CN113460297A - Tilting power structure and system and aircraft - Google Patents
Tilting power structure and system and aircraft Download PDFInfo
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- CN113460297A CN113460297A CN202110825112.0A CN202110825112A CN113460297A CN 113460297 A CN113460297 A CN 113460297A CN 202110825112 A CN202110825112 A CN 202110825112A CN 113460297 A CN113460297 A CN 113460297A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/52—Tilting of rotor bodily relative to fuselage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
- B64C27/26—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft characterised by provision of fixed wings
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/22—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft
- B64C27/28—Compound rotorcraft, i.e. aircraft using in flight the features of both aeroplane and rotorcraft with forward-propulsion propellers pivotable to act as lifting rotors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C29/00—Aircraft capable of landing or taking-off vertically, e.g. vertical take-off and landing [VTOL] aircraft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C5/00—Stabilising surfaces
- B64C5/06—Fins
Abstract
The invention belongs to the technical field of aviation, and discloses a tilting power structure which comprises a fuselage and at least one pair of power wings, wherein the fuselage is provided with a power wing; each power wing is provided with at least one power source; the power wing is rotationally connected with the machine body and fixedly connected with a corresponding power source; or the power wing is fixedly connected with the machine body, and the power source is rotationally connected with the power wing corresponding to the power wing. The invention can avoid the influence of dead weight and/or resistance on the reliability of the subsequent motion state after the conversion of different motion states. The invention also discloses a tilting power system and an aircraft.
Description
Technical Field
The invention belongs to the technical field of aviation, and particularly relates to a tilting power structure and system and an aircraft.
Background
At present, aircrafts with vertical take-off and landing functions are widely applied to the market, and can realize vertical take-off and landing without being limited by regions, so that the aircrafts are very flexible and convenient. Among them, the vertical take-off and landing aircraft with the composite wing layout is common.
The vertical take-off and landing unmanned aerial vehicle with the composite wing layout vertically takes off in a multi-rotor mode, and after the vertical take-off and landing unmanned aerial vehicle reaches a certain height, the multi-shaft motor stops rotating, the front pulling motor starts, and the vertical take-off and landing unmanned aerial vehicle enters a horizontal flight state. However, when the multi-axis motor stops rotating, the power part of vertical take-off and landing becomes dead weight and/or resistance, thereby reducing the flight performance of the aircraft and simultaneously bringing difficulty to the precise control of tilting.
Disclosure of Invention
In order to solve the technical scheme, the invention discloses a tilting power structure which can avoid the influence of dead weight and/or resistance on the reliability of a subsequent motion state after different motion states are converted. Meanwhile, the invention also discloses a system with the tilting power structure, which can realize reliable, accurate and efficient control of the tilting power structure. Based on the system, the invention also discloses an aircraft with the system. The specific technical scheme of the invention is as follows:
a tilting power structure comprising:
a body; and
at least one pair of power wings, each power wing having at least one power source;
the power wing is rotatably connected with the machine body and fixedly connected with a corresponding power source; or
The power wing is fixedly connected with the machine body, and the power source is rotationally connected with the power wing corresponding to the power wing.
The power wing and the power source thereof can well avoid dead weight and/or resistance, thereby avoiding negative influence of power to reduce movement efficiency when the movement state of equipment with the power wing is changed; moreover, the structure can well reduce the weight, thereby further avoiding potential safety hazards.
Preferably, the method further comprises the following steps:
the auxiliary power source is arranged at the tail end of the machine body;
the plane of the auxiliary power source and the plane of the machine body are arranged at an angle.
The auxiliary power source can cooperate the power supply to provide initial power at initial motion state to this makes the process of verting more steady, reduces the control degree of difficulty at the process of verting from this.
Preferably, the method further comprises the following steps:
the front wing is arranged at the front end of the fuselage; and
the main wing is arranged at the rear end of the fuselage;
wherein, in the length direction of the fuselage, the power wing is arranged between the front wing and the main wing.
The power wing is arranged on the fuselage, and is positioned between the front wing and the main wing in the length direction of the fuselage, so that the gravity center position of the equipment with the tilting power structure is reasonable, and the balance stability of the whole equipment is ensured; in addition, the balance of the entire apparatus can be maintained during the tilting process.
Preferably, the power wing is disposed between the front wing and the main wing in the height direction of the fuselage.
When the equipment that has the power structure that verts when the stable state of advancing, the air current can be the pitch arc and flow down after passing through the power supply to make it obtain stable propulsive force, consequently, the power wing is on the length direction and the direction of height of fuselage, when all being located between front wing and the main wing, can avoid front wing and main wing to cause the interference to the route of air current, thereby further guarantee the motion stability of equipment.
Preferably, the method further comprises the following steps:
the vertical tail wing is arranged at the tail part of the fuselage.
The vertical tail fin is favorable for improving the motion reliability of equipment with a tilting power structure, and the accurate control capability of the equipment is well improved.
Preferably, the vertical rear wing is provided at a lower portion of the body in a height direction of the body.
When the vertical tail wing is arranged at the lower part of the fuselage, after tilting is completed, the specific swinging requirement can be met on the flow path of the air flow, reliable movement and accurate control are better provided, and in addition, the control process has higher efficiency.
Preferably, a first landing frame is arranged at the front end of the machine body; and a second undercarriage is arranged at one end, far away from the fuselage, of the vertical tail wing.
Equipment with power structure verts can be at ground motion, need use the undercarriage this moment, when the front end of fuselage is equipped with first landing gear together, in order to guarantee the motion stationarity of whole equipment, also should set up corresponding undercarriage at the rear end of fuselage, therefore, when perpendicular fin is located the lower part of fuselage, it is when making equipment have good reliability and controllability, its one end of keeping away from the fuselage sets up the second undercarriage, better weight of having alleviateed equipment, make full use of should have constructed, make this structure have had the second function.
A tilting power system for use in a tilting power arrangement of the kind described above; the method comprises the following steps:
the driving system is used for driving the power source and/or the auxiliary power source to output power; and
and the tilting system is used for controlling the power wing to rotate relative to the airframe or controlling the power source to rotate relative to the power wing where the power source is located.
The driving system and the tilting system are matched with each other to provide reliable motion under different motion states for equipment with a tilting power structure; and thereby dead weight and resistance generated by parts during tilting are avoided, thereby improving the motion efficiency.
Preferably, when the tilting system is used for controlling the power wing to rotate relative to the fuselage, any pair of power wings which are symmetrical relative to the fuselage rotate synchronously;
when the tilting system is used for controlling the power source to rotate relative to the power wing where the power source is located, all the power sources on any pair of power wings which are symmetrical relative to the fuselage rotate synchronously relative to the pair of power wings.
The power wing, the fuselage, the power supply may have different connection relations between them, however, no matter in what kind of connection relation, in order to guarantee the motion reliability, the system of verting makes corresponding power wing synchronous rotation or corresponding power supply synchronous rotation, thereby avoids verting the in-process, the adverse effect that high-speed operation power supply brought.
An aircraft comprising a pitch-and-roll power system as described above.
When the tilting power system is applied to an aircraft, the aircraft can well obtain the capability of vertical take-off and landing flight.
Compared with the prior art, the tilting power mechanism provided by the invention can realize accurate attitude control of each motion state, reduces the difficulty of stable transition between the states, and meanwhile, avoids potential safety hazards caused by the weight of the whole structure, and on the basis, avoids dead weight and resistance caused by corresponding mechanisms, thereby improving the motion efficiency.
Drawings
FIG. 1 is a schematic diagram of a vertical take-off and landing state according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a level flight state according to an embodiment of the present invention;
fig. 3 is a side view of fig. 2.
In the figure: 1-a fuselage; 2-a power wing; 3-a power source; 4-a first baffle; 5-an auxiliary power source; 6-a second baffle; 7-front wing; 8-main wing; 9-a first control surface; 10-vertical tail; 11-a second control surface; 12-first landing; 13-second landing gear.
Detailed Description
In order that those skilled in the art will better understand the technical solutions of the present invention, the present invention will be further described in detail with reference to the following embodiments.
For some current aircrafts, the power wing 2 is arranged at the front part of the wing, and the tilting in the thrust direction is realized in a manner of tilting the whole wing, so that the requirement on the wing structure is high, the weight of the whole structure is increased, and the safety of the aircrafts is reduced; in addition, compared with a tilting vertical takeoff device with a duct arranged inside the wing, the tilting vertical takeoff device needs to be provided with a huge opening of a fan on the wing, the wing opening has a large influence on the lifting force of the wing profile, and meanwhile, the bearing force of the wing structure is also influenced.
As shown in fig. 1 to 3, a tilting power structure includes a fuselage 1, and at least a pair of power wings 2, each power wing 2 having at least one power source 3; the power wing 2 is rotatably connected with the machine body 1, and the power wing 2 is fixedly connected with a corresponding power source 3. In this embodiment, the tilting power structure is applied to an aircraft.
Thus, in the present embodiment, the power wings 2 are a pair, that is, two power wings 2 are respectively disposed on both sides of the fuselage 1, and both power sources 3 are rotatably connected to the fuselage 1. It should be understood that any one of the power sources 3 has a first air deflector 4 associated therewith, and that the first air deflector 4 is located on the underside of its corresponding power source 3 when the aircraft is in a vertical takeoff and landing condition. From this, set up first guide plate 4 and realize vector control through power supply 3 rear to take off and land and incline the accurate control that the in-process cooperation power supply 3 realized the gesture at.
In the present embodiment, the power source 3 is a ducted fan having a blade pitch varying mechanism; therefore, the blade pitch-changing mechanism enables the thrust to be changed as required, so that the flight efficiency of the aircraft during taking off and landing and cruising is considered, and the time of sailing can be increased. Moreover, the ducted fan has a nacelle, thereby effectively reducing blade noise. Therefore, when the aircraft adopts the ducted fan, the high thrust and the high cruising efficiency are considered, the flight noise is greatly reduced, and the safety of the surrounding activities of the aircraft is ensured without exposing the rotating part.
For better use of the present embodiment, an auxiliary power source 5 is also included; the auxiliary power source 5 is arranged at the tail end of the machine body 1; the plane of the auxiliary power source 5 and the plane of the machine body 1 are arranged at an angle.
In the present embodiment, the plane of the auxiliary power source 5 and the plane of the main body 1 have a certain inclination angle, so that the counter-torque force during suspension can be offset. The auxiliary power source 5 can provide corresponding thrust, so that the heading control of the take-off and landing and hovering transition stages of the aircraft is easier to realize, and the balancing and heading control of the aircraft is realized in the pitching direction of the aircraft. From the above, it can be known that the auxiliary power source 5 provides power toward the lower side of the body 1, and the auxiliary power source 5 can achieve its auxiliary effect, so it should be noted that, in this embodiment, the inclination angle between the plane where the auxiliary power source 5 is located and the plane where the body 1 is located is an angle range, in this embodiment, is set to 0 to 5 °, that is, the plane where the auxiliary power source 5 is located and the plane where the body 1 is located may be the same plane, and the plane where the auxiliary power source 5 is located may also be inclined upward by a maximum 5 ° relative to the plane where the body 1 is located, and at this time, the airflow direction provided by the auxiliary power source 5 is far away from the middle of the body 1, thereby counteracting the counter-torque force during suspension.
The auxiliary power source 5 is provided with a second guide plate 6 matched with the auxiliary power source, so that vector thrust is realized, and accurate control of course attitude and pitching attitude is realized in the processes of taking off, landing and tilting. The auxiliary power source 5 is also a ducted fan with a blade pitch-changing mechanism.
For better use of the present embodiment, a front wing 7 and a main wing 8 are further included; the front wing 7 is arranged at the front end of the fuselage 1; the main wing 8 is arranged at the rear end of the fuselage 1; the power wing 2 is disposed between the front wing 7 and the main wing 8 in the longitudinal direction of the fuselage 1.
In the embodiment, a three-row wing layout is adopted, the front wing 7 and the main wing 8 are respectively provided with the first control surface 9, and besides the control of pitching, yawing and rolling postures, the attitude control of climbing in a horizontal posture and lifting in a horizontal posture can be realized.
For better use of the present embodiment, the power wing 2 is disposed between the front wing 7 and the main wing 8 in the height direction of the fuselage 1.
In the embodiment, the power wing 2, the main wing 8 and the front wing 7 are not installed on the same plane, so that the main wing 8 and the front wing 7 do not block the airflow of the power wing 2, and the flat flight cruising efficiency of the aircraft is improved; on the basis, the power wings 2 are arranged on two sides of the middle of the fuselage 1 and are independent of the front wing 7 and the main wing 8, so that the requirement on the wing structure is reduced, the structural reliability is improved, and the aerodynamic interference on the wings is reduced.
In addition, the layout of the whole aircraft is a wing-arranging three-wing-surface layout, so that the lift force and the efficiency in the flat flight stage are further improved.
For better use of the present embodiment, a vertical tail 10; the vertical rear wing 10 is provided at the rear of the body 1.
In the present embodiment, the vertical tail wing 10 has a second control surface 11, so that the vertical tail wing 10 can be arranged to change the direction of the airflow according to actual needs during the level flight phase, thereby further ensuring accurate control of the aircraft.
For better use of the present embodiment, the vertical rear wing 10 is provided at a lower portion of the fuselage 1 in the height direction of the fuselage 1.
In the present embodiment, the front wing 7, the power wing 2, and the main wing 8 are sequentially disposed from bottom to top in the height direction of the fuselage 1, the front wing 7 is disposed at the front end of the fuselage 1, the power wing 2 is located at the middle end of the fuselage 1, the main wing 8 is disposed at the rear end of the fuselage 1 and near the tail, and the power wing 2 can rotate relative to the fuselage 1, or the power source 3 on the power wing 2 rotates relative to the power wing 2. Therefore, the front wing 7 and the main wing 8 are respectively provided with the first control surface 9, so that the aircraft can climb and descend under the condition of not changing the pitching attitude angle, and the adverse effect of attitude change on a load and a driver and passengers in a manned state can be reduced.
The above-mentioned middle leading end, middle end, and trailing end are not end positions or intermediate positions of the fuselage 1, and the leading end, middle end, and trailing end are relative positions of the front wing 7, the power wing 2, and the main wing 8 on the fuselage 1. The same applies below.
By the three-row wing layout, the movement lift force of the aircraft is improved under the condition of not increasing the spanwise length of the aircraft on the basis of a plurality of non-interfering lift force wing surfaces, so that the size and the weight of the aircraft are effectively reduced; because the center of gravity is located between the front wing 7 and the main wing 8, the center of gravity position interval is large, the center of gravity position of the aircraft is also adjusted through the power wing 2, and therefore the stability of the aircraft in longitudinal flight is improved.
In addition, the power wing 2 is independent of the front wing 7 and the main wing 8, the downwash airflow generated by the power wing 2 is not shielded by the front wing 7 and the main wing 8, so that the power efficiency of the aircraft in the vertical take-off, landing and hovering stages is improved, and the position of the main wing 8 is higher than the plane where the power wing 2 and the front wing 7 are located, so that the front wing 7 and the main wing 8 are not interfered by the airflow, and the aerodynamic efficiency in the horizontal flight stage is higher. And, because the power wing 2 is independent of the front wing 7 and the main wing 8, the power wing 2 is located on both sides of the fuselage 1 and has a small installation size, the front wing 7 and the main wing 8 which generate aerodynamic lift do not need to deform and tilt, thereby increasing the reliability of the system, having no special requirements on the wing structure, and further reducing the structural weight of the wing.
In order to better use the embodiment, the front end of the machine body 1 is provided with a first landing frame 12; the end of the vertical tail 10 remote from the fuselage 1 is provided with a second landing gear 13.
In this embodiment, the aircraft is able to move on the ground, and therefore it requires the provision of landing gear to fulfil the requirements of movement on the ground. Therefore, on the basis that the fuselage 1 is provided with the first landing gear 12, the second landing gear 13 provided by the vertical tail wing 10 can well meet the actual requirements, and the corresponding parts/mechanisms can be well avoided from being added to install the second landing gear 13, so that the weight of the aircraft is prevented from being excessively increased. It should be noted that, in the present embodiment, the landing gear is replaced by a roller in the drawings to facilitate understanding of the technical effects. Of course, in another embodiment, since the present embodiment can realize vertical lifting, the landing gear may be a stand without rollers.
On the basis of the tilting power structure, the embodiment also discloses a tilting power system, which comprises a driving system and a tilting system; the driving system is used for driving the power source 3 and/or the auxiliary power source 5 to output power; the tilting system is used to control the power wing 2 to rotate relative to the fuselage 1.
In the embodiment, the aircraft adopts tilting power to realize accurate control of the attitude in the taking-off, landing, transition and flat flight stages through the wing-arrangement three-wing-surface layout.
The rear end of power supply 3 and auxiliary power source 5 is equipped with first guide plate 4 and second guide plate 6 respectively, and first guide plate 4 and second guide plate 6 are located the air current of washing down of corresponding ducted fan respectively, in the power supply 3 in-process that verts, the air current thrust direction is washed down in the accurate control of the system that verts in the cooperation of first guide plate 4, play vector thrust's effect, make the process of verting more steady, control more accurate nimble. Meanwhile, the downwash airflow of the power source 3 is not in the same plane with the main wing 8 in the tilting process, aerodynamic interference on the main wing 8 in the tilting transition stage is avoided, and the tilting excessive control difficulty is reduced.
In addition, because the row wing layout is adopted, the front wing 7 and the main wing 8 are both provided with the first control surface 9, and therefore the attitude control capability of the aircraft in the process of flat flight is increased.
It should be noted that, in the present embodiment, the driving system has an engine, which is located in the middle of the aircraft, and the pair of power wings 2 drive the power source 3 in a coaxial transmission manner, thereby ensuring the synchronism of power output; at the in-process that power wing 2 verts, the system that verts takes effect, and engine position is fixed this moment, and only power wing 2 rotates to avoid verting the in-process and produce adverse effect to the high-speed rotating part of engine. It will be appreciated that the rotation of the power wing 2 may be driven by a motor, using gears and/or levers in cooperation to effect rotation.
For better use of the present embodiment, when the tilt system is used to control the rotation of the power wings 2 with respect to the fuselage 1, any pair of power wings 2 that are symmetrical with respect to the fuselage 1 rotate synchronously.
In the present embodiment, the two power wings 2 rotate synchronously, and can be driven by a motor and realized by the cooperation of gears and/or rods. Thereby ensuring stability of the aircraft during the aircraft tilting.
In contrast to the above-described embodiments, in some embodiments, the power wing 2 is fixedly connected to the fuselage 1, and the power source 3 is rotatably connected to its corresponding power wing 2. The tilting system controls the power source 3 to rotate relative to the power wing 2 on which it is located.
At this time, all the power sources 3 on any pair of power wings 2 symmetrical with respect to the body 1 rotate synchronously with respect to the pair of power wings 2.
In such an embodiment, the same functional effects as those of the above-described embodiment can be achieved, and will not be described in detail here.
It should be noted that in other embodiments, there may actually be a plurality of pairs of power wings 2, that is, there may be 2 pairs of power wings 2, 3 pairs of power wings 2, or more pairs of power wings 2, which may be determined according to the length of the airframe 1, may be determined at intervals according to the length of the airframe 1, or may be disposed in the flow path of the airflow.
In the present embodiment, the aircraft has four flight phases, namely, a vertical lift and hover phase, a tilt transition phase, a level flight phase, and a landing phase.
In the vertical take-off, landing and hovering stages, the engine drives the ducted fan to rotate at high speed through coaxial transmission in the take-off process of the aircraft so as to generate thrust required by vertical take-off, and at the moment, the power source 3 and the auxiliary power source 5 do work simultaneously. In the process, the blade pitch-changing mechanism can change the thrust of the ducted fan, so that the rolling and pitching control of the aircraft in the vertical takeoff and hovering stages is realized, and meanwhile, the first guide plate 4 arranged at the power source 3 controls the direction of the lower washing air flow of the power source 3, so that the yaw and pitching control in the transition stages of taking off and landing and hovering is realized; when the auxiliary power source 5 at the tail part of the machine body 1 does work, the force moment around the gravity center pitching direction is generated by changing the thrust of the auxiliary power source, so that the pitching control is realized; in the aspect of heading control, the auxiliary power source 5 is combined with the second guide plate 6 to generate vector thrust so as to easily realize heading control in the transition stage of taking off and landing and hovering.
Thus, the power source 3 provides most of the lift force, and the auxiliary power source 5 achieves the trim in the pitch direction and the control in the course direction.
It should be noted that the aircraft may be provided with a generator to supply power; the different power sources 3 and the auxiliary power source 5 at the rear end of the machine body 1 can be independently controlled; in this manner, a moment may be generated that rolls about the center of gravity of the aircraft by the output thrust of the different power sources 3 being different.
In the tilting transition stage, the power wing 2 tilts towards the front end of the fuselage 1 through the tilting system, at the moment, the driving system is matched with the guide plate and the control surface to realize the accurate control of the tilting transition stage, and the aircraft flies forwards; in this process, the front wing 7 and the main wing 8 generate lift; when the aircraft obtains enough speed to generate lift force, the tilting system enables the power wing 2 to be completely leveled, namely the plane of the width direction of the power wing 2 is vertical to the plane of the width direction of the aircraft body 1, at the moment, the auxiliary power source 5 stops working, and the aircraft enters a level flight state.
At this time, the aircraft performs aircraft attitude control by the front wing 7, the main wing 8, and the vertically displaced control surface.
In the flat flight stage, forward thrust is generated by high-speed rotation of ducted fans on the left and right of the fuselage 1, and the aircraft performs flat flight in a posture of arranging fixed wings in a wing arrangement.
In the horizontal flight process, the three wing surfaces generate aerodynamic lift, the efficiency is high, and the flight attitude can be flexibly and accurately controlled through the front wing and the first control surface 9 of the main wing 8, and the flight attitude comprises special actions such as horizontal attitude climbing and horizontal attitude descending. The vertical tail mainly plays roles in stabilizing and controlling the course in the horizontal flight process, and is used as an undercarriage in the taking-off and landing stage.
In a landing stage, the driving system reduces the flying speed, when the flying speed is lower than a certain value, the tilting system tilts the power wing 2, the thrust in the vertical direction is increased while the thrust in the horizontal direction is reduced, and meanwhile, the auxiliary power source 5 is started to generate the thrust in the vertical direction; when the speed of the forward direction is low enough or falls to 0, the vertical landing stage can be entered, and the control of the stage is similar to that of the vertical takeoff stage and is not described again.
Similarly, in another embodiment, the power wing 2 is fixedly connected to the fuselage 1, and the power source 3 on the power wing 2 is rotatably connected to the corresponding power wing 2, and in this embodiment, the operation method is similar to that of the above embodiment, and therefore, the description will not be repeated.
It should be noted that, in this embodiment, the aircraft may be used as a manned aircraft, and may also be used in the field of unmanned aerial vehicles; of course, in other embodiments, the tilting power structure and system can be used not only in the aviation field, but also in the navigation field or the submersible field; that is to say, the tilting power structure and the system in the embodiment can meet corresponding requirements according to actual needs in the implementation and application of sea, land and air.
The above is only a preferred embodiment of the present invention, and it should be noted that the above preferred embodiment should not be considered as limiting the present invention, and the protection scope of the present invention should be subject to the scope defined by the claims. It will be apparent to those skilled in the art that various modifications and adaptations can be made without departing from the spirit and scope of the invention, and these modifications and adaptations should be considered within the scope of the invention.
Claims (10)
1. A tilting power structure, comprising:
a body; and
at least one pair of power wings, each power wing having at least one power source;
the power wing is rotatably connected with the machine body and fixedly connected with a corresponding power source; or
The power wing is fixedly connected with the machine body, and the power source is rotationally connected with the power wing corresponding to the power wing.
2. The tilting power structure of claim 1 and further comprising:
the auxiliary power source is arranged at the tail end of the machine body;
the plane of the auxiliary power source and the plane of the machine body are arranged at an angle.
3. The tilting power structure of claim 1 and further comprising:
the front wing is arranged at the front end of the fuselage; and
the main wing is arranged at the rear end of the fuselage;
wherein, in the length direction of the fuselage, the power wing is arranged between the front wing and the main wing.
4. A tilting power structure according to claim 3 wherein the power wing is disposed between the front wing and the main wing in the height direction of the fuselage.
5. A tilting power structure according to any one of claims 1 to 4 and also comprising:
the vertical tail wing is arranged at the tail part of the fuselage.
6. The tilting power structure as claimed in claim 5, wherein the vertical rear wing is provided at a lower portion of the fuselage in a height direction of the fuselage.
7. The tilting power structure of claim 6 wherein said forward end of said body is provided with a first landing gear; and a second undercarriage is arranged at one end, far away from the fuselage, of the vertical tail wing.
8. A tilting power system for a tilting power structure according to any one of claims 2 to 7; the method comprises the following steps:
the driving system is used for driving the power source and/or the auxiliary power source to output power; and
and the tilting system is used for controlling the power wing to rotate relative to the airframe or controlling the power source to rotate relative to the power wing where the power source is located.
9. The tiltrotor power system of claim 8, wherein when the tiltrotor system is used to control rotation of the power wings relative to the fuselage, any pair of power wings that are symmetrical relative to the fuselage rotate synchronously;
when the tilting system is used for controlling the power source to rotate relative to the power wing where the power source is located, all the power sources on any pair of power wings which are symmetrical relative to the fuselage rotate synchronously relative to the pair of power wings.
10. An aircraft comprising a tiltrotor power system according to claim 8 or 9.
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| CN202110825112.0A CN113460297A (en) | 2021-07-21 | 2021-07-21 | Tilting power structure and system and aircraft |
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| Publication number | Priority date | Publication date | Assignee | Title |
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