An aircraft having tilting rotors

Abstract

The utility model relates to an aircraft technical field especially relates to an aircraft with tilt rotor, including fuselage and set up on the wing assembly and tail assembly of fuselage, be provided with the first tilt rotor and fourth tilt rotor of the wing assembly relative tilt and the fifth tilt rotor and sixth tilt rotor of tail assembly relative tilt on the fuselage, first tilt rotor, fourth tilt rotor, fifth tilt rotor and sixth tilt rotor can tilt between the first attitude of providing vertical lift for aircraft and the second attitude of providing horizontal thrust for aircraft, second tilt rotor and third tilt rotor can provide vertical lift when the first attitude, or provide horizontal thrust when in the second attitude, first tilt rotor and fourth tilt rotor, second tilt rotor and third tilt rotor, fifth tilt rotor and sixth tilt rotor are set up along the longitudinal section symmetry of fuselage.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to an aircraft with a tilt rotor. Background Technology

[0002] A tiltrotor is a propulsion device capable of providing both vertical lift and horizontal thrust. It can change the direction of the rotor blades without stopping the propeller blades to provide thrust in different directions. A tiltrotor aircraft is a novel type of aircraft combining traditional fixed-wing aircraft and tiltrotor systems. It can utilize both tiltrotor and fixed wings to obtain thrust in different directions at different stages of flight; for example, the tiltrotor provides vertical lift during takeoff, while the tiltrotor provides forward thrust and the fixed wings provide lift during cruise. However, tiltrotor aircraft are based on complex transmission mechanisms and control systems, resulting in high weight and complexity. Furthermore, when a one-engine-inoperative (OEI) failure occurs, the aircraft will face a severe power deficit, leading to unstable flight. Summary of the Invention

[0003] This utility model provides an aircraft with tiltrotors, including a fuselage and a wing assembly and a tail assembly mounted on the fuselage. The fuselage is equipped with a first tiltrotor and a fourth tiltrotor that can tilt relative to the wing assembly, and a fifth tiltrotor and a sixth tiltrotor that can tilt relative to the tail assembly. The first, fourth, fifth, and sixth tiltrotors can tilt between a first attitude providing vertical lift and a second attitude providing horizontal thrust. A second tiltrotor is also mounted on the wing assembly. The first tilt rotor and the third tilt rotor are capable of providing vertical lift when the first tilt rotor, the fourth tilt rotor, the fifth tilt rotor and the sixth tilt rotor are in a first attitude, or providing horizontal thrust when the first tilt rotor, the fourth tilt rotor, the fifth tilt rotor and the sixth tilt rotor are in a second attitude. The first tilt rotor and the fourth tilt rotor, the second tilt rotor and the third tilt rotor, the fifth tilt rotor and the sixth tilt rotor are symmetrically arranged along the longitudinal section of the fuselage.

[0004] Furthermore, the projections of the center points of the first tilt rotor, the second tilt rotor, the third tilt rotor, the fourth tilt rotor, the fifth tilt rotor, and the sixth tilt rotor onto a cross section perpendicular to the vertical axis of the aircraft lie on an ellipse L.

[0005] Furthermore, the first tilt rotor, the fourth tilt rotor, the fifth tilt rotor, and the sixth tilt rotor are each provided with a first tilt rotor unit. The first tilt rotor unit includes a tilt drive nacelle and a rotor body. The rotor body is used to provide propulsion for the first tilt rotor unit, and the tilt drive nacelle is capable of tilting relative to the wing assembly.

[0006] Furthermore, the first tilt rotor and the fourth tilt rotor are respectively disposed at the wingtip of the wing, and the tilt drive nacelle is capable of tilting relative to the wingtip of the wing assembly.

[0007] Furthermore, the fifth tilt rotor and the sixth tilt rotor are respectively located at the wingtips of the tail fin, and the tilt drive nacelle is capable of tilting relative to the wingtips of the tail fin assembly.

[0008] Furthermore, the second tilting rotor and the third tilting rotor are respectively provided with a second tilting rotor unit. The second tilting rotor unit includes a tilting mechanism and a rotor body. The rotor body is used to provide propulsion for the second tilting rotor unit, and the tilting mechanism can drive the rotor body to tilt.

[0009] Furthermore, it also includes a tail fin connection portion located at the rear of the fuselage, the tail fin connection portion extending rearward from the fuselage, and the tail fin assembly and the tail fin connection portion being integrated into one unit.

[0010] Furthermore, the tail assembly forms a forward-swept tail fin with an opening facing the front of the fuselage in a "V" shape on a cross section perpendicular to the vertical axis of the aircraft.

[0011] Furthermore, the tail assembly is Y-shaped in cross-section perpendicular to the longitudinal axis of the aircraft.

[0012] Furthermore, the tail assembly is X-shaped in cross-section perpendicular to the longitudinal axis of the aircraft.

[0013] The tiltrotor aircraft provided by this utility model achieves safe and stable flight even when any one tiltrotor power system fails, i.e., a single propulsion failure occurs, by using six tiltrotor power systems arranged in an elliptical shape and symmetrical along the longitudinal section of the fuselage. The remaining five tiltrotor power systems can still maintain the aircraft's safe and stable flight. The required power is less different from the power required before the single propulsion failure, thus reducing the requirements for power reserves and power demand. From a design perspective, this indirectly reduces the overall weight of the aircraft, improves the effective payload level and lift-to-drag ratio of the aircraft, and makes it easier to meet more range requirements and usage scenarios. Attached Figure Description

[0014] Figure 1A top view of an aircraft with tilt rotors provided by this utility model.

[0015] Figure 2 This is a schematic diagram showing the first tilt rotor unit and the second tilt rotor unit in the first attitude of this utility model.

[0016] Figure 3 This is a schematic diagram showing the first tilt rotor unit and the second tilt rotor unit in the second attitude of this utility model.

[0017] Figure 4 This is a side view of the aircraft with tilt rotors according to this utility model.

[0018] Figure 5 This is a schematic diagram of the "Y"-shaped tail wing assembly in this utility model.

[0019] Figure 6 This is a schematic diagram of the "X"-shaped tail wing assembly in this utility model.

[0020] In the image: 11. Fuselage; 12. Left wing; 13. Right wing; 14. Upper left tail fin; 15. Upper right tail fin; 16. Lower tail fin; 17. Lower left tail fin; 18. Lower right tail fin; 21. First tilt rotor; 22. Second tilt rotor; 23. Third tilt rotor; 24. Fourth tilt rotor; 25. Fifth tilt rotor; 26. Sixth tilt rotor; 2a. First tilt rotor unit; 2b. Second tilt rotor unit; 3. Til-driven nacelle; 4. Rotor body; 5. Tilting mechanism. Detailed Implementation

[0021] To further illustrate the technical means and effects adopted by this utility model in order to achieve the intended utility model purpose, the present utility model will be described in detail below with reference to the accompanying drawings and preferred embodiments.

[0022] It should be noted that the terms "first," "second," "third," "fourth," etc., in the specification and claims of this utility model are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence.

[0023] Please see Figures 1 to 3The tiltrotor aircraft (hereinafter referred to as the aircraft) of this utility model includes a fuselage 11 and a wing assembly and a tail assembly mounted on the fuselage 11. The wing assembly includes a left wing 12 and a right wing 13 symmetrically arranged on the left and right sides of the middle of the fuselage 11. The left wing 12 is provided with a first tiltrotor 21 and a second tiltrotor 22, and the right wing 13 is provided with a third tiltrotor 23 and a fourth tiltrotor 24. The tail assembly includes symmetrical... The upper left tail fin 14 and upper right tail fin 15 are located on the upper left and right sides of the rear of the fuselage 11. The upper left tail fin 14 is equipped with a fifth tilt rotor 25, and the upper right tail fin 15 is equipped with a sixth tilt rotor 26. The first tilt rotor 21, the second tilt rotor 22, the third tilt rotor 23, the fourth tilt rotor 24, the fifth tilt rotor 25 and the sixth tilt rotor 26 are elliptical in cross-section perpendicular to the vertical axis of the aircraft. Specifically, in one embodiment of this utility model, the aircraft is a tiltrotor configuration aircraft. The first tiltrotor 21, the second tiltrotor 22, the third tiltrotor 23, the fourth tiltrotor 24, the fifth tiltrotor 25, and the sixth tiltrotor 26 respectively form six tiltrotor power systems. Each tiltrotor power system can provide different thrust to the aircraft at different stages of flight according to actual power requirements. For example, it provides vertical lift during takeoff and forward thrust during cruise. Therefore, the aircraft in this utility model can take off and land vertically, and can also cruise in fixed-wing mode. The left wing 12 and right wing 13, the upper left tail fin 14 and the upper right tail fin 15, and the first tiltrotor 21, the second tiltrotor 22, the fifth tiltrotor 25, the fourth tiltrotor 24, the third tiltrotor 23, and the sixth tiltrotor 26 on them are all symmetrically arranged along the longitudinal axis of the fuselage 11. Please refer to the following: Figure 1On a cross-section perpendicular to the vertical axis of the aircraft, there exists a virtual ellipse L. The distribution outline of the first tilt rotor 21, the second tilt rotor 22, the third tilt rotor 23, the fourth tilt rotor 24, the fifth tilt rotor 25, and the sixth tilt rotor 26 is an ellipse L. More specifically, the projection of the center point of the first tilt rotor 21, the second tilt rotor 22, the third tilt rotor 23, the fourth tilt rotor 24, the fifth tilt rotor 25, and the sixth tilt rotor 26 onto the cross-section perpendicular to the vertical axis of the aircraft lies on the ellipse L. The ratio of the minor axis to the major axis of the ellipse L on the cross-section perpendicular to the vertical axis of the aircraft is 0.6. In a preferred embodiment of the present invention, the ratio of the minor axis to the major axis of the ellipse L on the cross section perpendicular to the vertical axis of the aircraft, where the first tilt rotor 21, the second tilt rotor 22, the third tilt rotor 23, the fourth tilt rotor 24, the fifth tilt rotor 25 and the sixth tilt rotor 26 are located, ranges from 0.4 to 0.8. In particular, in other embodiments of this utility model, the projections of the center points of the first tilt rotor 21, the second tilt rotor 22, the third tilt rotor 23, the fourth tilt rotor 24, the fifth tilt rotor 25, and the sixth tilt rotor 26 onto a cross section perpendicular to the vertical axis of the aircraft can also form a "quasi-elliptical" shape. For example, the arc formed by connecting the center points of the first tilt rotor 21, the second tilt rotor 22, the third tilt rotor 23, and the fourth tilt rotor 24 is greater than the arc formed by connecting the center points of the third tilt rotor 23, the fourth tilt rotor 24, the fifth tilt rotor 25, and the sixth tilt rotor 26. The center points of the first tilt rotor 21, the second tilt rotor 22, the third tilt rotor 23, the fourth tilt rotor 24, the fifth tilt rotor 25, and the sixth tilt rotor 26 form an asymmetrical egg shape with a larger front and a smaller back. The first tiltrotor 21, second tiltrotor 22, third tiltrotor 23, fourth tiltrotor 24, fifth tiltrotor 25, and sixth tiltrotor 26 in this invention are elliptical in shape and symmetrical along the longitudinal section of the fuselage 11. When any one tiltrotor power system fails, i.e., when a single propulsion unit fails, the remaining five tiltrotor power systems can still allow the aircraft to maintain safe and stable flight. The required power is less than the power required before the single propulsion unit failure, so the power reserve requirement and power demand are lower. The tiltrotor aircraft in this invention can indirectly reduce the overall weight of the aircraft from the design level through the six tiltrotor power systems, improve the effective payload level and lift-to-drag ratio of the aircraft, and easily meet more range requirements and usage scenarios.In addition, the upper left tail fin 14 and the upper right tail fin 15, as well as the tail fin connecting part 111 at the rear of the fuselage 11, are connected in a cross section perpendicular to the vertical axis of the aircraft to form a "V"-shaped forward-swept tail fin with an opening facing the front of the fuselage 11. The tail fin connecting part 111 extends rearward from the fuselage 11, and the tail fin assembly is integrated with the tail fin connecting part 111. That is, the upper left tail fin 14 and the upper right tail fin 15 are integrated with the rear of the fuselage 11. The forward-swept angle ranges from 20° to 40°. In other words, the aircraft in this invention has a forward-swept tail fin, which further improves the lift-to-drag ratio of the aircraft. The tail assembly in this invention directly connects the upper left tail fin 14 and the upper right tail fin 15 to the tail fin connection part 111 at the rear of the fuselage 11, effectively reducing the aeroelastic deformation of the tail fin caused by the vibration of the fifth tiltrotor 25 and the sixth tiltrotor 26 during flight. This significantly reduces the bending and torsional stiffness requirements of the tail fin at the design level, giving the aircraft higher structural mass efficiency.

[0024] Please refer to this carefully. Figure 2 and Figure 3Furthermore, first tilt rotor units 2a are respectively provided on the first tilt rotor 21, the fourth tilt rotor 24, the fifth tilt rotor 25 and the sixth tilt rotor 26, and second tilt rotor units 2b are respectively provided on the second tilt rotor 22 and the third tilt rotor 23. The first tilt rotor unit 2a includes a tilt drive nacelle 3 and a rotor body 4. The rotor body 4 is used to provide thrust to the first tilt rotor unit 2a. The tilt drive nacelle 3 can rotate relative to the wing assembly, so that the first tilt rotor unit 2a tilts between a first attitude that provides vertical lift to the aircraft and a second attitude that provides horizontal thrust to the aircraft. The second tilt rotor unit 2b includes a tilt mechanism 5 and a rotor body 4. The rotor body 4 is used to provide thrust to the second tilt rotor unit 2b, and the tilt mechanism 5 is used to drive the rotor body 4 to tilt between the first attitude that provides vertical lift to the aircraft and the second attitude that provides horizontal thrust to the aircraft. Specifically, in one embodiment of this utility model, the first tilt rotor 21 and the fourth tilt rotor 24 are located at the wingtips of the left wing 12 and the right wing 13, respectively; the fifth tilt rotor 25 and the sixth tilt rotor 26 are located at the wingtips of the upper left tail wing 14 and the upper right tail wing 15, respectively; the second tilt rotor 22 and the third tilt rotor 23 are located in the middle of the left wing 12 and the right wing 13 in the spanwise direction of the wings, respectively, and in front of the left wing 12 and the right wing 13 in the longitudinal axis direction of the fuselage 11.In this invention, both the first tiltrotor unit 2a and the second tiltrotor unit 2b are fully tilt-rotor configurations. They can rotate to a first attitude providing vertical upward thrust, a second attitude providing horizontal thrust, and stop at other positions between the first and second attitudes according to actual flight requirements. In a preferred embodiment of this invention, the first attitude of the first tiltrotor unit 2a is the attitude when the tilt-drive nacelle 3 drives the rotor body 4 to rotate to a position parallel to the vertical axis of the aircraft, and the second attitude of the first tiltrotor unit 2a is the attitude when the tilt-drive nacelle 3 drives the rotor body 4 to rotate to a position parallel to the longitudinal axis of the aircraft. Considering that it is inconvenient to install the tilt-drive nacelle 3, which rotates relative to the wing as a whole, in the middle of the wing, the second tiltrotor 22 and the third tiltrotor 23 adopt a "rotor tilting, drive" configuration. The design features a "fixed mechanism" with a tilting rotor unit 2b located at the front of the tilting mechanism 5. This tilting rotor unit 2b can tilt as a whole under motor drive. In a preferred embodiment of this invention, the first attitude of the second tilting rotor unit 2b is when the rotor body 4 rotates relative to the tilting mechanism 5 to a position parallel to the vertical axis of the aircraft. The second attitude of the second tilting rotor unit 2b is when the rotor body 4 rotates relative to the tilting mechanism 5 to a position parallel to the longitudinal axis of the aircraft. In other words, the second tilting rotor 22 and the third tilting rotor 23 can provide vertical lift when the first tilting rotor 21, the fourth tilting rotor 24, the fifth tilting rotor 25, and the sixth tilting rotor 26 are in the first attitude, or provide horizontal thrust when the first tilting rotor 21, the fourth tilting rotor 24, the fifth tilting rotor 25, and the sixth tilting rotor 26 are in the second attitude. In a preferred embodiment of this invention, the invention further includes a flight control system. The flight control system includes a processing unit and a control unit. The processing unit can calculate the power required by each tiltrotor propulsion system when the aircraft is in vertical takeoff and landing (VTOL) flight mode and / or fixed-wing cruise flight mode, and when switching between VTOL and fixed-wing cruise flight modes, to ensure stable and safe flight throughout the entire flight envelope. The processing unit can also detect whether each tiltrotor propulsion system has failed in real time, and calculate the power required by other compliant tiltrotor propulsion systems when any tiltrotor propulsion system fails. The control unit can control the corresponding tiltrotor propulsion system according to the power required by the tiltrotor propulsion system calculated by the processing unit. This invention uses six sets of fully tiltrotor configurations to form six propulsion systems for the aircraft. Furthermore, please refer to the following: Figure 5In one embodiment of this invention, the tail assembly includes an upper left tail fin 14, an upper right tail fin 15, and a lower tail fin 16. The lower tail fin 16 is located below the rear of the fuselage 11. The upper left tail fin 14, upper right tail fin 15, and lower tail fin 16 form a "Y" shape in a cross-section perpendicular to the longitudinal axis of the aircraft. Specifically, the upper left tail fin 14 and upper right tail fin 15 are integrally connected to the rear of the fuselage 11, and the lower tail fin 16 is also integrally connected to the rear of the fuselage 11. This tail assembly configuration can more effectively reduce the aeroelastic deformation of the tail caused by the vibration of the fifth tiltrotor 25 and the sixth tiltrotor 26 during flight, significantly reducing the risk of tail structure damage caused by aeroelastic deformation coupling.

[0025] Similarly, please refer to the following: Figure 6 In another embodiment of this invention, the tail assembly includes an upper left tail fin 14, an upper right tail fin 15, a lower left tail fin 17, and a lower right tail fin 18. The lower left tail fin 17 and the lower right tail fin 18 are located on the lower left and right sides of the rear of the fuselage 11. The upper left tail fin 14, the upper right tail fin 15, the lower left tail fin 17, and the lower right tail fin 18 form an "X" shape in a cross-section perpendicular to the longitudinal axis of the aircraft. Specifically, the upper left tail fin 14 and the upper right tail fin 15 are integrally connected to the rear of the fuselage 11, and the lower left tail fin 17 and the lower right tail fin 18 are also integrally connected to the rear of the fuselage 11. This tail assembly configuration helps to counteract the roll moment caused by yaw, effectively decouples the directional and lateral stability characteristics, reduces the response time and amplitude of the aircraft to lateral disturbances, and increases the stability of the aircraft.

[0026] In summary, the tiltrotor aircraft provided by this utility model achieves safe and stable flight even when any one tiltrotor power system fails, i.e., a single propulsion failure occurs, by using six tiltrotor power systems distributed in an elliptical shape and symmetrical along the longitudinal section of the fuselage 11. The required power is less than the power required before the single propulsion failure, thus reducing the requirements for power reserves and power demand. From a design perspective, this indirectly reduces the overall weight of the aircraft, improves the effective payload level and lift-to-drag ratio of the aircraft, and makes it easier to meet more range requirements and usage scenarios.

[0027] The above are merely specific embodiments of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the scope of the claims.

Claims

1. An aircraft with tiltrotor rotors, characterized in that: The aircraft includes a fuselage (11) and a wing assembly and a tail assembly mounted on the fuselage (11). The fuselage (11) is provided with a first tiltrotor (21) and a fourth tiltrotor (24) that can tilt relative to the wing assembly, and a fifth tiltrotor (25) and a sixth tiltrotor (26) that can tilt relative to the tail assembly. The first tiltrotor (21), the fourth tiltrotor (24), the fifth tiltrotor (25), and the sixth tiltrotor (26) can tilt between a first attitude providing vertical lift and a second attitude providing horizontal thrust. The wing assembly is also provided with a second tiltrotor (22) and a third tiltrotor (23). 2) The third tilt rotor (23) can provide vertical lift when the first tilt rotor (21), the fourth tilt rotor (24), the fifth tilt rotor (25) and the sixth tilt rotor (26) are in a first attitude, or provide horizontal thrust when the first tilt rotor (21), the fourth tilt rotor (24), the fifth tilt rotor (25) and the sixth tilt rotor (26) are in a second attitude. The first tilt rotor (21) and the fourth tilt rotor (24), the second tilt rotor (22) and the third tilt rotor (23), the fifth tilt rotor (25) and the sixth tilt rotor (26) are symmetrically arranged along the longitudinal section of the fuselage (11).

2. The aircraft with tiltrotor as described in claim 1, characterized in that: The projection of the center points of the first tilt rotor (21), the second tilt rotor (22), the third tilt rotor (23), the fourth tilt rotor (24), the fifth tilt rotor (25), and the sixth tilt rotor (26) onto a cross section perpendicular to the vertical axis of the aircraft lies on an ellipse L.

3. The aircraft with tiltrotor as described in claim 1, characterized in that: The first tilt rotor (21), the fourth tilt rotor (24), the fifth tilt rotor (25) and the sixth tilt rotor (26) are respectively provided with a first tilt rotor unit (2a). The first tilt rotor unit (2a) includes a tilt drive nacelle (3) and a rotor body (4). The rotor body (4) is used to provide propulsion for the first tilt rotor unit (2a). The tilt drive nacelle (3) is capable of tilting relative to the wing assembly.

4. The aircraft with tiltrotor as described in claim 3, characterized in that: The first tilt rotor (21) and the fourth tilt rotor (24) are respectively disposed at the wingtip of the wing, and the tilt drive nacelle (3) is capable of tilting relative to the wingtip of the wing assembly.

5. The aircraft with tiltrotor as described in claim 3, characterized in that: The fifth tilt rotor (25) and the sixth tilt rotor (26) are located at the wingtips of the tail fin, and the tilt drive nacelle (3) is capable of tilting relative to the wingtips of the tail fin assembly.

6. The aircraft with tiltrotor as described in claim 1, characterized in that: The second tilt rotor (22) and the third tilt rotor (23) are respectively provided with a second tilt rotor unit (2b). The second tilt rotor unit (2b) includes a tilting mechanism (5) and a rotor body (4). The rotor body (4) is used to provide propulsion for the second tilt rotor unit (2b). The tilting mechanism (5) can drive the rotor body (4) to tilt.

7. The aircraft with tiltrotor as described in claim 1, characterized in that: It also includes a tail wing connection part (111) located at the rear of the fuselage (11), the tail wing connection part (111) is extended rearward from the fuselage (11), and the tail wing assembly is integrated with the tail wing connection part (111).

8. The aircraft with tiltrotor as described in claim 7, characterized in that: The tail assembly is connected in a cross section perpendicular to the vertical axis of the aircraft to form a forward-swept tail in the shape of a "V" with an opening facing the front of the fuselage (11).

9. The aircraft with tiltrotor as described in claim 8, characterized in that: The tail assembly is Y-shaped in cross-section perpendicular to the longitudinal axis of the aircraft.

10. The aircraft with tiltrotor as described in claim 8, characterized in that: The tail assembly is X-shaped in cross-section perpendicular to the longitudinal axis of the aircraft.

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