A longitudinal bi-vector tilt-rotor aircraft equipped with a vectorable swing arm system

Abstract

The utility model provides a kind of longitudinal two-dimensional vector tilting rotorcraft of assembly vector rocker arm system, including first vector rocker arm system, second vector rocker arm system, first power unit, second power unit, transmission system and fuselage;First vector rocker arm system and first power unit are arranged at the head of fuselage;Second vector rocker arm system and second power unit are arranged at the tail of fuselage;First power unit and second power unit are connected by transmission system.The utility model longitudinal arrangement double rotor does not produce the left-right pressure difference unbalance phenomenon like transverse double rotor, and longitudinal double rotor can provide vertical lift and level flight thrust independently, and the air flow is blown to fuselage without directly impacting ground and rebounding, so as not to interfere with each other, and coupling is not easy to occur, and safety is very high.

Description

Technical Field

[0001] This utility model belongs to the field of aircraft, and in particular relates to a longitudinally mounted two-dimensional vector tiltrotor aircraft equipped with a vector rocker arm system. Background Technology

[0002] The architecture of a tiltrotor aircraft typically combines a one-dimensional vector pitch mechanism with a helicopter swashplate capable of locally altering the blade angle of attack. The one-dimensional vector pitch mechanism allows for switching between vertical and level flight modes, while the helicopter swashplate creates a pressure differential through localized changes in blade angle of attack, thus achieving yaw. Therefore, the mechanical structure of a typical tiltrotor aircraft relies on the cooperation of these two mechanisms to complete flight maneuvers. The swashplate mechanism alone is highly integrated and complex, and both require a more complex flight control unit to coordinate the high degree of synergy between the two mechanisms in different directions. High coordination translates to high flight control complexity and inevitably high redundancy.

[0003] When a tiltrotor with a transverse rotor hovers, it generates a downwash airflow from top to bottom, which then forms an airflow ring from bottom to top. When the tiltrotor is hovering vertically near the ground or at low altitude, the downwash airflow hits the ground, accelerating the downwash airflow back to the top. The airflow above the rotor accumulates repeatedly through the airflow ring, resulting in greater air pressure above the rotor than below. A single-rotor helicopter can overcome this imbalance by increasing thrust to make the pressure greater below than above. However, a tiltrotor with a transverse rotor layout will experience a pressure difference between the left and right rotors when encountering uneven ground, potholes, environments where one side is water and the other side is ground, or when there is a crosswind, which can cause an imbalance and lead to a crash. Utility Model Content

[0004] In view of this, the present invention aims to propose a longitudinally mounted two-dimensional vector tiltrotor aircraft equipped with a vector rocker arm system to overcome the above-mentioned problems.

[0005] To achieve the above objectives, the technical solution of this utility model is implemented as follows: A vector rocker arm system includes a motor, a core wheel assembly, and a transmission wheel assembly; the motor drives the core wheel assembly to rotate, and the transmission wheel assembly transmits power.

[0006] The core wheel assembly includes a first directional driving wheel, a first directional driven wheel, a second directional driving wheel, a second directional driven wheel, a first reversing gear, a second reversing gear, a first support gear, a second support gear, and a gear frame; The first steering drive wheel and the first driven gear are coaxially connected; the second steering drive wheel and the second steering driven wheel are coaxially connected, and the two motors are respectively engaged with the first steering drive wheel and the second steering drive wheel; The first support gear is installed between the first directional driving wheel and the first directional driven wheel via a gear frame; the second support gear is installed between the second directional driving wheel and the second directional driven wheel via a gear frame. The No. 1 tilting gear is connected to the No. 2 tilting gear via the engine mounting bracket to form an integrated structure; The first reversing gear meshes with the first and second directional driven gears respectively; the second reversing gear meshes with the first and second support gears respectively.

[0007] Furthermore, the gear carrier has an overall U-shaped structure.

[0008] Furthermore, the transmission wheel set includes a first transmission drive wheel, a second transmission drive wheel, a third transmission drive wheel, a first intermediate gear, a second intermediate gear, a first driven gear, and a second driven gear; The first drive gear meshes with the second drive gear, and the second drive gear is connected to the third drive gear via a shaft, passing between the first and second reversing gears; The No. 1 intermediate gear and the No. 2 intermediate gear are coaxially arranged with the No. 1 directional driven gear. The No. 3 drive gear meshes with the No. 1 driven gear through the No. 1 intermediate gear, and the No. 2 intermediate gear meshes with the No. 2 driven gear.

[0009] A longitudinally mounted two-dimensional vector tiltrotor aircraft is equipped with the vector rocker arm system, which includes a first vector rocker arm system, a second vector rocker arm system, a first power unit, a second power unit, a transmission system, and a fuselage. The No. 1 vector rocker arm system and the No. 1 power unit are located at the head of the fuselage; The No. 2 vector rocker arm system and the No. 2 power unit are located at the rear of the fuselage; Power Unit 1 and Power Unit 2 are connected via a transmission system; The first vector rocker arm system and the second vector rocker arm system have the same structure, and the first power unit and the second power unit have the same mechanism. The first power unit includes an engine, a rotor and a power output shaft; the transmission system includes a dual redundant transmission shaft and a magnetic coupler. The engine is connected to the core wheel assembly via a mounting bracket. The motor drives the core wheel assembly to rotate, thereby achieving pitch and yaw of the engine. The rotor is connected to the first output end of the engine via a power output shaft. The second output end of the engine is connected to the second power unit and the second vector rocker arm system in sequence via a transmission wheel assembly and a transmission system. Alternatively, the engine is installed inside the fuselage, the rotor is mounted to a mounting frame via a power output shaft, the mounting frame is mounted to the core wheel assembly, and the motor is used to drive the core wheel assembly to rotate, thereby achieving the pitch and yaw of the engine. The power output shaft is also connected to the first output end of the engine via a transmission wheel assembly, and the second output end of the engine is connected to the second power unit and the second vector rocker arm system via a transmission system.

[0010] Furthermore, when the engine is connected to the core wheel assembly via the mounting bracket, the rotor is connected to the first output end of the engine via the power output shaft. The second output end of the engine is provided with a first drive wheel. The second and third drive wheels are connected by a shaft and pass between the first and second reversing gears. The first and second intermediate gears are coaxially arranged with the first directional driven wheel. The No. 3 drive wheel meshes with the No. 1 driven gear through the No. 1 intermediate gear, and the No. 2 intermediate gear meshes with the No. 2 driven gear. The No. 1 driven wheel and the No. 2 driven gear are coaxially fixedly connected and installed to the magnetic coupler. The magnetic coupler is connected to the No. 2 power unit and the No. 2 vector rocker arm system on the other side through a dual redundant drive shaft.

[0011] Furthermore, when the engine is installed inside the fuselage, the dual redundant drive shaft is connected to the first output end of the engine via a magnetic coupler. The second output end of the engine is equipped with a first drive wheel. The second and third drive wheels are connected by a shaft and pass between the first and second reversing gears. The first and second intermediate gears are coaxially arranged with the first directional driven wheel. The first drive wheel meshes with the second drive wheel through the first intermediate gear. The third drive wheel meshes with the gear on the rotor power output shaft to drive the rotor.

[0012] Furthermore, the rotor at the nose of the fuselage is arranged opposite to the rotor at the tail of the fuselage.

[0013] Compared with existing technologies, the longitudinally mounted two-dimensional vector tiltrotor aircraft equipped with a vector rocker arm system described in this utility model has the following advantages: (1) The present invention provides a longitudinally mounted two-dimensional vector tiltrotor aircraft equipped with a vector rocker arm system. It adopts a two-dimensional vector "all-moving" rotor for pitch and yaw, replacing the simple combination of the one-dimensional pitch tilt mechanism and the helicopter swashplate commonly used in ordinary tiltrotor aircraft. It unifies the vertical and horizontal flight modes with a single underlying mechanism that is more integrated, avoiding the problems of high structural complexity, high mechanical wear and calling costs, high mechanical integration, and complex flight control program coordination caused by the simple mechanical accumulation of tilt mechanism and swashplate.

[0014] (2) The present invention provides a longitudinally mounted dual-vector tiltrotor aircraft equipped with a vector rocker arm system. The longitudinally mounted dual rotors do not produce the left-right pressure imbalance phenomenon as the transverse dual rotors. The longitudinally mounted dual rotors can each provide vertical lift and level flight thrust independently. The downwash airflow blows onto the fuselage without directly hitting the ground and rebounding, so they do not interfere with each other and are not easy to couple, thus ensuring high safety.

[0015] (3) The present invention provides a longitudinally mounted two-dimensional vector tiltrotor aircraft equipped with a vector rocker arm system, with a coaxial (axial) counter-rotor design. The front and rear rotors rotate in opposite directions in both vertical and level flight states, which cancels out the yaw torque and plays the role of counteracting the anti-torque torque.

[0016] (4) This utility model provides a longitudinally mounted two-dimensional vector tilt rotor aircraft equipped with a vector rocker arm system. In addition to tilting in the pitch direction, the vector rocker arm can also tilt in the yaw direction. The roll direction is actually the dimension of rotor rotation. That is, the vector rocker arm achieves a three-dimensional control effect with two-dimensional operation. The rotor that realizes vector control has an additional dimension in lift and thrust compared to the tilt rotor. It is similar to the variable torque rotor of a helicopter. In addition to effectively preventing stall, the azimuth conversion of the vector rotor can realize flight steering, which is impossible for variable torque blades. In terms of the reliability of its structure, the variable torque blade structure is more complex than the vector rocker arm rotor. The complexity of the variable torque blade makes the manufacturing cost higher. The increased engineering difficulty reduces the reliability of the machine. The vector rocker arm rotor is exactly the opposite. Two-dimensional vector rotors can "fully move" to replace the wing's rise (pitch) and turn (yaw). Except in cases where the wing is damaged or fails, allowing the rotor to directly take over, in special and complex terrain with extreme space and environmental requirements for takeoff, landing, or turning—far exceeding the hovering capabilities of the wing—the rotor's angle of attack must be relied upon to achieve various hovering maneuvers. Ordinary tiltrotor aircraft, limited by their hardware, cannot perform pitch movements in a single dimension. The maneuvers they can perform also increase the complexity of the flight control program, adding several dimensions of coupling, such as the coordination commands between the wing and rotor, and the lateral coordination of engine speeds. Furthermore, the complex flight control of ordinary rotors presents a greater challenge to reliability.

[0017] (5) This utility model discloses a longitudinally mounted two-dimensional vector tiltrotor aircraft equipped with a vector rocker arm system. Unlike the traditional tiltrotor aircraft's mechanical scheme of tilting mechanism combined with swashplate, it adopts an integrated single mechanism, namely an all-moving rotor architecture. The all-moving rotor single mechanism has a smaller number of parts and lower wear than traditional tiltrotor aircraft, resulting in significantly improved reliability and serviceability, and reduced ground logistics pressure.

[0018] (6) This utility model discloses a longitudinally mounted two-dimensional vector tiltrotor aircraft equipped with a vector rocker arm system. It employs a redundant design with dual drive shafts, consisting of an inner drive shaft and an outer drive tube. Two sets of hydraulic couplings connect the inner and outer composite redundant drive shafts, with each hydraulic coupling connected to the engine's power shaft. The dual drive shafts are positioned between the front and rear engines and are not connected during normal engine operation. The front and rear engines distribute power to the front and rear rotors respectively, while the intermediate dual drive shafts are disconnected and inactive. If either the front or rear engine fails, the two hydraulic couplings immediately connect, allowing the normally operating engine at the other end to transmit power to the deactivated engine via the intermediate dual drive shafts. Furthermore, the drive shafts are inner drive shafts with outer drive tubes. This redundant design of two drive shafts for military applications prevents power loss and drive shaft damage simultaneously, ensuring power transmission is not affected even under double impact, thus improving the survivability of this longitudinally mounted tiltrotor. The survivability of a tiltrotor with redundant design is twice that of a similar tiltrotor without redundancy, and even higher for a dual drive shaft design.

[0019] (7) This utility model provides a longitudinally mounted two-dimensional vector tilt rotor aircraft equipped with a vector rocker arm system. A set of vector rocker arms is equipped with only two motors to achieve vector control, while the gimbal that currently uses the most three-dimensional angle work requires three motors and works in collaboration with three different robotic arms. The vector rocker arm can even be controlled by a single motor that can rotate in both directions, making it more miniaturized and integrated. Attached Figure Description

[0020] The accompanying drawings, which form part of this utility model, are used to provide a further understanding of the utility model. The illustrative embodiments of the utility model and their descriptions are used to explain the utility model and do not constitute an undue limitation of the utility model. In the drawings: Figure 1 This is a schematic diagram of the vector rocker arm system in the engine lifting vertical state according to an embodiment of the present invention; Figure 2 As shown in the embodiments of this utility model Figure 1 Enlarged view of a portion of the image; Figure 3 This is a schematic diagram of the deflection of the vector rocker arm system in the vertical state of engine lifting, as described in an embodiment of this utility model. Figure 4 This is a schematic diagram of the vector rocker arm system in the engine-lifted horizontal state according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the deflection of the vector rocker arm system in the engine lifting horizontal state according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the vector rocker arm system in a horizontal state with rotor lifting, as described in an embodiment of this utility model. Figure 7 As described in the embodiments of this utility model Figure 6 A magnified view of a portion of the image; Figure 8 This is a schematic diagram of the deflection of the rotor in a horizontal state during the lifting of the vector rocker arm system described in this embodiment of the invention; Figure 9 This is a schematic diagram of the rotor lifting vertical state of the vector rocker arm system described in this embodiment of the present invention; Figure 10 This is a schematic diagram of the deflection of the rotor in the vertical lifting state of the vector rocker arm system described in this embodiment of the present invention; Figure 11 This is a schematic diagram of the deflection of a longitudinally mounted two-dimensional vector tiltrotor aircraft in a vertical state, according to an embodiment of the present invention, which is equipped with a vector rocker arm system. Figure 12 This is a schematic diagram of the vertical state of a longitudinally mounted two-dimensional vector tiltrotor aircraft equipped with a vector rocker arm system, as described in an embodiment of this utility model. Figure 13 This is a schematic diagram of a longitudinally mounted two-dimensional vector tiltrotor aircraft with a vector rocker arm system as described in an embodiment of the present invention, in a horizontal state. Figure 14 This is a schematic diagram of the horizontal deflection of a longitudinally mounted two-dimensional vector tiltrotor aircraft equipped with a vector rocker arm system, as described in an embodiment of this utility model.

[0021] Explanation of reference numerals in the attached figures: 1. Vector rocker arm system; 11. Motor; 12. Core wheel assembly; 121. First steering drive wheel; 122. First steering driven wheel; 123. Second steering drive wheel; 124. Second steering driven wheel; 125. First reversing gear; 126. Second reversing gear; 127. First support gear; 128. Second support gear; 129. Gear frame; 13. Transmission wheel assembly; 131. First transmission drive wheel; 13 2. Drive wheel No. 2; 133. Drive wheel No. 3; 134. Intermediate gear No. 1; 135. Intermediate gear No. 2; 136. Driven gear No. 1; 137. Driven gear No. 2; 2. Vector rocker arm system No. 2; 3. Power unit No. 1; 31. Engine; 32. Rotor; 33. Power output shaft; 4. Power unit No. 2; 5. Transmission system; 51. Dual redundant drive shaft; 52. Magnetic coupler; 6. Fuselage. Detailed Implementation

[0022] It should be noted that, unless otherwise specified, the embodiments and features described in these embodiments can be combined with each other.

[0023] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0024] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0025] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0026] Vector Roller Arm (Core Wheelset Transformation Gear Set & Transmission Gear Set) + Composite Transmission = Redundant Vector Rotorcraft

[0027] A multi-redundant vectoring rocker rotor 32 includes a first vectoring rocker system 1, a second vectoring rocker system 2, a first power unit 3, a second power unit 4, a transmission system 5, and a fuselage 6; The No. 1 vector rocker arm system 1 and the No. 1 power unit 3 are located at the head of the fuselage 6; The second vector rocker arm system 2 and the second power unit 4 are located at the rear of the fuselage 6; Power unit 3 and power unit 4 are connected by transmission system 5; The first vector rocker arm system and the second vector rocker arm system 2 have the same structure. The first vector rocker arm system 1 includes a motor 11, a core wheel set 12 and a transmission wheel set 13. The first power unit 3 and the second power unit 4 have the same mechanism. The first power unit 3 includes an engine 31, a rotor 32 and a power output shaft 33. The transmission system 5 includes a dual redundant transmission shaft 51 and a magnetic coupler 52. Among them, the engine 31 is connected to the core wheel assembly 12 through the mounting bracket, and the motor 11 is used to drive the core wheel assembly 12 to rotate, so as to realize the pitch and yaw of the engine 31. The rotor 32 is connected to the first output end of the engine 31 through the power output shaft 33. The second output end of the engine 31 is connected to the second power unit 4 and the second vector rocker arm system 2 in sequence through the transmission wheel assembly 13 and the transmission system 5. Alternatively, the engine 31 is installed inside the fuselage 6, the rotor 32 is installed on the mounting bracket via the power output shaft 33, the mounting bracket is installed on the core wheel assembly 12, the motor 11 is used to drive the core wheel assembly 12 to rotate, thereby realizing the pitch and yaw of the engine 31. The power output shaft 33 is also connected to the first output end of the engine 31 via the transmission wheel assembly 13, and the second output end of the engine 31 is connected to the second power unit 4 and the second vector rocker arm system 2 via the transmission system 5.

[0028] Furthermore, the core wheel assembly 12 includes a first directional driving wheel 121, a first directional driven wheel 122, a second directional driving wheel 123, a second directional driven wheel 124, a first reversing gear 125, a second reversing gear 126, a first support gear 127, a second support gear 128, and a gear carrier 129. The first directional driving wheel 121 and the first driven gear are coaxially connected; the second directional driving wheel 123 and the second directional driven wheel 124 are coaxially connected, and the two motors 11 are respectively meshed with the first directional driving wheel 121 and the second directional driving wheel 123; The first support gear 127 is installed between the first directional driving gear 121 and the first directional driven gear 122 via the gear frame 129; the second support gear 128 is installed between the second directional driving gear 123 and the second directional driven gear 124 via the gear frame 129. The first reversing gear 125 is connected to the second reversing gear 126 via the engine 31 mounting bracket to form an integrated structure; The first reversing gear 125 meshes with the first directional driven gear 122 and the second directional driven gear 124 respectively; the second reversing gear 126 meshes with the first support gear 127 and the second support gear 128 respectively.

[0029] It is worth noting that the working principle of the core wheel assembly 12 in this invention is as follows: only three gears actively participate in stress, of which only two side-by-side are connected to the motor 11 to provide adjustment power. That is, the first directional driven wheel 122, the second directional driven wheel 124, and the first reversing gear 125 actively participate in stress. In actual use, the first directional driven wheel 122 and the second directional driven wheel 124 rotate in the same direction to lock and fix the first reversing gear 125, thereby realizing the pitching and lifting action of the first reversing gear 125. Its motion characteristics are very similar to the human hand using chopsticks. Chopsticks only require two fingers to be fixed and one to lie flat. Based on this, the core wheel assembly 12 in this invention synchronously completes mechanical actions, resulting in low scheduling rate, low wear, and high reliability. The transmission function includes a lifting effect. The two driving wheels are driven by worm gears, with unidirectional output, and do not need to continuously provide power and torque to maintain the lifting posture, resulting in low energy consumption and a high upper limit of mechanical performance.

[0030] Meanwhile, it is worth noting that the control methods for the multiple gears or motors mentioned above are based on the operator's adjustment of the flight control program. The specific flight control program is a mature operating method in this field, which can be obtained by those skilled in the art without additional effort. The flight control program in this utility model is a common technical means, and will not be described in detail here.

[0031] However, it should be noted that the flight control program must follow the same-direction and opposite-direction calling logic of the core wheel group 12 active wheels, as well as the speed during binary vector rotation. That is, in an emergency, all degrees of freedom of the all-moving rotor 32, including vertical and level flight, should have a switching time of no less than 30 seconds as a red line. The reason is that large manned rotorcraft have huge empty and full-load masses, and the greater the inertia of macroscopic motion, i.e., flight, the more its control is affected. Any flight mode conversion under high wing loading is accompanied by the increase and decrease of lift of the rotor 32 blades, and the loss and recovery of stress. At the same time, since air is an elastic gas, its generation and recovery require a certain amount of time. Therefore, the changes in lift and stress of the rotor 32 are the focus of control and are limited, forming the flight safety criteria. Conversely, if the response of rotor 32 angle of attack adjustment is too rapid, maneuvering overload will occur at high speeds, subjecting the airframe to extreme operating conditions and potentially leading to in-flight disintegration. At low speeds, the angle of attack of rotor 32 blades will change, and the lost lift will not be fully recovered at the new angle of attack, resulting in stall. Another consequence of excessively rapid response is "oscillatory coupling" or "inertial coupling" caused by the superposition of multiple instantaneous and repeated actions. Therefore, adhering to a slow, cautious, and gradual approach to rotor 32 adjustment is a crucial aspect that must be considered and explained in this category of popular aerospace mechanical assemblies.

[0032] Furthermore, unlike the flight control mode of single-rotor aircraft, the longitudinally arranged all-moving rotorcraft, when maneuvering the front and rear rotors 32 for flight control actions, forms a longitudinally coupled lifting body composed of two sets of lift matching. The front and rear rotors 32 can either rotate axially symmetrically or in mirror image rotation around a redundant drive shaft. The two forces are always mutually generating and counterbalancing. Axially symmetrical rotation can quickly correct yaw, while mirror image rotation can cancel out the inertia caused by the instantaneous yaw of the macroscopic vehicle. This unique control dimension is also unique to longitudinally arranged rotorcraft, and the all-moving rotor simplifies this control, which is precisely the mechanical advantage that replaces the swashplate of a helicopter.

[0033] Preferably, the gear carrier 129 has an overall U-shaped structure to avoid the deflection of the engine 31 mounting bracket.

[0034] Furthermore, the transmission gear set 13 includes a first transmission drive gear 131, a second transmission drive gear 132, a third transmission drive gear 133, a first intermediate gear 134, a second intermediate gear 135, a first driven gear 136, and a second driven gear 137. Please refer to Figure-1 for details. Figure 5 When the engine 31 is installed inside the fuselage 6, the dual redundant drive shaft 51 is connected to the first output end of the engine 31 through the magnetic coupler 52. The second output end of the engine 31 is provided with a first drive drive wheel 131, a second drive drive wheel 132 and a third drive drive wheel 133 connected by a shaft and passing between the first tilting gear 125 and the second tilting gear 126. The first intermediate gear 134 and the second intermediate gear 135 are coaxially arranged with the first directional driven wheel 122. The first drive drive wheel 131 meshes with the second drive drive wheel 132 through the first intermediate gear 134, and the third drive drive wheel 133 meshes with the gear of the rotor 32 power output shaft 33 to drive the rotor 32. This is the rotor 32 lifting type. In the above embodiments, the vector rocker arm is set up in a way that indirectly lifts the rotor 32 by lifting the rotor 32. The connection between the rotor 32 and the fuselage requires greater rigidity, and the vector rocker arm has the largest load.

[0035] For details, please refer to the following: Figure 6 - Figure 10 When the engine 31 is connected to the core wheel assembly 12 via the mounting bracket, the rotor 32 is connected to the first output end of the engine 31 via the power output shaft 33. The second output end of the engine 31 is provided with a first drive wheel 131, a second drive wheel 132 and a third drive wheel 133 are connected by a shaft and pass between the first reversing gear 125 and the second reversing gear 126. The first intermediate gear 134 and the second intermediate gear 135 are coaxially arranged with the first directional driven wheel 122. The third drive wheel 133 meshes with the first driven gear 136 through the first intermediate gear 134, and the second intermediate gear 135 meshes with the second driven wheel 137. The first driven gear 136 and the second driven wheel 137 are coaxially fixedly connected and installed to the magnetic coupler 52. The magnetic coupler 52 is connected to the second power unit 4 and the second vector rocker arm system 2 on the other side through the dual redundant drive shaft 51. This is the lifting type of the engine 31. The power output shaft 33 of the engine 31 is directly connected to the core wheel assembly 12, and the rotor 32 is connected via the drive shaft of the core wheel assembly 12. The entire vector rocker arm can be regarded as the universal drive device of the engine 31, which directly lifts the rotor 32, and the load on the vector rocker arm is minimized.

[0036] This invention employs two different vector rocker arm schemes to adapt to both small single-seat aerobatic aircraft and large heavy-load aircraft. That is, different aircraft models are adapted to different vector rocker arm configurations. Furthermore, the distance from the center of the vertical wheel axle of the core wheel assembly 12 to the center of the rotor 32 represents the torque. Due to the different maneuverability requirements of the vehicles, the length of the torque affects the response speed of the vertical and level flight mode transitions. Specifically, this can be seen in the following reference... Figure 3 , Figure 9 In this figure, the red line segment represents torque. Based on this, this invention maintains sustainable lift on the 32-bladed rotor with high wing loading. For small aircraft with high maneuverability, a short torque is recommended. Conversely, for large aircraft with low maneuverability, a long torque is recommended.

[0037] Under the premise of achieving the same three-dimensional tilting effect, different mechanical solutions are selected based on the mass of the aircraft. For small, short-range drones, a solution consisting of three motors forming a three-axis robotic arm with reduced payload can be chosen, with each motor responsible for one dimension. For large manned aircraft, which have a large mass, heavy payload, and heavy airframe load, a tilting solution with more mechanical components and less electric drive components is more suitable. This ensures a certain amount of hardware torque output (such as a worm gear mechanism with unidirectional torque output), maintains some manual or mechanical space while not being fully electrically driven or fully electrified, and has appropriate weight. For manned aircraft, this provides safety and redundancy in the event of sudden power outages or other accidents.

[0038] Therefore, ensuring that the mechanical design matches and is consistent with the aircraft's mass is also a key concern for the safety of this rotating mechanism.

[0039] Furthermore, the rotor 32 at the nose of the fuselage 6 is arranged opposite to the rotor 32 at the tail of the fuselage 6.

[0040] Driven gear 136 and driven gear 2 form a double drive shaft configuration, using a redundant design of inner and outer double drive shafts, with the inner shaft being a solid shaft and the outer shaft being a hollow drive sleeve. First, the two transmit power to each other, so the inner and outer transmission angular velocities are the same, that is, the inner and outer parts are synchronized; if one of the two transmission shafts is damaged, the other can still maintain power transmission without being affected, realizing redundant guarantee.

[0041] Second, a magnetic coupler 52 is respectively arranged at the front and the rear as a clutch. When and only when the front or rear engine 31 has a power problem, the front and rear hydrodynamic couplers are simultaneously locked and connected, and the damaged end engine 31 is powered by the intact engine 31 at the other end, which meets the requirement of no power loss and has continuous power output capability.

[0042] The fuselage 6 adopts the aerodynamic layout of "inverted-triple-wing surface" and the "central lifting body" at the belly of the fuselage; Connected flaps: The trailing edge of the main wing forms a skirt-shaped "connected flap" along the fuselage 6, which belongs to a type of strake wing. It is not located at the leading edge of the main wing but at the trailing edge, but it is also beneficial to increasing the wing area.

[0043] "Horizontally arranged vertical" empennage: It can not only increase the empennage area to match the rear-mounted power, but also ensure sufficient pressure required by the empennage during takeoff.

[0044] Central lifting body layout for transport aircraft: The fuselage 6 and the large-spaced huge landing gear storage compartments arranged in parallel on both sides form a "triangular" structure, which just leaves an airflow passage at the belly of the fuselage. The wall surface of the airflow passage forms a relatively thick boundary layer, which maintains a pressure difference with the flow layer of the upper edge area of the fuselage 6, thereby forming relatively stable lift.

[0045] Finally, the vector rocker arm will also have the following applications in the future extended design: 1. Modify the distributed three-dimensional vector pan-tilt with three motors 11 into an integrated vector pan-tilt, so that the structure is more concentrated and the volume is reduced; 2. Modify the complex variable-pitch blade of the helicopter into a simple vector rotor 32, so as to reduce the structural complexity and increase the reliability; 3. Use the link linkage rectangular structure to form a two-dimensional vector nozzle; 4. Serve as a torsion mechanism for the links of a multi-segment robot.

[0046] The above are only preferred embodiments of the present utility model, and are not intended to limit the present utility model. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present utility model shall all fall within the protection scope of the present utility model.

Claims

1. A vector rocker arm system, characterized in that: The vector rocker arm system includes a motor, a core wheel assembly, and a transmission wheel assembly; the motor drives the core wheel assembly to rotate, and the transmission wheel assembly transmits power. The core wheel assembly includes a first directional driving wheel, a first directional driven wheel, a second directional driving wheel, a second directional driven wheel, a first reversing gear, a second reversing gear, a first support gear, a second support gear, and a gear frame; The first steering drive wheel and the first driven gear are coaxially connected; the second steering drive wheel and the second steering driven wheel are coaxially connected, and the two motors are respectively engaged with the first steering drive wheel and the second steering drive wheel; The first support gear is installed between the first directional driving wheel and the first directional driven wheel via a gear frame; the second support gear is installed between the second directional driving wheel and the second directional driven wheel via a gear frame. The No. 1 tilting gear is connected to the No. 2 tilting gear via the engine mounting bracket to form an integrated structure; The first reversing gear meshes with the first and second directional driven gears respectively; the second reversing gear meshes with the first and second support gears respectively.

2. The vector rocker arm system according to claim 1, characterized in that: The gear carrier has an overall U-shaped structure.

3. A vector rocker arm system according to claim 1, characterized in that: The transmission gear set includes a first transmission drive gear, a second transmission drive gear, a third transmission drive gear, a first intermediate gear, a second intermediate gear, a first driven gear, and a second driven gear; The first drive gear meshes with the second drive gear, and the second drive gear is connected to the third drive gear via a shaft, passing between the first and second reversing gears; The No. 1 intermediate gear and the No. 2 intermediate gear are coaxially arranged with the No. 1 directional driven gear. The No. 3 drive gear meshes with the No. 1 driven gear through the No. 1 intermediate gear, and the No. 2 intermediate gear meshes with the No. 2 driven gear.

4. A longitudinally mounted two-dimensional vector tiltrotor aircraft, equipped with the vector rocker arm system according to any one of claims 1-3, characterized in that: The vector rocker arm system includes a first vector rocker arm system, a second vector rocker arm system, a first power unit, a second power unit, a transmission system, and a fuselage; The No. 1 vector rocker arm system and the No. 1 power unit are located at the head of the fuselage; The No. 2 vector rocker arm system and the No. 2 power unit are located at the rear of the fuselage; Power Unit 1 and Power Unit 2 are connected via a transmission system; The first vector rocker arm system and the second vector rocker arm system have the same structure, and the first power unit and the second power unit have the same mechanism. The first power unit includes an engine, a rotor and a power output shaft; the transmission system includes a dual redundant transmission shaft and a magnetic coupler. The engine is connected to the core wheel assembly via a mounting bracket. The motor drives the core wheel assembly to rotate, thereby achieving pitch and yaw of the engine. The rotor is connected to the first output end of the engine via a power output shaft. The second output end of the engine is connected to the second power unit and the second vector rocker arm system in sequence via a transmission wheel assembly and a transmission system. Alternatively, the engine is installed inside the fuselage, the rotor is mounted to a mounting frame via a power output shaft, the mounting frame is mounted to the core wheel assembly, and the motor is used to drive the core wheel assembly to rotate, thereby achieving the pitch and yaw of the engine. The power output shaft is also connected to the first output end of the engine via a transmission wheel assembly, and the second output end of the engine is connected to the second power unit and the second vector rocker arm system via a transmission system.

5. A longitudinally mounted two-dimensional vector tiltrotor aircraft according to claim 4, characterized in that: When the engine is connected to the core wheel assembly via the mounting bracket, the rotor is connected to the first output end of the engine via the power output shaft. The second output end of the engine is provided with a first drive wheel. The second and third drive wheels are connected by a shaft and pass between the first and second reversing gears. The first and second intermediate gears are coaxially arranged with the first directional driven wheel. The No. 3 drive wheel meshes with the No. 1 driven gear through the No. 1 intermediate gear, and the No. 2 intermediate gear meshes with the No. 2 driven gear. The No. 1 driven wheel and the No. 2 driven gear are coaxially fixedly connected and installed to the magnetic coupler. The magnetic coupler is connected to the No. 2 power unit and the No. 2 vector rocker arm system on the other side through a dual redundant drive shaft.

6. A longitudinally mounted two-dimensional vector tiltrotor aircraft according to claim 4, characterized in that: When the engine is installed inside the fuselage, the dual redundant drive shaft is connected to the first output end of the engine via a magnetic coupler. The second output end of the engine is equipped with a first drive wheel. The second and third drive wheels are connected by a shaft and pass between the first and second reversing gears. The first and second intermediate gears are coaxially arranged with the first directional driven wheel. The first drive wheel meshes with the second drive wheel through the first intermediate gear. The third drive wheel meshes with the gear on the rotor power output shaft to drive the rotor.

7. A longitudinally mounted two-dimensional vector tiltrotor aircraft according to claim 6, characterized in that: The rotor at the nose of the fuselage is positioned opposite to the rotor at the tail of the fuselage.

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