CN113911378A - Transmission mechanism of longitudinal tilt rotorcraft - Google Patents
Transmission mechanism of longitudinal tilt rotorcraft Download PDFInfo
- Publication number
- CN113911378A CN113911378A CN202111394769.2A CN202111394769A CN113911378A CN 113911378 A CN113911378 A CN 113911378A CN 202111394769 A CN202111394769 A CN 202111394769A CN 113911378 A CN113911378 A CN 113911378A
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- shaft
- bevel gear
- gear
- rotor
- reduction gearbox
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- 230000005540 biological transmission Effects 0.000 title claims abstract description 90
- 230000007246 mechanism Effects 0.000 title claims abstract description 37
- 230000009467 reduction Effects 0.000 claims abstract description 105
- 230000001012 protector Effects 0.000 claims description 8
- 230000008878 coupling Effects 0.000 claims description 5
- 238000010168 coupling process Methods 0.000 claims description 5
- 238000005859 coupling reaction Methods 0.000 claims description 5
- 238000000034 method Methods 0.000 abstract description 7
- 230000007704 transition Effects 0.000 abstract description 4
- 230000008569 process Effects 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 230000005484 gravity Effects 0.000 description 3
- 239000000725 suspension Substances 0.000 description 2
- 230000000694 effects Effects 0.000 description 1
- 239000000295 fuel oil Substances 0.000 description 1
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
- B64D35/04—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission driving a plurality of propellers or rotors
- B64D35/06—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission driving a plurality of propellers or rotors the propellers or rotors being counter-rotating
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D35/00—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions
- B64D35/08—Transmitting power from power plants to propellers or rotors; Arrangements of transmissions characterised by the transmission being driven by a plurality of power plants
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Gear Transmission (AREA)
- Retarders (AREA)
Abstract
The invention discloses a longitudinal tilt-rotor aircraft transmission mechanism, which relates to the technical field of aircraft transmission mechanisms and comprises a front rotor, a rear rotor, a front reduction gearbox, a rear reduction gearbox, a tilt mechanism and an engine; the front reduction box is in transmission connection with the front rotor, the rear reduction box is in transmission connection with the rear rotor, the front reduction box and the rear reduction box are in transmission connection with at least one engine respectively, and the engine drives the front rotor or the rear rotor through the front reduction box or the rear reduction box; the shell of the front reduction gearbox and the shell of the rear reduction gearbox are respectively connected with the tilting mechanism, and the tilting mechanism is used for driving the front reduction gearbox and the rear reduction gearbox to tilt. Make the rotor to vert and the engine is motionless through motor drive to effectively reduce the inertia of verting the gyroplane at the rotor transition in-process that verts, reduce the manipulation degree of difficulty.
Description
Technical Field
The invention relates to the technical field of aircraft transmission mechanisms, in particular to a transmission mechanism of a tandem tilt rotor aircraft.
Background
The tilt rotor aircraft combines a helicopter and a fixed-wing aircraft, and is an innovative aircraft. The flying vehicle has the characteristics of vertical take-off and landing/hovering and rapid forward flight, only needs a small field, can improve urban traffic, and has a good prospect in the aspect of military affairs. Two rotors of tandem tilt rotor aircraft are the same, and the direction of rotation is opposite, and the counterbalance is turned round to each other, and its main advantage is: the ship-borne suspension device has the advantages of large carrying capacity, small space size, ship-borne contribution and high suspension efficiency.
Disclosure of Invention
The invention provides a longitudinal tilt-rotor aircraft transmission mechanism, which is used for ensuring that an engine does not move and only a rotor tilts in the tilt-rotor aircraft tilt transition process, so that the rotational inertia of the tilt-rotor aircraft in the rotor tilt transition process is effectively reduced, and the operation difficulty is reduced.
In order to achieve the purpose, the invention provides the following scheme:
the invention provides a tandem tilt rotor aircraft transmission mechanism, which comprises a front rotor, a rear rotor, a front reduction gearbox, a rear reduction gearbox, a tilt mechanism and an engine, wherein the front rotor is connected with the rear rotor through a transmission shaft; the front reduction box is in transmission connection with the front rotor, the rear reduction box is in transmission connection with the rear rotor, the front reduction box and the rear reduction box are in transmission connection with at least one engine respectively, and the engine drives the front rotor or the rear rotor through the front reduction box or the rear reduction box; the shell of the front reduction gearbox and the shell of the rear reduction gearbox are respectively connected with the tilting mechanism, and the tilting mechanism is used for driving the front reduction gearbox and the rear reduction gearbox to tilt.
Optionally, the front reduction gearbox comprises a front shell, a first bevel gear, a second bevel gear, a first gear, a second gear and a front reduction gearbox output shaft; one end of the output shaft of the front reduction gearbox extends out of the top of the front shell and is connected with the front rotor wing; the output shaft of the front reduction box is coaxially connected with the second gear, the first gear is coaxially connected with the second bevel gear, and the first gear is meshed with the second gear; the first bevel gear is meshed with the second bevel gear; the first bevel gear is arranged at one end of an input shaft of the front reduction gearbox, and the other end of the input shaft of the front reduction gearbox is in transmission connection with the engine.
Optionally, a clutch is arranged between the engine and the other end of the input shaft of the front reduction gearbox.
Optionally, the rear reduction gearbox comprises a rear shell, a first bevel gear, a second bevel gear, a first gear, a reversing gear, a second gear and a rear reduction gearbox output shaft; one end of the output shaft of the rear reduction box extends out of the top of the rear shell and is connected with the rear rotor wing; the output shaft of the rear reduction box is coaxially connected with the second gear, the first gear is coaxially connected with the second bevel gear, and the first gear and the second gear are both meshed with the reversing gear; the first bevel gear is meshed with the second bevel gear; the first bevel gear is arranged at one end of an input shaft of the rear reduction gearbox, and the other end of the input shaft of the rear reduction gearbox is in transmission connection with the engine.
Optionally, a clutch is arranged between the engine and the other end of the input shaft of the rear reduction gearbox.
Optionally, an overload protection mechanism is arranged between the front reduction gearbox and the rear reduction gearbox.
Optionally, the overload protection mechanism includes a first rotating speed coordination shaft, a second rotating speed coordination shaft, a front auxiliary transmission shaft, a rear auxiliary transmission shaft, and an intermediate transmission assembly; one end of the front auxiliary transmission shaft is in transmission connection with the front reduction gearbox, an overload protector is arranged between the other end of the front auxiliary transmission shaft and one end of the first rotating speed coordinating shaft, one end of the rear auxiliary transmission shaft is in transmission connection with the rear reduction gearbox, and an overload protector is arranged between the other end of the rear auxiliary transmission shaft and one end of the second rotating speed coordinating shaft; the intermediate transmission assembly is arranged between the other end of the first rotating speed coordinating shaft and the other end of the second rotating speed coordinating shaft.
Optionally, the intermediate transmission assembly includes a first short shaft, a second short shaft, a third bevel gear, a fourth bevel gear and an intermediate shaft, one end of the first short shaft is in transmission connection with the other end of the first rotating speed coordinating shaft, the other end of the first short shaft is provided with the third bevel gear, one end of the second short shaft is in transmission connection with the other end of the second rotating speed coordinating shaft, the other end of the second short shaft is provided with the third bevel gear, two ends of the intermediate shaft are respectively provided with the fourth bevel gear, and the third bevel gear is meshed with the fourth bevel gear.
Optionally, couplings are arranged between the first rotation speed coordination shaft and the first stub shaft and between the second rotation speed coordination shaft and the second stub shaft.
Optionally, the tilting mechanism comprises a motor and a tilting shaft, an output shaft of the motor is in transmission connection with one end of the tilting shaft, and the other end of the tilting shaft is in transmission connection with the front reduction gearbox or the rear reduction gearbox.
Compared with the prior art, the invention has the following technical effects:
make the rotor to vert and the engine is motionless through motor drive to effectively reduce the inertia of verting the gyroplane at the rotor transition in-process that verts, reduce the manipulation degree of difficulty.
The transmission mechanism of the tandem tilt rotor aircraft has the advantages that the four engines are used for driving the two rotors, each rotor is driven by the two engines, so that the transmission mechanism has the capability that one engine stops rotating, the other engine can still transmit power to the rotors, and in the state that the one engine stops rotating, the other engine can provide partial power in an emergency mode to maintain the descent rate of the tilt rotor aircraft at a certain level. And the overall gravity center adjustable range is larger due to the layout of the four engines, so that the gravity center is kept in a stable state when the gravity center is changed due to fuel oil use during loading and unloading of the tilt rotor aircraft or the use process. The transmission mechanism comprises four engines which are respectively arranged on the left front and the right back of the two airframes, and the two motors used for tilting rotors are also symmetrically arranged on the two sides of the airframes.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without creative efforts.
Fig. 1 is a schematic structural view of a tandem tiltrotor aircraft transmission of the present invention;
fig. 2 is a schematic top view of a tandem tilt rotor aircraft transmission according to the present invention.
Description of reference numerals: 1. an engine; 2. a motor; 3. a clutch; 4. a first bevel gear; 5. a second bevel gear; 6. a first gear; 7. a second gear; 8. a front rotor; 9. an output shaft of the front reduction gearbox; 10. a tilt shaft; 11. a front auxiliary transmission shaft; 12. a rear auxiliary transmission shaft; 13. an overload protector; 14. a rotation speed coordination shaft; 15. a coupling; 16. a minor axis; 17. a third bevel gear; 18. a fourth bevel gear; 19. an intermediate shaft; 20. a reversing gear; 21. a rear rotor.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1 and 2, the present embodiment provides a tandem tilt-rotor aircraft transmission mechanism, which includes a front rotor 8, a rear rotor 21, a front reduction gearbox, a rear reduction gearbox, a tilt mechanism, and an engine 1; the front reduction box is in transmission connection with the front rotor wing 8, the rear reduction box is in transmission connection with the rear rotor wing 21, the front reduction box and the rear reduction box are in transmission connection with at least one engine 1 respectively, and the engine 1 drives the front rotor wing 8 or the rear rotor wing 21 through the front reduction box or the rear reduction box; the shell of the front reduction gearbox and the shell of the rear reduction gearbox are respectively connected with the tilting mechanism, and the tilting mechanism is used for driving the front reduction gearbox and the rear reduction gearbox to tilt. The tilting mechanism comprises a motor 2 and a tilting shaft 10, an output shaft of the motor 2 is in transmission connection with one end of the tilting shaft 10, and the other end of the tilting shaft 10 is in transmission connection with the front reduction gearbox or the rear reduction gearbox.
In this embodiment, the front reduction box comprises a front housing, a first bevel gear 4, a second bevel gear 5, a first gear 6, a second gear 7 and a front reduction box output shaft 9; preceding shell is as inclining forward the nacelle, when the rotor verts, is by the axle 10 that verts of motor 2 drive, through the axle 10 that verts before the drive the shell rotate certain angle to rotor 8 verts before making. Furthermore, the left end and the right end of the front shell are respectively provided with a front reduction gearbox input shaft, and each front reduction gearbox input shaft is respectively in transmission connection with an engine 1. More specifically, one end of the output shaft 9 of the front reduction gearbox extends out of the top of the front shell and is connected with the front rotor 8; the front reduction box output shaft 9 is coaxially connected with the second gear 7, the first gear 6 is coaxially connected with the second bevel gear 5, and the first gear 6 is meshed with the second gear 7; the first bevel gear 4 is meshed with the second bevel gear 5; the first bevel gear 4 is arranged at one end of an input shaft of the front reduction gearbox, and the other end of the input shaft of the front reduction gearbox is in transmission connection with the engine 1 through the clutch 3.
The rear reduction box comprises a rear shell, a first bevel gear 4, a second bevel gear 5, a first gear 6, a reversing gear 20, a second gear 7 and a rear reduction box output shaft; the back shell is as hypsokinesis nacelle that verts, when the rotor verts, is driven by motor 2 and verts axle 10, drives the back shell through verting axle 10 and rotates certain angle to make back rotor 21 vert. Furthermore, the left end and the right end of the rear shell are respectively provided with a rear reduction gearbox input shaft, and each rear reduction gearbox input shaft is respectively in transmission connection with an engine 1. More specifically, one end of the output shaft of the rear reduction gearbox extends out of the top of the rear shell and is connected with the rear rotor 21; the output shaft of the rear reduction box is coaxially connected with the second gear 7, the first gear 6 is coaxially connected with the second bevel gear 5, and the first gear 6 and the second gear 7 are both meshed with the reversing gear 20; the first bevel gear 4 is meshed with the second bevel gear 5; the first bevel gear 4 is arranged at one end of an input shaft of the rear reduction gearbox, and the other end of the input shaft of the rear reduction gearbox is in transmission connection with the engine 1 through the clutch 3.
And an overload protection mechanism is arranged between the front reduction gearbox and the rear reduction gearbox. The overload protection mechanism comprises a first rotating speed coordination shaft 14, a second rotating speed coordination shaft 14, a front auxiliary transmission shaft 11, a rear auxiliary transmission shaft 12 and an intermediate transmission assembly; one end of the front auxiliary transmission shaft 11 is in transmission connection with the front reduction gearbox, an overload protector 13 is arranged between the other end of the front auxiliary transmission shaft 11 and one end of the first rotating speed coordinating shaft 14, one end of the rear auxiliary transmission shaft 12 is in transmission connection with the rear reduction gearbox, and an overload protector 13 is arranged at the other end of the rear auxiliary transmission shaft 12 and one end of the second rotating speed coordinating shaft 14; the intermediate transmission assembly is disposed between the other end of the first speed co-operating shaft 14 and the other end of the second speed co-operating shaft 14. The middle transmission component comprises a first short shaft 16, a second short shaft 16, a third bevel gear 17, a fourth bevel gear 18 and a middle shaft 19, one end of the first short shaft 16 is in transmission connection with the other end of the first rotating speed coordinating shaft 14, the other end of the first short shaft 16 is provided with the third bevel gear 17, one end of the second short shaft 16 is in transmission connection with the other end of the second rotating speed coordinating shaft 14, the other end of the second short shaft 16 is provided with the third bevel gear 17, two ends of the middle shaft 19 are respectively provided with the fourth bevel gear 18, and the third bevel gear 17 is meshed with the fourth bevel gear 18. A coupling 15 is arranged between the first speed co-operating shaft 14 and the first stub shaft 16 and between the second speed co-operating shaft 14 and the second stub shaft 16.
Through overload protection mechanism, make preceding rotor 8 and back rotor 21 can be rotatory according to the same rotational speed, simultaneously, can let holistic transmission more stable through overload protector 13, when the engine 1 rotational speed that preceding rotor 8 and back rotor 21 are connected is inconsistent, overload protection mechanism bears certain moment of torsion, avoids first rotational speed coordination axle 14 and second rotational speed coordination axle 14 to damage because of the moment of torsion is too big. The coupling 15 enables the whole transmission movement and power process to be transmitted back together, and can also play a role in overload protection.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments, and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein, and any reference signs in the claims are not intended to be construed as limiting the claim concerned.
The principle and the implementation mode of the present invention are explained by applying specific examples in the present specification, and the above descriptions of the examples are only used to help understanding the method and the core idea of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.
Claims (10)
1. A tandem tilt-rotor aircraft transmission mechanism is characterized by comprising a front rotor, a rear rotor, a front reduction box, a rear reduction box, a tilt-rotor mechanism and an engine; the front reduction box is in transmission connection with the front rotor, the rear reduction box is in transmission connection with the rear rotor, the front reduction box and the rear reduction box are in transmission connection with at least one engine respectively, and the engine drives the front rotor or the rear rotor through the front reduction box or the rear reduction box; the shell of the front reduction gearbox and the shell of the rear reduction gearbox are respectively connected with the tilting mechanism, and the tilting mechanism is used for driving the front reduction gearbox and the rear reduction gearbox to tilt.
2. A tandem tiltrotor aircraft transmission according to claim 1 wherein the front gearbox includes a front housing, a first bevel gear, a second bevel gear, a first gear, a second gear, and a front gearbox output shaft; one end of the output shaft of the front reduction gearbox extends out of the top of the front shell and is connected with the front rotor wing; the output shaft of the front reduction box is coaxially connected with the second gear, the first gear is coaxially connected with the second bevel gear, and the first gear is meshed with the second gear; the first bevel gear is meshed with the second bevel gear; the first bevel gear is arranged at one end of an input shaft of the front reduction gearbox, and the other end of the input shaft of the front reduction gearbox is in transmission connection with the engine.
3. A tandem tiltrotor aircraft transmission according to claim 2, wherein a clutch is disposed between said engine and the other end of said front reduction gearbox input shaft.
4. A tandem tiltrotor aircraft transmission according to claim 1 wherein the rear gearbox includes a rear housing, a first bevel gear, a second bevel gear, a first gear, a reversing gear, a second gear, and a rear gearbox output shaft; one end of the output shaft of the rear reduction box extends out of the top of the rear shell and is connected with the rear rotor wing; the output shaft of the rear reduction box is coaxially connected with the second gear, the first gear is coaxially connected with the second bevel gear, and the first gear and the second gear are both meshed with the reversing gear; the first bevel gear is meshed with the second bevel gear; the first bevel gear is arranged at one end of an input shaft of the rear reduction gearbox, and the other end of the input shaft of the rear reduction gearbox is in transmission connection with the engine.
5. The tandem tiltrotor aircraft transmission of claim 4, wherein a clutch is disposed between the engine and the other end of the input shaft of the rear reduction gearbox.
6. The tandem tiltrotor aircraft transmission of claim 1, wherein an overload protection mechanism is disposed between the front gearbox and the rear gearbox.
7. A tandem tiltrotor aircraft transmission according to claim 6, wherein said overload protection mechanism includes a first speed coordinate shaft, a second speed coordinate shaft, a front counter drive shaft, a rear counter drive shaft, and an intermediate transmission assembly; one end of the front auxiliary transmission shaft is in transmission connection with the front reduction gearbox, an overload protector is arranged between the other end of the front auxiliary transmission shaft and one end of the first rotating speed coordinating shaft, one end of the rear auxiliary transmission shaft is in transmission connection with the rear reduction gearbox, and an overload protector is arranged between the other end of the rear auxiliary transmission shaft and one end of the second rotating speed coordinating shaft; the intermediate transmission assembly is arranged between the other end of the first rotating speed coordinating shaft and the other end of the second rotating speed coordinating shaft.
8. The tandem tiltrotor aircraft transmission according to claim 7, wherein the intermediate transmission assembly includes a first stub shaft, a second stub shaft, a third bevel gear, a fourth bevel gear, and an intermediate shaft, one end of the first stub shaft is in transmission connection with the other end of the first rotational speed coordinating shaft, the other end of the first stub shaft is provided with the third bevel gear, one end of the second stub shaft is in transmission connection with the other end of the second rotational speed coordinating shaft, the other end of the second stub shaft is provided with the third bevel gear, the two ends of the intermediate shaft are respectively provided with the fourth bevel gear, and the third bevel gear is meshed with the fourth bevel gear.
9. A tandem tiltrotor aircraft transmission according to claim 8, wherein couplings are provided between said first speed co-ordination axis and said first stub shaft and between said second speed co-ordination axis and said second stub shaft.
10. The tandem tiltrotor aircraft transmission mechanism according to claim 1, wherein the tiltrotor mechanism includes a motor and a tilting shaft, an output shaft of the motor is in driving connection with one end of the tilting shaft, and the other end of the tilting shaft is in driving connection with the front reduction gearbox or the rear reduction gearbox.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111394769.2A CN113911378B (en) | 2021-11-23 | 2021-11-23 | Transmission mechanism of longitudinal tilt rotorcraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111394769.2A CN113911378B (en) | 2021-11-23 | 2021-11-23 | Transmission mechanism of longitudinal tilt rotorcraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113911378A true CN113911378A (en) | 2022-01-11 |
| CN113911378B CN113911378B (en) | 2022-11-01 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111394769.2A Active CN113911378B (en) | 2021-11-23 | 2021-11-23 | Transmission mechanism of longitudinal tilt rotorcraft |
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| Country | Link |
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| CN (1) | CN113911378B (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113911336A (en) * | 2021-11-29 | 2022-01-11 | 南京航空航天大学 | Double-fuselage type tilt rotorcraft |
| CN114655453A (en) * | 2022-02-25 | 2022-06-24 | 常州华创航空科技有限公司 | Tilt-rotor aircraft |
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| US20140061368A1 (en) * | 2012-07-31 | 2014-03-06 | Munawar Karim | Vertical/short take-off and landing passenger aircraft |
| CN106976552A (en) * | 2017-03-17 | 2017-07-25 | 沈阳无距科技有限公司 | Tilting rotor wing unmanned aerial vehicle |
| US20180079503A1 (en) * | 2016-09-21 | 2018-03-22 | Bell Helicopter Textron Inc. | Rotating proprotor arrangement for a tiltrotor aircraft |
| CN108146629A (en) * | 2018-02-07 | 2018-06-12 | 深圳市旗客智能技术有限公司 | Tilting rotor wing unmanned aerial vehicle |
| CN110435883A (en) * | 2019-07-26 | 2019-11-12 | 佛山科学技术学院 | A kind of inverse double-rotation wing helicopter transmission system side by side |
| CN113232852A (en) * | 2021-05-11 | 2021-08-10 | 重庆大学 | Transmission mechanism for wings of tilt rotor aircraft |
-
2021
- 2021-11-23 CN CN202111394769.2A patent/CN113911378B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20140061368A1 (en) * | 2012-07-31 | 2014-03-06 | Munawar Karim | Vertical/short take-off and landing passenger aircraft |
| US20180079503A1 (en) * | 2016-09-21 | 2018-03-22 | Bell Helicopter Textron Inc. | Rotating proprotor arrangement for a tiltrotor aircraft |
| CN106976552A (en) * | 2017-03-17 | 2017-07-25 | 沈阳无距科技有限公司 | Tilting rotor wing unmanned aerial vehicle |
| CN108146629A (en) * | 2018-02-07 | 2018-06-12 | 深圳市旗客智能技术有限公司 | Tilting rotor wing unmanned aerial vehicle |
| CN110435883A (en) * | 2019-07-26 | 2019-11-12 | 佛山科学技术学院 | A kind of inverse double-rotation wing helicopter transmission system side by side |
| CN113232852A (en) * | 2021-05-11 | 2021-08-10 | 重庆大学 | Transmission mechanism for wings of tilt rotor aircraft |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113911336A (en) * | 2021-11-29 | 2022-01-11 | 南京航空航天大学 | Double-fuselage type tilt rotorcraft |
| CN114655453A (en) * | 2022-02-25 | 2022-06-24 | 常州华创航空科技有限公司 | Tilt-rotor aircraft |
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| Publication number | Publication date |
|---|---|
| CN113911378B (en) | 2022-11-01 |
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