A novel electrically powered tilt-rotor aircraft

Abstract

The utility model relates to the technical field of aircraft, and disclose a novel electrically damped rotorcraft, including fuselage, the head of fuselage is provided with the canard, the middle part of fuselage is provided with the wing, the tail of fuselage is provided with the tail fin and the ventral fin, the ventral fin is inverted V type, and the heading is stabilized when the big angle of attack, the canard, the wing and the tail fin are provided with power system away from the one end of fuselage, the power system includes rotor system, motor, motor controller, tilt mechanism and chamber, be provided with fixed seat in the chamber, the tilt mechanism is connected with fixed seat and rotor system respectively. Possess the rotor vertical, horizontal state conversion, reduce gyroscopic force and simple structure and so on, solve the problem that the rotor function of traditional vertical aircraft is single, cannot effectively reduce gyroscopic force.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, specifically to a novel electric tiltrotor aircraft. Background Technology

[0002] Currently, as a new type of short-to-medium-range air transportation, electric vertical takeoff and landing (EVTOL) aircraft have achieved near-zero emissions while possessing advantages such as high safety, low noise, low manufacturing cost, and low operating cost. Therefore, they have attracted widespread attention from aerospace companies, the automotive industry, the transportation industry, governments, the military, and academia. Furthermore, EVTOL aircraft also feature safety and reliability (no explosions or fuel leaks), simple structure, ease of operation, good maintainability / low cost, and good economic efficiency.

[0003] Chinese invention patent publication number CN114476026A and application number 202210152915.9 discloses a split-propeller and electric vertical take-off and landing aircraft, including an upper propeller assembly, a lower propeller assembly, and a drive shaft assembly. The upper propeller assembly and the lower propeller assembly are coaxially connected to the drive shaft assembly. One of the upper propeller assembly and the lower propeller assembly is fixedly connected to the drive shaft assembly, while the other can rotate relative to the first one in a plane around the drive shaft assembly, so that the upper propeller assembly and the lower propeller assembly can switch between a parallel state and an intersecting state. However, the aforementioned aircraft can only provide lift, not thrust, limiting their cruise speed. Furthermore, they suffer from severe rotor tip stall at high speeds, leading to a sharp increase in energy consumption. Additionally, their complex mechanisms make it impossible to effectively reduce gyroscopic forces (gyroscopic torque generates additional vibration sources when the rotor tilts; reducing gyroscopic torque can suppress the periodic oscillation of the fuselage and improve flight stability).

[0004] Therefore, we propose a novel electric tiltrotor aircraft to solve the above problems. Utility Model Content

[0005] Technical problems to be solved To address the shortcomings of existing technologies, this invention provides a novel electric tiltrotor aircraft, which features advantages such as vertical and horizontal rotor state switching, reduced gyroscopic force, and simple structure. It solves the problem that traditional vertical aircraft rotors have limited functionality and cannot effectively reduce gyroscopic force.

[0006] (II) Technical Solution To achieve the aforementioned vertical / horizontal rotor state switching, reduce gyroscopic force, and simplify the structure, this utility model provides the following technical solution: A novel electric tiltrotor aircraft, comprising a fuselage, a canard wing at the nose of the fuselage, a wing in the middle of the fuselage, and a tail fin and ventral fin at the tail of the fuselage. The ventral fin is inverted V-shaped and provides directional stability at high angles of attack. A power system is located at the end of the canard wing, wing, and tail fin away from the fuselage. The power system includes a rotor system, a motor, a motor controller, a tilt mechanism, and a chamber. A fixed base is located within the chamber. The tilt mechanism is connected to the fixed base and... The rotor system is connected, with the motor fixed on a mounting base. The motor controller is mounted on the rotor system and electrically connected to the motor to control the motor speed. A battery system for powering the power system is also installed in the cavity. The rotation planes of the rotors on the canard, wing, and tail are staggered to reduce aerodynamic interference between rotors. At the same time, the rotors on the wing and tail generate a nose-down moment, and the thrust of the upper rotor on the canard generates a nose-up moment, which can reduce the trim moment of the rudder / elevator. The fuselage is also equipped with landing gear, which is used to support the aircraft and taxi on the ground. It can be wheeled landing gear or skid landing gear.

[0007] As a further optimization of this utility model: the rotor system includes blades, a hub, and a fairing. The hub is connected to the output shaft of the motor through a reducer to control the rotor speed.

[0008] As a further optimization of this utility model: the tilting mechanism includes a drive unit and a tilting unit. The tilting unit includes a transmission component, a thrust component, and a tilting component. The transmission component, drive unit, and tilting component are all mounted on a fixed base. The output end of the drive unit is connected to the transmission component to control the movement of the transmission component. The transmission component is connected to the thrust component to drive the thrust component to move. One end of the thrust component away from the fixed base is connected to the motor through a support base. One end of the tilting component is connected to the fixed base, and the other end is connected to the thrust component. A limiter is also provided between the tilting component and the support base to control the thrust component to drive the tilting component to rotate along the fixed base, thereby controlling the rotor system and the motor to switch between horizontal and vertical states.

[0009] As a further optimization of this utility model: control surfaces are provided at symmetrical positions on the wing, and the control surfaces include flaps and ailerons, and are not limited to arranging multiple ailerons to increase reliability.

[0010] As a further optimization of this utility model: the tail fin adopts one of the following: V-shaped forward sweep, vertical tail, horizontal tail and T-tail, and the tail fin is also provided with a rudder, which is not limited to one rudder surface on one side.

[0011] As a further optimization of this utility model: the battery system includes a battery pack, a battery control unit, and a heat dissipation system. The battery control unit is used to control the charging and discharging of the battery pack, and the heat dissipation system dissipates heat from the battery pack through a downflushing stream.

[0012] As a further optimization of this utility model: the wingtip is provided with a winglet, which is used to suppress wingtip vortices in fixed-wing mode flight.

[0013] As a further optimization of this utility model: the ventral fin is arranged in an inverted V shape at the rear of the fuselage to stabilize the flight direction of the aircraft during high angle of attack flight.

[0014] (III) Beneficial Effects Compared with the prior art, this utility model provides a novel electric tiltrotor aircraft, which has the following beneficial effects: 1. This electric tiltrotor aircraft achieves vertical take-off and landing by tilting its rotor, eliminating the need for runway facilities required for fixed-wing aircraft. It can take off and land in scenarios such as urban rooftops and small open spaces, making its site adaptability significantly better than that of fixed-wing aircraft. 2. This electric tiltrotor aircraft adopts a tilting scheme for the rotor and motor parts. Compared with the scheme of tilting the entire nacelle around the axis, it has a simpler and more reliable structure, smaller moment of inertia, and can effectively reduce the gyroscopic torque during flight. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of the structure of the present invention in the vertical takeoff state; Figure 2 This is a schematic diagram of the structure of the present invention in tilted flight state; Figure 3 This is a schematic diagram of the horizontal flight structure of this utility model; Figure 4 This is a schematic diagram of the rotor system structure of this utility model; Figure 5 This is a schematic diagram of the tilting structure of this utility model; Figure 6 This is a schematic diagram of the tilting unit structure of this utility model; Figure 7 This is a schematic diagram of the distributed structure of the motor controller of this utility model.

[0016] In the diagram: 1. Canard; 2. Wing; 3. Tail; 4. Fuselage; 5. Ventral fin; 6. Limiting component; 7. Power system; 8. Rotor system; 9. Motor; 10. Motor controller; 11. Tilting mechanism; 12. Chamber; 13. Blade; 14. Hub; 15. Fairing; 16. Mounting base; 17. Drive unit; 18. Tilting unit; 19. Transmission component; 20. Thrust component; 21. Tilting component; 22. Support base. Detailed Implementation

[0017] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.

[0018] Please see Figure 1-7 A novel electric tiltrotor aircraft includes a fuselage 4, a canard 1 at the nose of the fuselage 4, and a wing 2 in the middle of the fuselage 4. The wing 2 has control surfaces, including flaps and ailerons, and multiple ailerons may be arranged to increase reliability. Winglets are provided at the wingtips of the wing 2 to suppress wingtip vortices in fixed-wing flight mode. The tail of the fuselage 4 has a tail 3 and a ventral fin 5. The tail 3 can be a V-shaped forward-swept tail, a vertical tail, a horizontal tail, or a T-tail. A rudder is also provided on the tail 3, and there may be more than one control surface on one side. The ventral fin 5 is inverted V-shaped and provides directional stability during high angle-of-attack flight. A power system 7 is located at the end of the canard 1, wing 2, and tail 3 away from the fuselage 4. The power system 7 includes a rotor system 8, a motor 9, a motor controller 10, a tilt mechanism 11, and a chamber 12. A fixed base 16 is located inside the chamber 2. The structure 11 is connected to the fixed base 16 and the rotor system 8 respectively. The motor 9 is fixed on the fixed base 16, and the motor controller 10 is set on the rotor system 8. The motor controller 10 is electrically connected to the motor 9 and is used to control the speed of the motor 9. The chamber 12 is also equipped with a battery system for powering the power system 7. The battery system includes a battery pack, a battery control unit, and a heat dissipation system. The battery control unit is used to control the charging and discharging of the battery pack, and the heat dissipation system dissipates heat from the battery pack through a downwash. The rotation planes of the rotors on the canard 1, wing 2, and tail 3 are staggered to reduce aerodynamic interference between rotors. At the same time, the rotors on wing 2 and tail 3 generate a nose-down moment, and the upper rotor thrust of canard 1 generates a nose-up moment, which can reduce the trim moment of the rudder / elevator. The fuselage 4 is also equipped with landing gear, which is used to support the aircraft and taxi on the ground. It can be wheeled landing gear or skid landing gear.

[0019] The rotor system 8 includes blades 13, hub 14 and fairing 15. Hub 14 is connected to the output shaft of motor 9 through a reducer to control the rotational speed of blades 13. The tilting mechanism 11 includes a drive unit 17 and a tilting unit 18. The tilting unit 18 includes a transmission component 19, a thrust component 20, and a tilting component 21. The transmission component 19, the drive unit 17, and the tilting component 21 are all mounted on the fixed base 16. The output end of the drive unit 17 is connected to the transmission component 19 to control the movement of the transmission component 19. The transmission component 19 is connected to the thrust component 20 to drive the thrust component 20 to move. One end of the thrust component 20 away from the fixed base 16 is connected to the motor 9 through the support base 22. One end of the tilting component 21 is connected to the fixed base 16, and the other end is connected to the thrust component 20. A limiter 6 is also provided between the tilting component 21 and the support base 22 to control the thrust component 20 to drive the tilting component 21 to rotate along the fixed base 16, and to control the rotor system 8 and the motor 9 to switch between horizontal and vertical states.

[0020] In the takeoff state, the drive unit 17 drives the transmission component 19 to move, which in turn drives the thrust component 20 to move, further driving the support base 22 and the motor 9 to move. The support base 17, through the tilting component 21 and the limiting component 6, ensures that the support base 22 can only rotate along the fixed base 16, thereby controlling the motor 9 and the rotor system 8 to be perpendicular to the fixed base 16 and providing vertical thrust. When the aircraft is in level flight, the drive unit 17 controls the rotor system 8 to be parallel to the fixed base 16, thereby providing horizontal thrust to the aircraft.

[0021] Although embodiments of the present invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the present invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A novel electric tiltrotor aircraft, comprising a fuselage (4), wherein a canard wing (1) is provided at the head of the fuselage (4), a wing (2) is provided in the middle of the fuselage (4), and a tail wing (3) and a ventral fin (5) are provided at the tail of the fuselage (4), characterized in that: The canard (1), wing (2) and tail (3) are provided with a power system (7) at the end away from the fuselage (4). The power system (7) includes a rotor system (8), a motor (9), a motor controller (10), a tilting mechanism (11) and a chamber (12). A fixed seat (16) is provided in the chamber (12). The tilting mechanism (11) is connected to the fixed seat (16) and the rotor system (8) respectively. The motor (9) is fixed on the fixed seat (16). The motor controller (10) is provided on the rotor system (8). The motor controller (10) is electrically connected to the motor (9) and is used to control the speed of the motor (9). A battery system for powering the power system (7) is also provided in the chamber (12). The tilting mechanism (11) includes a drive unit (17) and a tilting unit (18). The tilting unit (18) includes a transmission component (19), a thrust component (20), and a tilting component (21). The transmission component (19), the drive unit (17), and the tilting component (21) are all mounted on a fixed base (16). The output end of the drive unit (17) is connected to the transmission component (19) to control the movement of the transmission component (19). The transmission component (19) is connected to the thrust component (20). The component (20) is connected to drive the thrust component (20) to move. One end of the thrust component (20) away from the fixed seat (16) is connected to the motor (9) through the support seat (22). One end of the tilting component (21) is connected to the fixed seat (16), and the other end is connected to the thrust component (20). A limiter (6) is also provided between the tilting component (21) and the support seat (22) to control the thrust component (20) to drive the tilting component (21) to rotate along the fixed seat (16).

2. The novel electric tiltrotor aircraft according to claim 1, characterized in that: The rotor system (8) includes blades (13), a hub (14) and a fairing (15), and the hub (14) is connected to the output shaft of the motor (9) through a reducer.

3. The novel electric tiltrotor aircraft according to claim 1, characterized in that: The control surfaces are provided at symmetrical positions on the wing (2), and the control surfaces include flaps and ailerons.

4. A novel electric tiltrotor aircraft according to claim 1, characterized in that: The tail fin (3) adopts one of the following: V-shaped forward sweep, vertical tail, horizontal tail, and T-tail. The tail fin (3) is also equipped with a rudder.

5. A novel electric tiltrotor aircraft according to claim 1, characterized in that: The battery system includes a battery pack, a battery control unit, and a heat dissipation system. The battery control unit is used to control the charging and discharging of the battery pack, and the heat dissipation system dissipates heat from the battery pack through a downflushing stream.

6. A novel electric tiltrotor aircraft according to claim 1, characterized in that: The wing (2) is provided with winglets at the wingtip to suppress wingtip vortices.

7. A novel electric tiltrotor aircraft according to claim 1, characterized in that: The ventral fin (5) is arranged in an inverted V shape at the rear of the fuselage (4) to stabilize the flight direction of the aircraft when flying at high angles of attack.

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