brake disc, it fixes the tilting compartment.
[0017] As a further improvement of this utility model, the brake disc is semi-circular and is disposed on the side of the control nacelle away from the transmission component.
[0018] As a further improvement of this utility model, the brake caliper includes a caliper body and a control unit. The control unit is fixedly connected to the inner wall of the transmission compartment. The caliper body is respectively disposed on both sides of the brake disc. The control unit is used to control the caliper body to clamp or release the brake disc.
[0019] The beneficial effects of this utility model are as follows: By setting a control nacelle on the wing and a tilting mechanism inside the control nacelle, the tilting mechanism controls the rotation of the transmission components located in the transmission nacelle, thereby driving the tilting nacelle connected to the transmission nacelle to tilt. Since the tilting mechanism is directly located in the control nacelle, each tilting rotor is controlled by a separate tilting mechanism, thereby achieving efficient and precise tilting control and improving the efficiency of tilting control. The braking mechanism located in the transmission nacelle can be used to lock the tilting nacelle, making it less likely for the tilting nacelle to sway during flight, thus achieving a stable flight control effect. Attached Figure Description
[0020] Figure 1 A schematic diagram to illustrate the overall three-dimensional structure;
[0021] Figure 2 A cross-sectional schematic diagram illustrating the tilt mechanism controlling the tilt rotor;
[0022] Figure 3 This is a magnified view showing a portion of the tilting mechanism;
[0023] Figure 4 A schematic diagram illustrating the structure of the braking mechanism.
[0024] Reference numerals: 1. Airframe; 11. Wing; 12. Control nacelle; 13. First section; 14. Second section; 15. Third section; 16. Gear groove; 2. Tilting mechanism; 21. Control assembly; 211. Tilting servo; 212. Drive shaft; 213. Drive gear; 22. Support assembly; 221. First shaft frame; 222. Second shaft frame; 224. Shaft hole; 225. Shaft groove; 3. Tilting rotor; 31. Tilting nacelle; 32. Transmission nacelle; 33. Control rotor; 4. Transmission component; 5. Braking mechanism; 51. Brake disc; 52. Brake caliper; 521. Clamp body; 522. Control unit. Detailed Implementation
[0025] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Identical components are indicated by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "upper," and "lower" used in the following description refer to directions in the accompanying drawings, and the terms "bottom surface," "top surface," "inner," and "outer" refer to directions toward or away from the geometric center of a specific component, respectively.
[0026] refer to Figures 1 to 4The diagram illustrates a specific embodiment of a tilting device for rotor tilt control according to this invention. It includes a tilting mechanism 2, a transmission component 4, and a braking mechanism 5. A control nacelle 12 is mounted on the wing 11 of the fuselage 1. The tilting mechanism 2 is housed within the control nacelle 12. A tilting rotor 3 is also mounted on the wing 11. The tilting rotor 3 includes a tilting nacelle 31 and a transmission nacelle 32. A control rotor 33 is mounted on the tilting nacelle 31 and provides power for controlling flight and takeoff / landing. The transmission nacelle 32 is connected to the tilting nacelle 31 and one end is connected to the control nacelle 12. The transmission compartment 32 is also equipped with a transmission component 4, which is connected to the tilting mechanism 2 so that the tilting mechanism 2 can control the transmission component 4 to rotate, thereby driving the tilting compartment 31 to tilt along the control nacelle 12, thereby adjusting the tilting angle of the tilting rotor 3. The transmission compartment 32 is also equipped with a braking mechanism 5, which is used to lock the tilting compartment 31 so that after the tilting rotor 3 is adjusted to a suitable angle, the braking mechanism 5 can brake it, making the overall tilting rotor 3 less prone to shaking, maintaining a stable position during flight, and providing stable lift force.
[0027] The tilting mechanism 2 includes a control assembly 21 and a support assembly 22. The control assembly 21 includes a tilting servo 211, a drive shaft 212, and a drive gear 213. The tilting servo 211 is disposed within the control nacelle 12 and is coaxially connected to the drive shaft 212. The drive gear 213 is coaxially and fixedly connected to the drive shaft 212 and is located in the middle position of the drive shaft 212. The control nacelle 12 includes a first section 13, a second section 14, and a third section 15. The first compartment 13 and the third compartment 15 have circular cross-sections. The second compartment 14 is located between the first compartment 13 and the third compartment 15. The second compartment 14 has an elliptical cross-section and a toothed groove 16. The meshing teeth of the drive gear 213 pass through the toothed groove 16. The transmission component 4 is fixedly connected to the inner wall of the transmission compartment 32 and meshes with the part of the drive gear 213 that passes through the toothed groove 16. The transmission component 4 is a semi-circular arc-shaped rack, and the two ends of the transmission component 4 are riveted together. The pins are riveted and fixed to the transmission compartment 32. The support assembly 22 includes a first shaft frame 221, a second shaft frame 222, and a swivel. The first shaft frame 221 is located in the control nacelle 12 and has a shaft hole 224 for the transmission shaft 212 to pass through. The second shaft frame 222 is located in the tilting compartment 31 and has a shaft groove 225 for the transmission shaft 212 to be inserted. Bearings 223 fitted onto the transmission shaft 212 are respectively installed in the shaft hole 224 and the shaft groove 225. Under the action of the support assembly 22, the transmission shaft 212 can maintain stable rotation around the output shaft axis of the tilting servo 211 and is not prone to jumping. Under the action of the bearings 223, the rotational friction of the transmission component 4 is reduced. When the tilting servo 211 drives the transmission shaft 212 to rotate, it drives the drive gear 213 to rotate, thereby driving the transmission component 4 to rotate, and then driving the transmission compartment 32 to rotate, causing the tilting rotor 3 to tilt.
[0028] The braking mechanism 5 includes a brake disc 51 and a brake caliper 52. The brake disc 51 is connected to the control nacelle 12 and is disposed within the transmission nacelle 32. The brake disc 51 is semi-circular and is disposed on the side of the control nacelle 12 opposite to the transmission member 4. The brake disc 51 and the transmission member 4 are staggered, so that the transmission member 4 and the brake disc 51 are unlikely to collide when the tilt rotor 3 is tilted. The brake caliper 52 is disposed within the transmission nacelle 32 and includes a caliper body 521 and a control unit 522. The control unit 522 is fixedly connected to the inner wall of the transmission compartment 32. Clamps 521 are respectively provided on both sides of the brake disc 51. The control unit 522 is used to control the clamps 521 to clamp or release the brake disc 51. When clamping the brake disc 51, the tilt rotor 3 is braked and locked. When releasing the brake disc 51, the tilt rotor 3 can tilt. The way the control unit 522 controls the movement of the clamps 521 is existing technology. Its working principle will not be described in detail here. The brake caliper 52 is a Brembo caliper.
[0029] Working principle and its effects:
[0030] The tilting servo 211 in the tilting mechanism 2 controls the rotation of the transmission shaft 212, which in turn drives the drive gear 213 to rotate, thereby causing the transmission component 4 to rotate along the axis of the transmission shaft 212, and thus driving the tilting rotor 3 to tilt. Under the action of the support component 22, the transmission shaft 212 is less prone to jumping during transmission, thus maintaining stable transmission. During transmission, the bearing component 223 reduces the friction of the transmission shaft 212 and reduces frictional heat generation. Under the action of the braking mechanism 5, when the tilting rotor 3 completes tilting, the control unit 522 drives the clamp body 521 to clamp the brake disc 51, thereby braking and fixing the tilting rotor 3, making the tilting rotor 3 less prone to shaking, and thus providing stable lift force.
[0031] The above description is merely a preferred embodiment of this utility model. The protection scope of this utility model is not limited to the above embodiments. All technical solutions falling within the scope of this utility model's concept are protected. It should be noted that for those skilled in the art, any improvements and modifications made without departing from the principle of this utility model should also be considered within the protection scope of this utility model.
Claims
1. A tilting device for controlling rotor tilt angle, characterized in that, include: A control nacelle (12) is located on the wing of the fuselage (1). The control nacelle (12) is equipped with a tilting mechanism (2). The tilting mechanism (2) is connected to a tilting rotor (3). The tilting rotor (3) includes a tilting cabin (31) and a transmission cabin (32) connected to each other. A control rotor (33) is provided on the tilting cabin (31). Transmission component (4), the transmission component (4) is disposed in the transmission compartment (32), the tilting mechanism (2) is connected to the transmission component (4), the tilting mechanism (2) is used to control the rotation of the transmission component (4) so as to control the tilting compartment (31) to tilt along the control nacelle (12); Braking mechanism (5) is provided in the transmission compartment (32) and is used to lock the tilting compartment (31).
2. The tilting device for rotor tilt angle control according to claim 1, characterized in that: The tilting mechanism (2) includes a control component (21), which includes a tilting servo (211), a drive shaft (212), and a drive gear (213). The tilting servo (211) is located inside the control nacelle (12). The tilting servo (211) is coaxially connected to the drive shaft (212), and the drive shaft (212) is coaxially fixedly connected to the drive gear (213).
3. The tilting device for rotor tilt angle control according to claim 2, characterized in that: The control nacelle (12) has a toothed groove (16), and the meshing teeth of the drive gear (213) protrude from the toothed groove (16). The transmission component (4) is fixedly connected to the inner wall of the transmission compartment (32) and meshes with the part of the drive gear (213) that protrudes from the toothed groove (16).
4. The tilting device for rotor tilt angle control according to claim 3, characterized in that: The tilting mechanism (2) further includes a support assembly (22), which includes a first shaft frame (221), a second shaft frame (222), and bearing components. The first shaft frame (221) is located inside the control nacelle (12) and has a shaft hole (224) for the drive shaft (212) to pass through. The second shaft frame (222) is located inside the tilting nacelle (31) and has a shaft groove (225) for the drive shaft (212) to be inserted into. Bearing components fitted onto the drive shaft (212) are respectively provided in the shaft hole (224) and the shaft groove (225).
5. A tilting device for rotor tilt angle control according to claim 4, characterized in that: The transmission component (4) is a semi-circular arc-shaped rack, and the two ends of the transmission component (4) are riveted to the transmission compartment (32) by rivets.
6. A tilting device for rotor tilt angle control according to claim 5, characterized in that: The control nacelle (12) includes a first section (13), a second section (14) and a third section (15). The first section (13) and the third section (15) have circular cross-sections, and the second section (14) is located between the first section (13) and the third section (15). The second section (14) has an elliptical cross-section, and the toothed groove (16) is formed on the second section (14).
7. A tilting device for rotor tilt angle control according to claim 6, characterized in that: The braking mechanism (5) includes a brake disc (51) and a brake caliper (52). The brake disc (51) is connected to the control compartment (12) and is disposed in the transmission compartment (32). The brake caliper (52) is disposed in the transmission compartment (32). When the brake caliper (52) clamps the brake disc (51), it fixes the tilting compartment (31).
8. A tilting device for rotor tilt angle control according to claim 7, characterized in that: The brake disc (51) is semi-circular and is located on the side of the control nacelle (12) away from the transmission component (4).
9. A tilting device for rotor tilt angle control according to claim 8, characterized in that: The brake caliper (52) includes a caliper body (521) and a control unit (522). The control unit (522) is fixedly connected to the inner wall of the transmission compartment (32). The caliper body (521) is respectively disposed on both sides of the brake disc (51). The control unit (522) is used to control the caliper body (521) to clamp or release the brake disc (51).