Hybrid tiltrotor system and tiltrotor aircraft

Abstract

The utility model discloses a kind of hybrid tilt-rotor system and tilt-rotor aircraft, it is related to aircraft technical field, including power unit and bearing unit, power unit and bearing unit are used to install on fuselage;Power unit and bearing unit are used to be connected with flight controller communication, power unit can control the travel and direction deflection of fuselage;Bearing unit can carry lift to fuselage.The hybrid tilt-rotor system and tilt-rotor aircraft provided by the utility model, simple structure, low in cost, high reliability, low control difficulty.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to a hybrid tiltrotor system and a tiltrotor aircraft. Background Technology

[0002] Traditional multi-rotor drones, also known as multi-rotor aircraft or multi-axis aircraft, are unmanned aerial vehicles (UAVs) that rely on multiple rotors to achieve hovering, takeoff, and landing. These multi-rotor drones (hereinafter referred to as drones) can be categorized based on the number of rotors, including triaxial (triangular layout), quadcopter (common quadcopter layout), hexacopter (such as Y6 or X6 layout), and octagonal (such as X8 or H layout). Traditional multi-rotor drones typically have their rotors mounted on the upper side of the fuselage's arms. Their flight principle involves precisely controlling the rotational speed of multiple rotors to achieve takeoff, hovering, and changes in flight direction and altitude. This type of multi-rotor drone is expensive, difficult to control, and has poor reliability. Utility Model Content

[0003] The purpose of this invention is to provide a hybrid tiltrotor system and a tiltrotor aircraft to solve the problems existing in the prior art. It has a simple structure, low cost, high reliability, and low control difficulty.

[0004] To achieve the above objectives, this utility model provides the following solution: This invention provides a hybrid tiltrotor system, including a power unit and a support unit, both of which are mounted on the fuselage; both the power unit and the support unit are used to communicate with a flight controller; the power unit can control the flight and directional deflection of the fuselage; and the support unit can provide lift support for the fuselage.

[0005] Preferably, the power unit includes multiple powered tiltrotor mechanisms, which are symmetrically arranged on the fuselage arms on both sides of the fuselage, with the powered tiltrotor mechanisms on both sides positioned above and below the fuselage arms, respectively; each powered tiltrotor mechanism is communicatively connected to the flight controller.

[0006] Preferably, the carrying unit includes multiple coaxial tilt rotor mechanisms, which are symmetrically arranged on the arms on both sides of the fuselage about the fuselage; each coaxial tilt rotor mechanism is communicatively connected to the flight controller.

[0007] Preferably, each of the powered tiltrotor mechanisms includes one tiltrotor unit; each of the coaxial tiltrotor mechanisms includes two coaxial tiltrotor units, and the two tiltrotor units are respectively positioned above and below the corresponding arm; each tiltrotor unit includes a tilt drive, a rotation drive, and a rotor, the tilt drive is mounted on the corresponding arm, the rotation drive is driven to the tilt drive, the rotor is driven to the rotation drive, the tilt drive 11 can drive the rotation drive and the rotor to tilt in a direction close to or away from the fuselage, and the rotation drive is used to drive the rotor to rotate.

[0008] Preferably, a coaxial tilt rotor mechanism is provided on each of the left and right sides of the fuselage, and the rotors of the two coaxial tilt rotor units rotate in opposite directions; at least one powered tilt rotor mechanism is provided on both the front and rear sides of the fuselage, and the rotors of the tilt rotor units symmetrically arranged on the front and rear sides of the fuselage rotate in opposite directions.

[0009] Preferably, two tilt rotor units are provided on both the front and rear sides of the fuselage; the two tilt rotor units on the front side of the fuselage are positioned above the corresponding arms, and the rotors rotate in opposite directions; the two tilt rotor units on the rear side of the fuselage are positioned below the corresponding arms, and the rotors rotate in opposite directions.

[0010] Preferably, the tilt angle of the rotor is between -5° and 90°, the tilt drive drives the rotation drive and the rotor to tilt at an angle of 0° to -5° towards the fuselage, and the tilt drive drives the rotation drive and the rotor to tilt at an angle of 0° to 90° away from the fuselage.

[0011] Preferably, the tilt drive is configured as a servo motor, an electric actuator, a hydraulic actuator, or a tilt motor; the rotation drive is configured as a rotary motor.

[0012] Preferably, the tilt drive is detachably connected to the corresponding arm.

[0013] This utility model also provides a tiltrotor aircraft, including a fuselage, a flight controller, and a hybrid tiltrotor system as described above; the power unit and the carrier unit of the hybrid tiltrotor system are both mounted on the fuselage; the flight controller is communicatively connected to both the power unit and the carrier unit, and is capable of controlling the actions of the power unit and the carrier unit.

[0014] The present invention achieves the following technical advantages over the prior art: The hybrid tiltrotor system and tiltrotor aircraft provided by this utility model have a power unit and a load-bearing unit set separately on the fuselage. The power unit and the load-bearing unit are functionally separated. The flight controller controls the movement of the power unit to realize the flight and directional deflection of the aircraft. The flight controller controls the movement of the load-bearing unit to realize the lift load of the aircraft. This structure is simple to distinguish, has low setting cost, high reliability and low control difficulty. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of the layout of the hybrid tiltrotor system provided in Embodiment 1 of this utility model; Figure 2 A schematic diagram showing the arrangement of the tilting rotor mechanism on the front and rear sides of the fuselage provided by this utility model; Figure 3 A schematic diagram of the tilting rotor mechanism arrangement on the left and right sides of the fuselage provided by this utility model; Figure 4 A schematic diagram showing the tilt rotor units on the front and rear sides of the fuselage of the tilt rotor aircraft provided by this utility model when it is flying forward. Figure 5 A schematic diagram showing the tilt rotor units on the front and rear sides of the fuselage of the tilt rotor aircraft provided by this utility model during high-speed forward flight. Figure 6 A schematic diagram of the tiltrotor aircraft's left turn and yaw state provided by this utility model; Figure 7 A schematic diagram of the tiltrotor aircraft's right turn and yaw state provided by this utility model; Figure 8 A schematic diagram of the tiltrotor aircraft's downward roll and sway adjustment state on the left side, provided by this utility model; Figure 9 This is a schematic diagram of the tiltrotor aircraft of this utility model in the adjusted state of downward roll and swaying on the right side.

[0017] In the diagram: 1-Power unit; 11-Powered tilt rotor mechanism; 2-Load-bearing unit; 21-Coaxial tilt rotor mechanism; 3-Fuselage; 4-Arm; 5-Tilter rotor unit; 51-Tilter drive component; 52-Rotation drive component; 53-Rotor; 12-First powered tilt rotor mechanism; 13-Second powered tilt rotor mechanism; 14-Third powered tilt rotor mechanism; 15-Fourth powered tilt rotor mechanism; 22-First coaxial tilt rotor mechanism; 23-Second coaxial tilt rotor mechanism. Detailed Implementation

[0018] 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.

[0019] The purpose of this invention is to provide a hybrid tiltrotor system and a tiltrotor aircraft to solve the problems existing in the prior art. It has a simple structure, low cost, high reliability, and low control difficulty.

[0020] To make the above-mentioned objectives, features and advantages of this utility model more apparent and understandable, the utility model will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0021] Example 1 This embodiment provides a hybrid tiltrotor system; please refer to [link / reference]. Figures 1-9 It includes a power unit 1 and a support unit 2, both of which are mounted on the fuselage 3. Both the power unit 1 and the support unit 2 are used to communicate with the flight controller. The power unit 1 can control the movement and directional deflection of the fuselage 3. The support unit 2 can provide lift support for the fuselage 3.

[0022] The power unit 1 and the load-bearing unit 2 are set separately on the fuselage 3. The power unit 1 and the load-bearing unit 2 are functionally separated. The flight controller controls the movement of the power unit 1 to realize the flight and directional deflection of the aircraft. The flight controller controls the movement of the load-bearing unit 2 to realize the lift of the aircraft. This structure is simple to distinguish, has low setting cost, high reliability and low control difficulty.

[0023] In the optional scheme of this embodiment, more preferably, the power unit 1 includes a plurality of powered tilt rotor mechanisms 11, which are symmetrically arranged about the fuselage 3 on the arms 4 on both sides of the fuselage 3, and the powered tilt rotor mechanisms 11 on both sides are respectively positioned above and below the arms 4; each powered tilt rotor mechanism 11 is communicatively connected to the flight controller.

[0024] Furthermore, the carrying unit 2 includes multiple coaxial tilt rotor mechanisms 21, which are symmetrically arranged about the fuselage 3 on both sides of the fuselage 3 arms 4; each coaxial tilt rotor mechanism 21 is communicatively connected to the flight controller.

[0025] The flight controller controls the actions of each powered tiltrotor mechanism 11 and coaxial tiltrotor mechanism 21, and assigns different functional controls to the powered tiltrotor mechanism 11 and coaxial tiltrotor mechanism 21, thereby reducing control difficulty and improving control efficiency.

[0026] Furthermore, each powered tiltrotor mechanism 11 includes one tiltrotor unit 5; each coaxial tiltrotor mechanism 21 includes two coaxial tiltrotor units 5, and the two tiltrotor units 5 are respectively positioned above and below the corresponding arm 4; each tiltrotor unit 5 includes a tilt drive 51, a rotation drive 52, and a rotor 53. The tilt drive 51 is used to be mounted on the corresponding arm 4, the rotation drive 52 is driven to the tilt drive 51, and the rotor 53 is driven to the rotation drive 52. The tilt drive 51 can drive the rotation drive 52 and the rotor 53 to tilt in a direction close to or away from the fuselage 3, and the rotation drive 52 is used to drive the rotor 53 to rotate.

[0027] In each tilt rotor unit 5, a rotary drive 52 drives the rotor 53 to rotate at a preset speed; a tilt drive 51 drives the rotary drive 52 and the rotor 53 to tilt at a preset angle; when the flight controller determines that the actual attitude of the fuselage does not match the desired attitude, it can adjust the attitude of the fuselage by controlling the tilt angle of the rotor 53 and the rotation speed of the rotary drive 52; the tilt multi-rotor system of this application allows the aircraft fuselage 3 to maintain a horizontal state for arbitrary flight, thus giving the aircraft better and stronger stability, wind resistance, and high-speed flight capability, compared with traditional multi-rotor systems. Human-machine interface can greatly save energy; in addition, when one power source fails, the aircraft can remain stable and not spin, giving it superior safety; and through various combinations of mounting methods such as forward mounting (located above the arm), reverse mounting (located below the arm), and coaxial mounting, the tiltrotor aerodynamic layout can be arbitrarily combined and controlled or individually for the three heading angles of pitch, roll, and yaw of the UAV. Compared with the traditional multi-rotor system that can only adjust the motor speed, it has advantages such as fast response speed and precise and reliable control execution.

[0028] In the optional solutions of this embodiment, a more preferred option is described in the following description: Figure 2 and Figure 3 On the left and right sides of the fuselage 3, there is a coaxial tilt rotor mechanism 21, and the rotors 53 of the two coaxial tilt rotor units 5 rotate in opposite directions. At least one powered tilt rotor mechanism 11 is provided on the front and rear sides of the fuselage 3, and the rotors 53 of the tilt rotor units 5 symmetrically arranged on the front and rear sides of the fuselage 3 rotate in opposite directions.

[0029] Among them, the tilt rotor units 5 at the front and rear of the fuselage 3 are defined as the driving and steering units, and the coaxial tilt rotor mechanisms 2 on the left and right sides are positioned as lift bearing units. In this way, the pitch, roll and yaw angles of the UAV can be controlled by controlling the tilt angle and rotation speed.

[0030] More preferably, two tilting rotor units 5 are provided on both the front and rear sides of the fuselage 3; the two tilting rotor units 5 on the front side of the fuselage 3 are both positioned above the corresponding arms 4, and the rotors 53 rotate in opposite directions; the two tilting rotor units 5 on the rear side of the fuselage 3 are both positioned below the arms 4, and the rotors 53 rotate in opposite directions.

[0031] That is, this embodiment uses Figure 1Taking the layout shown as an example, two powered tiltrotor mechanisms 11 are provided on both the front and rear sides of the fuselage 3, namely the first powered tiltrotor mechanism 12, the second powered tiltrotor mechanism 13, the third powered tiltrotor mechanism 14, and the fourth powered tiltrotor mechanism 15. A set of coaxial tiltrotor mechanisms 21 is provided on both the left and right sides of the fuselage 3, namely the first coaxial tiltrotor mechanism 22 and the second coaxial tiltrotor mechanism 23. It should be noted that the number of powered tiltrotor mechanisms 11 and the number of coaxial tiltrotor mechanisms 21 can be specifically determined according to the actual control requirements of the aircraft; for example, four powered tiltrotor mechanisms 11 are provided on both the front and rear sides of the fuselage 3, and two sets of coaxial tiltrotor mechanisms 21 are provided on both the left and right sides of the fuselage 3. By controlling different tiltrotor units 5 for different functions, different functions are matched with different tilt angles and tilt speeds, the aircraft performance is greatly improved, with fast response speed, simple control logic, and precise and reliable control execution.

[0032] The first power tilt rotor mechanism 12 and the second power tilt rotor mechanism 13 are installed facing forward at the nose, while the third power tilt rotor mechanism 14 and the fourth power tilt rotor mechanism 15 are installed in opposite directions at the tail. The first power tilt rotor mechanism 12 and the third power tilt rotor mechanism 14 are opposite to each other, and the second power tilt rotor mechanism 13 and the fourth power tilt rotor mechanism 15 are opposite to each other. In the horizontal pitch direction, the power tilt rotor mechanism 11 in the nose direction is installed facing forward (both the rotary drive component 52 and the rotor 53 are facing upward), while the power tilt rotor mechanism 11 in the tail direction is installed in opposite directions (both the rotary drive component 52 and the rotor 53 are facing downward), forming a forward pull and backward push. When the power tilt rotor mechanism 11 is installed in reverse, it means that the rotary drive component 52 is installed in reverse. At this time, the rotor 53 is equivalent to a motor that is still installed facing forward, but its orientation is downward along with the rotary drive component 52.

[0033] The rotation directions of each tilt rotor unit 5 are as follows: According to Newton's third law, when the rotor 53 rotates to generate lift, the rotor 53 will exert a force on the air, and at the same time, the air will exert an equal and opposite reaction force on the rotor 53. This reaction force will cause the aircraft fuselage 3 to generate a torsional torque opposite to the rotation direction of the rotor 53, i.e., a counter-torque. If all rotors 53 rotate in the same direction, the counter-torque will accumulate continuously, causing the aircraft fuselage 3 to become unstable and continue to rotate in the opposite direction to the rotation direction of the rotor 53. Therefore, in order to ensure the overall counter-torque balance of the fuselage 3, the rotation directions of the first power tilt rotor mechanism 12 and the fourth power tilt rotor mechanism 15 are both clockwise, the rotation directions of the second power tilt rotor mechanism 13 and the third power tilt rotor mechanism 14 are both counterclockwise, the upper and lower sides of the first coaxial tilt rotor mechanism 22 are counterclockwise and clockwise respectively, and the upper and lower sides of the second coaxial tilt rotor mechanism 23 are clockwise and counterclockwise respectively.

[0034] In the optional embodiments of this example, more preferably, the tilt drive 51 can drive the rotation drive 52 and the rotor 53 to tilt in a direction close to or away from the fuselage 3.

[0035] More preferably, the tilt angle of the rotor 53 is between -5° and 90°, the tilt drive 51 drives the rotation drive 52 and the rotor 53 to tilt angles of 0° to -5° in the direction closer to the fuselage 3, and the tilt drive 51 drives the rotation drive 52 and the rotor 53 to tilt angles of 0° to 90° in the direction away from the fuselage 3.

[0036] The tilt drive component 51 aims to directly change the direction of the airflow propelling the rotor 53 of the aircraft. The tilt angle of the tilt drive component 51 is defined as follows: when the rotary drive component 52 is perpendicular to the arm 4, the tilt angle is defined as 0°; when the rotary drive component 52 drives the rotor 53 to tilt inward, the tilt angle is defined as negative, with a range of -5° to 0°; when the rotary drive component 52 drives the rotor 53 to tilt outward, the tilt angle is defined as positive, with a range of 0° to 90°; the initial state of the tilt angle of the rotary drive component 52 or the rotor 53 is 0°.

[0037] In the optional embodiments of this example, more preferably, the tilt drive 51 is configured as a servo motor, an electric push rod, a hydraulic push rod, or a tilt motor.

[0038] The tilt drive 51 is used to tilt the rotary drive 52 and the rotor 53 under the power of the aircraft, rather than tilting the entire aircraft. The tilt drive 51 is a general term and there are many ways to implement it, such as servo motors, electric push rods, hydraulic push rods, tilt motors, etc. It is sufficient to ensure that the tilt stroke is between -5° and 90°, while ensuring that there is no interference between the rotor 53 and the fuselage 3 and the arm 4 within the rotation radius of the rotor 53.

[0039] In the optional embodiments of this example, the rotary drive 52 is preferably configured as a rotary motor.

[0040] Among them, the rotary drive component 52 is used to drive the rotor 53 to rotate. Rotary drive component 52 is a general term, and there are many ways to implement it. Any method that can drive the rotor 53 to rotate is acceptable, such as a rotary motor.

[0041] In the optional embodiments of this example, more preferably, the tilt drive 51 is detachably connected to the corresponding arm 4.

[0042] Among them, the connection can be detached using bolts, which facilitates installation and maintenance.

[0043] The core idea of ​​the hybrid tiltrotor system in this embodiment is to control the flight attitude of the aircraft by directly changing the direction of its propulsion power, thus transforming the power of each aircraft from a fixed position to vector control. The following section will illustrate this. Figure 1 The flight attitude control method of the hybrid tiltrotor system will be described in detail using the layout shown as an example: When the aircraft needs to take off and land vertically, it measures altitude changes using one or more of the following methods: GPS (including RTK), barometer, radar, laser sensor, and ultrasonic data. At this time, the flight controller keeps the tilt angle of all tilt rotor units 5 at 0°, and the flight controller only needs to control the change in the rotation speed of the rotary drive unit 52. When the aircraft needs to translate in the pitch direction, it can control its forward or backward flight by controlling the tilt direction and tilt angle of the rotors 53 mounted in the nose and tail directions. By controlling the tilt angle of the tilt rotor unit 5 mounted in the roll direction of the fuselage 3 to remain at 0°, and controlling the four rotors 53 mounted in the pitch direction (two in the nose direction and two in the tail direction) to tilt outward from 0° to 90°, the aircraft can be controlled to fly forward. Figure 4 and Figure 5 As shown, the front and rear shafts of the fuselage 3 form a forward-pull and backward-pull force, creating a power shaft that drives the drone to fly. The drone's tilt angle is greatly reduced, lowering negative pressure and wind resistance, resulting in lower energy consumption during high-speed flight. By adjusting different tilt angles and motor speeds, the drone can move forward at high speed. By controlling the tilt angle of the tilt rotor unit 5 installed in the left-right direction (roll direction) to remain at 0°, and controlling the four rotors 53 installed in the front-back direction (pitch direction) to tilt inward from -5° to 0°, the aircraft can be controlled to fly backward.

[0044] Furthermore, when a drone flies at high speed, it inevitably sways in the roll direction, causing the fuselage to oscillate up and down in that direction. Traditional drones can only correct this state by reducing speed or stopping; this embodiment uses the tilting of the first coaxial tilt rotor mechanism 22 and the second coaxial tilt rotor mechanism 23 in the roll direction to achieve correction in the roll direction, giving the high-speed drone maximum buoyancy correction capability, such as... Figure 8 and Figure 9As shown, it also functions as a drone anti-roll device, providing the necessary damping for the drone's sway. This ensures the drone remains stable even at high speeds, guaranteeing the effectiveness of the rotor's lift and preventing wasted power. Furthermore, the coaxial tilt rotor mechanism 21 provides excellent stability and a high payload capacity, with efficiency 17% to 30% higher than traditional single-rotor drones. The coaxial tilt rotor mechanism 21 primarily bears most of the drone's weight, including its own weight and payload. Therefore, it provides more power and a higher load-bearing ratio, eliminating concerns about altitude loss.

[0045] In addition, the flight controller is also used to adjust the aircraft's heading by controlling the tilt angle of the rotor 53 mounted on the current flight direction (direction of the fuselage arrow), i.e., to make yaw adjustments, such as... Figure 6 and Figure 7 As shown, when the nose heading needs to be adjusted to the left, the rotors 53 of the second powered tiltrotor mechanism 13 and the fourth powered tiltrotor mechanism 15, which control the nose and tail direction and are installed in pairs on the right side, tilt outwards by 0° to 90°, while the remaining tiltrotor rotors 53 maintain a constant tilt angle of 0°, thereby controlling the yaw to the left. When the nose heading needs to be adjusted to the right, the rotors 53 of the first powered tiltrotor mechanism 12 and the third powered tiltrotor mechanism 14, which control the nose and tail direction and are installed in pairs on the left side, tilt outwards by 0° to 90°, while the remaining rotors 53 maintain a constant tilt angle of 0°, thereby controlling the yaw to the right.

[0046] When the aircraft needs to translate in the left or right direction (roll direction), it can control the aircraft to fly left or right by controlling the tilt direction and tilt angle of the rotors 53 mounted in the left and right directions (roll direction). By keeping the tilt angle of the four rotors 53 mounted in the pitch direction (two in the nose direction and two in the tail direction) constant at 0°, controlling the upper rotor 53 mounted on the left side of the fuselage 3 to tilt inward by -5° to 0°, and correspondingly the lower rotor 53 to tilt outward by 0° to 5°, and controlling the upper rotor 53 mounted on the right side of the fuselage 3 to tilt outward by 0° to 90°, and correspondingly the lower rotor 53 to tilt inward by -5° to 0°, the aircraft can be controlled to fly to the right. Conversely, by controlling the tilt angle of the four rotors 53 (two in the nose direction and two in the tail direction) installed in the pitch direction to remain unchanged at 0°, the rotor 53 installed on the left side of the fuselage is tilted outward by 0°~90°, and the corresponding lower rotor 53 is tilted inward by -5°~0°. The rotor 53 installed on the right side of the fuselage is tilted inward by -5°~0°, and the corresponding lower rotor 53 is tilted outward by 0°~5°, thereby controlling the aircraft to fly to the left.

[0047] By designing and arranging multiple tiltrotor units 5, three-dimensional control of the aircraft's pitch, roll, and yaw can be achieved. During actual flight, the flight controller adjusts and controls the tilt stroke range of each tilt drive device based on different aircraft types (including rotorcraft and VTOLs), flight speed, tilt angle, current position, takeoff weight, etc. VTOL (Vertical Take-Off and Landing) is a type of aircraft with vertical takeoff and landing capabilities, capable of taking off and landing without a runway.

[0048] Furthermore, the hybrid tiltrotor system proposed in this embodiment is applicable to all types of multi-rotor UAVs and other hybrid-wing aircraft with multi-rotor structures, as well as various forms of fixed-wing aircraft.

[0049] Example 2 This embodiment provides a tiltrotor aircraft, including a fuselage 3, a flight controller, and a hybrid tiltrotor system as shown in Embodiment 1; the power unit 1 and the carrier unit 2 of the hybrid tiltrotor system are both mounted on the fuselage 3; the flight controller is communicatively connected to both the power unit 1 and the carrier unit 2, and is able to control the actions of the power unit 1 and the carrier unit 2.

[0050] Among various types of aircraft, the flight controller is a key component of unmanned technology, directly related to the safety, efficiency, and application range of the aircraft. It is the core control part of unmanned aerial vehicles, responsible for managing the aircraft's flight operations, navigation, stability, and other functions. It is similar to the autopilot system of an airplane, but is usually more complex because unmanned aerial vehicles often need to perform tasks autonomously without the direct control of a human pilot.

[0051] Specifically, the flight controller is communicatively connected to the sensing devices and each tiltrotor unit 5. The flight controller contains all flight-related sensors and control units for flight commands; it is the brain of the aircraft. The inclusion of various sensors enables the aircraft to understand its spatial orientation and motion status; its specific control logic can be found in existing technologies and will not be elaborated upon here.

[0052] This utility model uses specific examples to illustrate its principles and implementation methods. The above description of the embodiments is only for the purpose of helping to understand the method and core idea of ​​this utility model. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the idea of ​​this utility model. In summary, the content of this specification should not be construed as a limitation of this utility model.

Claims

1. A hybrid tiltrotor system, characterized in that: It includes a power unit (1) and a support unit (2), both of which are mounted on the fuselage (3); both the power unit (1) and the support unit (2) are used to communicate with the flight controller; the power unit (1) can control the movement and directional deflection of the fuselage (3); the support unit (2) can provide lift support for the fuselage (3).

2. The hybrid tiltrotor system according to claim 1, characterized in that: The power unit (1) includes multiple powered tilt rotor mechanisms (11), which are symmetrically arranged on the arms (4) on both sides of the fuselage (3) about the fuselage (3), and the powered tilt rotor mechanisms (11) on both sides are respectively positioned above and below the corresponding arms (4); each powered tilt rotor mechanism (11) is communicatively connected to the flight controller.

3. The hybrid tiltrotor system according to claim 2, characterized in that: The carrying unit (2) includes multiple coaxial tilt rotor mechanisms (21), which are symmetrically arranged on the arms (4) on both sides of the fuselage (3) about the fuselage (3); each coaxial tilt rotor mechanism (21) is communicatively connected to the flight controller.

4. The hybrid tiltrotor system according to claim 3, characterized in that: Each of the aforementioned power tilt rotor mechanisms (11) includes a tilt rotor unit (5); each of the aforementioned coaxial tilt rotor mechanisms (21) includes two coaxial tilt rotor units (5), and the two tilt rotor units (5) are respectively positioned above and below the corresponding arm (4); each of the aforementioned tilt rotor units (5) includes a tilt drive (51), a rotation drive (52) and a rotor (53), the tilt drive (51) is used to be mounted on the corresponding arm (4), the rotation drive (52) is driven to the tilt drive (51), and the rotor (53) is driven to the rotation drive (52). The tilt drive (51) can drive the rotation drive (52) and the rotor (53) to tilt in a direction close to or away from the fuselage (3), and the rotation drive (52) is used to drive the rotor (53) to rotate.

5. The hybrid tiltrotor system according to claim 4, characterized in that: The fuselage (3) is provided with a coaxial tilt rotor mechanism (21) on the left and right sides respectively, and the rotors (53) of the two coaxial tilt rotor units (5) rotate in opposite directions; the fuselage (3) is provided with at least one powered tilt rotor mechanism (11) on the front and rear sides respectively, and the rotors (53) of the tilt rotor units (5) symmetrically arranged on the front and rear sides of the fuselage (3) rotate in opposite directions.

6. The hybrid tiltrotor system according to claim 5, characterized in that: Two tilt rotor units (5) are provided on the front and rear sides of the fuselage (3); the two tilt rotor units (5) on the front side of the fuselage (3) are both located above the corresponding arms (4), and the rotors (53) rotate in opposite directions; the two tilt rotor units on the rear side of the fuselage (3) are both located below the corresponding arms (4), and the rotors (53) rotate in opposite directions.

7. The hybrid tiltrotor system according to claim 4, characterized in that: The tilt angle of the rotor (53) is between -5° and 90°. The tilt drive (51) drives the rotation drive (52) and the rotor (53) to tilt at an angle of 0° to -5° in the direction closer to the fuselage (3). The tilt drive (51) drives the rotation drive (52) and the rotor (53) to tilt at an angle of 0° to 90° in the direction away from the fuselage (3).

8. The hybrid tiltrotor system according to claim 4, characterized in that: The tilt drive (51) is configured as a servo motor, an electric push rod, a hydraulic push rod, or a tilt motor; the rotation drive (52) is configured as a rotation motor.

9. The hybrid tiltrotor system according to claim 4, characterized in that: The tilt drive (51) is detachably connected to the corresponding arm (4).

10. A tiltrotor aircraft, characterized in that: The system includes a fuselage (3), a flight controller, and a hybrid tiltrotor system as described in any one of claims 1-9; the power unit (1) and the carrier unit (2) of the hybrid tiltrotor system are both mounted on the fuselage (3); the flight controller is communicatively connected to both the power unit (1) and the carrier unit (2) and is capable of controlling the actions of the power unit (1) and the carrier unit (2).

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