CN114771826A - Vertical take-off and landing aircraft and control method thereof - Google Patents

Abstract

The invention provides a vertical take-off and landing aircraft and a control method of the vertical take-off and landing aircraft, wherein the vertical take-off and landing aircraft comprises the following components: fuselage, tail push rotor, fixed fin, two first power components and two second power components. Wings are arranged on two sides of the fuselage; the two first power assemblies are symmetrically arranged on the wings at two sides of the fuselage; the first power assembly comprises a tilting rotor and a first fixed rotor; the tilting rotor wing is arranged on the wing through a rotor wing tilting mechanism; the two second power assemblies are symmetrically arranged on the wings at two sides of the fuselage and are respectively positioned at the outer sides of the first power assemblies; the tail-pushing rotor wing is arranged at the tail part of the machine body; the fixed tail wing is connected to the first power components on the two sides of the machine body. The vertical take-off and landing aircraft and the control method can improve the layout mode of the EVTOL manned aircraft in the prior art and increase the loading capacity and the endurance capacity of the vertical take-off and landing aircraft.

Description

Vertical take-off and landing aircraft and control method thereof

Technical Field

The invention relates to the technical field of aircrafts, in particular to a vertical take-off and landing aircraft and a control method of the vertical take-off and landing aircraft.

Background

There are many different implementations of the vertical take-off and landing function of a vertical take-off and landing aircraft, such as an EVTOL manned aircraft, however, the vertical lift system of the existing vertical take-off and landing aircraft has a large specific cost resistance during level flight cruising, and for an electric aircraft, the short range is a pain point of the layout of the composite wing; although the layout control of the multiple rotors is simple and the cost is low, the requirements of people-carrying cities for travel are difficult to meet due to low load capacity and endurance. It is therefore desirable to provide a vertical take-off and landing aircraft and a method of controlling a vertical take-off and landing aircraft that solve the above problems.

Disclosure of Invention

In view of the above disadvantages of the prior art, the present invention provides a VTOL aerial vehicle and a control method thereof, so as to improve the layout mode of the EVTOL manned aerial vehicle in the prior art and increase the loading capacity and endurance of the VTOL aerial vehicle.

To achieve the above and other related objects, the present invention provides a vertical take-off and landing aircraft, comprising: fuselage, tail push rotor, fixed fin, two first power components and two second power components. Wings are arranged on two sides of the fuselage; the two first power assemblies are symmetrically arranged on the wings on two sides of the fuselage; the first power assembly comprises a tilting rotor and a first fixed rotor; the tilting rotor wings are arranged on the wings through rotor wing tilting mechanisms; the two second power assemblies are symmetrically arranged on the wings at two sides of the fuselage and are respectively positioned at the outer sides of the first power assemblies; the tail-pushing rotor wing is arranged at the tail part of the machine body; the fixed tail wings are connected to the first power assemblies on two sides of the machine body.

In an embodiment of the vtol aircraft, the first power assembly further includes a first stay bar, and the first stay bar is mounted on the wing, and the extending direction of the first stay bar is parallel to the extending direction of the fuselage; the tilting rotor wing is arranged at one end, close to the machine head, of the first support rod and is tilted and locked between a take-off position and a cruise position under the action of the rotor wing tilting mechanism; the first fixed rotor wing is installed one end that first vaulting pole is close to the tail.

In an embodiment of the vtol aircraft of the invention, the second power assembly comprises a second stay bar and two second fixed rotors; the second stay bar is arranged on the wing, and the extension direction of the second stay bar is parallel to the extension direction of the fuselage; and the two second fixed rotors are respectively arranged at two ends of the second supporting rod and are respectively close to the machine head and the machine tail.

In an embodiment of the vtol aircraft of the present invention, the tail rotor is mounted at the tail of the fuselage through a tail tilting mechanism.

In an embodiment of the vtol aircraft of the present invention, the rotor tilting mechanism and/or the tail thrust tilting mechanism includes: rotor mount pad and tilting drive mechanism, the rotor mount pad rotates and installs on the corresponding organism of aircraft, tilting drive mechanism installs the rotor mount pad with between the organism to drive under the first state the rotor mount pad is for the organism rotates, makes under the second state the rotor mount pad with the organism keeps relative position.

In an embodiment of the vtol aircraft of the present invention, the tilt driving mechanism includes: the device comprises a connecting body and a linear movement driving device; the connecting body is fixedly arranged at the bottom of the rotor wing mounting seat and is rotationally connected with the body of the aircraft; the base body of the linear movement driving device is rotatably arranged on the machine body, and the linear movement driving end of the linear movement driving device is rotatably connected with the connecting body.

In an embodiment of the vtol aerial vehicle of the present invention, the connecting body extends in a gooseneck shape, and the body is rotatably connected to a gooseneck position of the connecting body.

In an embodiment of the vertical take-off and landing aircraft, the number of the connecting bodies is two, the two connecting bodies are coaxially and rotatably connected with the aircraft body, a connecting piece is arranged between the two connecting bodies, two ends of the connecting piece are respectively connected with the two connecting bodies, and the linear movement driving end is rotatably connected to the connecting piece so as to be rotatably connected with the two connecting bodies.

In an embodiment of the vertical take-off and landing aircraft, a limiting mechanism is disposed between the rotor mounting base and the aircraft body, and the limiting mechanism is disposed at a rotational connection between the rotor mounting base and the aircraft body and is configured to limit rotation of the rotor mounting base relative to the aircraft body between a first relative position and a second relative position.

In an embodiment of the vertical take-off and landing aircraft, the limiting mechanism includes a first limiting member and a second limiting member, and the first limiting member is disposed on the rotor wing mounting base; the second limiting part is arranged on the machine body and used for limiting the first limiting part to rotate between the first relative position and the second relative position.

In an embodiment of the vertical take-off and landing aircraft of the present invention, the fixed tail includes a high tail and a connection tail; the high-mounted tail wing is connected above the two first power assemblies through the connecting tail wing so as to avoid a side wash zone below the wing.

In an embodiment of the vertical take-off and landing aircraft, the high-mounted tail wing surfaces are arranged horizontally, the connecting tail wing includes two inclined tail wings, the two inclined tail wings are symmetrically connected to two sides of the high-mounted tail wing, and one side of the connecting tail wing, which is far away from the high-mounted tail wing, inclines downwards and is respectively connected with the first power assemblies on two sides of the aircraft body.

In an embodiment of the vtol aerial vehicle of the invention, the first fixed rotor and/or the second fixed rotor comprise a folding rotor and a fixed rotor drive; the folding rotor includes fixed paddle and floating paddle fixed rotor drive arrangement drives down, fixed paddle with floating paddle is the cross attitude rotation fixed rotor drive arrangement during stop work, fixed paddle with floating paddle is closed mutually, just fixed paddle with floating paddle's extending direction with the course of aircraft is unanimous mutually.

In an embodiment of the vtol aircraft of the present invention, the rotation axes of the tilt rotor and/or the first fixed rotor and/or the second fixed rotor are tilted away from the fuselage side from bottom to top in the span direction of the wing, so that the blade rotation plane of the corresponding rotor does not pass through the passenger compartment on the fuselage.

In an embodiment of the vtol aerial vehicle of the present invention, the tilt rotor includes a first rotor and a first rotor driving device, and the first rotor is a five-blade rotor.

In an embodiment of the vtol aircraft, when each tilt rotor is in the take-off position, the arrangement positions of the first fixed rotor, the second fixed rotor, and the tilt rotor are arranged in a central symmetry manner around the center of gravity of the aircraft.

In an embodiment of the vtol aircraft of the invention, the rotation axes of the tilt rotor and/or the first fixed rotor and/or the second fixed rotor are inclined from bottom to top in the span direction away from the fuselage side.

In an embodiment of the vertical take-off and landing aircraft, when hovering on the ground, the heights of the first fixed rotor and the second fixed rotor and the tilt rotor in the takeoff position, and the ground clearance of the tail thrust rotor in the tilt direction are greater than or equal to 1.9 m.

In an embodiment of the vertical take-off and landing aircraft, a three-point landing gear is arranged at the bottom of the aircraft body, and the three-point landing gear has a running take-off and landing function.

In an embodiment of the vertical take-off and landing aircraft, a cargo loading and unloading cabin door is arranged at the tail part of the aircraft body, so that transportation of cargoes, stretchers and the like is facilitated.

In an embodiment of the vtol aircraft of the invention, passenger hatches are provided on the sides of the fuselage to facilitate boarding and disembarking passengers.

The invention also provides a control method of the vertical take-off and landing aircraft, which comprises the following processes:

in the process of flying off the ground, rotating shafts of the tilt rotors on two sides of the aircraft body are upwards, and the tilt rotors and the fixed rotors are driven to rotate so as to provide lift force for the aircraft;

when the aircraft climbs to a proper height, the tail pushing rotor wing is started, the rotating shaft of the tilting rotor wing is controlled to gradually incline forwards, and forward flying thrust is provided for the aircraft on the basis of keeping the height of the aircraft;

after aircraft forward speed reachd the settlement numerical value, make tilt rotor's pivot horizontal extension forward closes fixed rotor, and makes fixed paddle in the fixed rotor and the extending direction of unsteady paddle unanimous with the aircraft course, through the tail pushes away rotor and fuselage both sides tilt rotor provides the power that the aircraft cruised the stage.

In an embodiment of the control method of the present invention, the method further includes the following steps:

when goods are loaded and unloaded, the tail pushing rotor wing is enabled to tilt upwards, so that the risk of paddle touch is reduced.

In an embodiment of the control method of the present invention, the method further includes the following steps:

when descending by the state of cruising, will the pivot of rotor that verts upwards verts, and the drive fixed rotor with the rotor that verts is rotatory, makes the tail pushes away the rotor and slows down gradually until closing, reduces to when setting for the threshold value when the forward velocity of aircraft, switches the aircraft to the state of hovering, reduces to the aircraft to set for highly after, the aircraft switches to the rotor pivot that verts upwards set up and with fixed rotor is rotatory many rotor states simultaneously, closes fixed rotor and the rotor that verts until the aircraft descends to ground, and the flight finishes.

According to the vertical take-off and landing aircraft and the control method, the arrangement mode of the EVTOL manned aircraft in the prior art is improved and the load carrying capacity and the cruising capacity of the vertical take-off and landing aircraft are increased under the combined action of the tilting rotor wing, the fixed rotor wing, the tail thrust rotor wing and the fixed wing.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the embodiments or the prior art descriptions will be briefly described below, it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts.

FIG. 1 is a three-dimensional schematic view of an embodiment of a VTOL aerial vehicle of the present invention;

FIG. 2 is a three-dimensional schematic view of an embodiment of the VTOL aerial vehicle of the present invention;

FIG. 3 is a top view of an embodiment of the VTOL aerial vehicle of the present invention;

FIG. 4 is a rear view of an embodiment of the VTOL aerial vehicle of the present invention;

FIG. 5 is a three-dimensional isometric view of an embodiment of the VTOL aerial vehicle of the present invention;

FIG. 6 is a side view of an embodiment of the VTOL aerial vehicle of the present invention;

FIG. 7 is a schematic structural diagram of a first power assembly of an embodiment of the VTOL aerial vehicle of the present invention;

fig. 8 is a schematic structural diagram of an embodiment of a vtol aircraft according to the present invention in a forward flight position.

Fig. 9 is a schematic structural diagram of an embodiment of the vtol aircraft according to the present invention in the vtol position.

Fig. 10 is a schematic view of the internal structure of a rotor drive mechanism in an embodiment of the vtol aircraft of the invention.

Fig. 11 is an exploded view of a rotor drive mechanism in an embodiment of the vtol aircraft of the invention.

Fig. 12 is an overall exploded view of a rotor drive mechanism in an embodiment of the vtol aircraft of the invention.

Fig. 13 is an elevation view of a tiltrotor aircraft in a forward flight position in accordance with an embodiment of the vtol aircraft of the invention.

Fig. 14 is an elevation view of a tiltrotor aircraft in a vertical takeoff and landing configuration in accordance with an embodiment of the present invention.

Fig. 15 is an elevation view of an internal structure of a tiltrotor aircraft in a forward flight position in accordance with an embodiment of the vtol aircraft of the invention.

Fig. 16 is an elevation view of another embodiment of a vtol aircraft of the invention with tilt rotors in a forward flight position.

Fig. 17 is an elevation view of an internal structure of a tiltrotor aircraft in a vtol position in accordance with an embodiment of the invention.

Fig. 18 is an elevation view of another embodiment of a vtol aircraft according to the present invention with tilt rotors in the vtol position.

Fig. 19 is an internal block diagram of a rotor tilt mechanism in an embodiment of a vtol aircraft of the invention.

Fig. 20 is a cross-sectional view taken along the line a-a in fig. 19.

Fig. 21 is an enlarged partial view of the cross-sectional view of fig. 20.

Description of the element reference

10. A body; 11. a cargo-handling compartment door; 12. a passenger compartment door; 20. an airfoil; 30. fixing the tail wing; 31. a high-mounted tail wing; 32. an inclined tail; 40. a first power assembly; 41. a first stay bar; 42. a tilt rotor; 421. a rotor device; 4211. a first rotor; 4212. a first rotor drive; 422. a rotor tilt mechanism; 43. a first stationary rotor; 431. folding the rotor; 432. a fixed rotor drive; 44. a rotation axis; 50. a second power assembly; 51. a second stay bar; 52. a second stationary rotor; 60. a tail-pushing rotor wing; 70. a tail pushing tilting mechanism; 80. a landing gear; 4110. a first housing; 4120. a connecting beam; 4121. mounting a plate; 4122. a mounting plate connecting member; 4130. fixing the base; 4131. a second limiting member; 4140. a first ring body; 4141. a bearing; 4142. a shaft shoulder; 4230. a rotor mount; 4240. a connector; 4241. a second housing; 4242. a connecting member; 42421. a first limit piece; 4310. a base body; 4311. a drive rod.

Detailed Description

The following embodiments of the present invention are provided by specific examples, and other advantages and effects of the present invention will be readily apparent to those skilled in the art from the disclosure of the present invention. The invention is capable of other and different embodiments and of being practiced or of being carried out in various ways, and its several details are capable of modification in various respects, all without departing from the spirit and scope of the present invention. It is to be noted that the features in the following embodiments and examples may be combined with each other without conflict. It is also to be understood that the terminology used in the examples herein is for the purpose of describing particular embodiments only, and is not intended to limit the scope of the present invention. Test methods in which specific conditions are not noted in the following examples are generally performed under conventional conditions or conditions recommended by each manufacturer.

When numerical ranges are given in the examples, it is understood that both endpoints of each of the numerical ranges and any number between the two endpoints are optional unless otherwise specified in the invention. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs and are intended to be open ended, i.e., to include any methods, devices, and materials similar or equivalent to those described in the examples.

It should be understood that the terms "upper", "lower", "left", "right", "middle" and "one" used herein are for clarity of description only, and are not intended to limit the scope of the invention, and that changes or modifications in the relative relationship may be made without substantial technical changes and modifications.

Referring to fig. 1 to 21, the present invention provides a vertical take-off and landing aircraft and a control method of the vertical take-off and landing aircraft to improve the layout mode of the EVTOL manned aircraft in the prior art and increase the loading capacity and endurance of the vertical take-off and landing aircraft.

Referring to fig. 1 to 7, the vtol aircraft includes: the power assembly comprises a fuselage 10, a tail rotor 60, a fixed tail 30, two first power assemblies 40 and two second power assemblies 50. Wings 20 are arranged on two sides of the fuselage 10; two first power assemblies 40 are symmetrically arranged on the wing 20 at two sides of the fuselage 10; the first power assembly 40 comprises a tilt rotor 42 and a first stationary rotor 43; said tiltrotor rotors 42 are mounted on the front side of said wing 20 by rotor tilt mechanisms 422; the first fixed rotor 43 is mounted on the rear side of the wing 20; in some other embodiments, the tilt rotor 42 can be mounted on the rear side of the wing 20 and the first fixed rotor 43 on the front side of the wing 20. The two second power assemblies 50 are symmetrically arranged on the wings 20 at two sides of the fuselage 10 and are respectively positioned at the outer sides of the first power assemblies 40; a tail thrust rotor 60 is installed at the tail of the body 10 and below the fixed tail 30; the fixed rear wing 30 is connected to the first power module 40 at both sides.

Referring to fig. 2 to 5, in an embodiment of the vertical take-off and landing aircraft of the present invention, the first power assembly 40 further includes a first stay 41, and the first stay 41 is installed on the lower side of the wing 20 and extends in a direction parallel to the extending direction of the fuselage 10; the tilt rotor 42 is mounted at one end of the first stay 41 close to the aircraft nose and is tilted and locked between a takeoff position and a cruise position under the action of the rotor tilt mechanism 422; the first fixed rotor 43 is mounted at one end of the first stay 41 near the tail. When taking off, rotor tilting mechanism 422 drives tilting rotor 42 arrives the position of taking off, and tilting rotor 42's pivot is vertical upwards or upwards setting to one side this moment, and tilting rotor 42 can provide the power of vertical takeoff for the aircraft. In this embodiment, the connection between the wing 20 and the fuselage 10, the connection between the wing 20 and the first stay bar 41, and the connection between the first stay bar 41 and the fixed tail wing 30 all adopt smooth curved surface chamfer transition, so that the whole aircraft maintains a streamlined design.

In an embodiment of the vertical take-off and landing aircraft of the present invention, the second power assembly 50 includes a second stay 51 and two second fixed rotors 52; the second stay bar 51 is installed at the lower side of the wing 20, and the extending direction of the second stay bar is parallel to the extending direction of the fuselage 10; the two second fixed rotors 52 are respectively located at two ends of the second stay 51 at the front and rear sides of the wing 20, and are driven to open or close by a fixed rotor driving device 432. This kind of single wing 20 high aspect ratio in this embodiment, tail push rotor 60, four vaulting poles, two vert rotors 42, the overall arrangement mode of six fixed rotors not only can make the VTOL aircraft possess the long journey time function of fixed wing aircraft, solves the short problem of many rotor aircraft duration of simplicity, makes this overall arrangement aircraft possess the VTOL function moreover, can solve the problem that the fixed wing aircraft need take off and land with the help of the runway rolloff and need complicated comprehensive guarantee. In addition, the layout mode of the fixed rotor wing and the tilt rotor wing 42 is simultaneously arranged on the front side of the wing 20, so that the problem that the composite wing and the tilt rotor wing 42 are compatible in configuration is solved, and the safety performance is high.

The tail thrust rotor 60 may be any suitable tail thrust rotor structure. In this embodiment, the tail pushes away rotor 60 and pushes away the afterbody of verting the mechanism 70 and installing at fuselage 10 through the tail, the tail pushes away rotor 60 and installs the tail pushes away the end of verting the mechanism 70, when ground parking, also can push away rotor 60 with the tail and upwards vert, not only can avoid ground personnel to contact tail to push away rotor 60 like this to reduce the possibility of accidental injury, the tail pushes away the rotor 60 and upwards verts the back, also conveniently follows the upper and lower goods of afterbody hatch door or business turn over stretcher. It should be noted that the tail thrust tilting mechanism 70 in the present invention can be any tilting device type that can tilt and lock the rotor between the horizontal position and the vertical position.

Referring to fig. 8 to 21, in an embodiment of the vtol aircraft of the present invention, the rotor tilting mechanism includes: rotor mount 4230 and a first tilting drive mechanism for installing tilt rotor 42, rotor mount 4230 rotates and installs on aircraft's first vaulting pole 41, a first tilting drive mechanism installs rotor mount 4230 with between first vaulting pole 41 to drive under the first state rotor mount 4230 for first vaulting pole 41 rotates, makes under the second state rotor mount 4230 with first vaulting pole 41 keeps relative position. Specifically, the first tilt drive mechanism is configured to drive a tilt rotor 42 mounted on rotor mount 4230 to rotate relative to first strut 41 in a first state, rotate tilt rotor 42 relative to first strut 41 to a set operating position, and maintain tilt rotor 42 stationary relative to first strut 41 at the operating position in a second state. In the present embodiment, the first state is a free state in which the tilt rotor 42 is freely rotatable with respect to the first stay 41, and the second state is a locked state in which the tilt rotor 42 is locked with the first stay 41 after being rotated to a set position.

In an embodiment of the vtol aircraft of the present invention, the tail thrust tilting mechanism 70 includes: a tail pushes away mount pad (please refer to rotor mount pad 4230 position) and the second actuating mechanism that verts for the installation tail pushes away rotor 60, the tail pushes away the mount pad and rotates and install on the tail of aircraft, the second is verted actuating mechanism and is installed the tail push away the mount pad with between the tail. The second tilting drive mechanism can drive the tail pushing rotor wing 60 to rotate relative to the tail in the first state, so that the tail pushing rotor wing 60 rotates relative to the tail to a set working position, and the tail pushing rotor wing 60 keeps relatively still with the tail in the working position in the second state. In this case, the first state is a free state in which the tail rotor 60 is freely rotatable with respect to the tail, and the second state is a locked state in which the tail rotor 60 is locked with the body 10 after being rotated to a set position.

In an embodiment of the vtol aircraft of the present invention, each of the first and second tilting drive mechanisms includes: a link 4240 and a linear movement driving device; the connecting body 4240 is fixedly arranged at the bottom of the rotor wing mounting seat and is rotationally connected with the body of the aircraft; the fixed base of the linear movement driving device is rotatably installed on the corresponding machine body, and the linear movement driving end of the linear movement driving device is rotatably connected with the connecting body 4240.

Referring to fig. 10 to 12, in the first rotor tilt mechanism 422, the first strut 41, which is an intermediate member for connecting the tilt rotor 42 to the wing 20, includes a connecting beam 4120 and a first housing 4110, the first housing 4110 is disposed outside the connecting beam 4120, one end of the connecting beam 4120 is fixed to the wing 20, and the other end of the connecting beam 4120 is rotatably connected to the tilt rotor 42 through a connecting body 4240, so that the tilt rotor 42 can be rotatably mounted to the fuselage 10 in different directions. One end of the connecting body 4240 is fixedly installed at the bottom of the rotor wing mounting seat 4230, and the other end of the connecting body 4240 is rotatably connected to the first stay 41. In addition, the connecting body 4240 outside still is provided with second casing 4241 to protect connecting body 4240, the one end that second casing 4241 is close to the rotor 42 that verts is connected with the shell body of rotor 42 that verts, and the shape that second casing 4241 is close to first casing 4110 one end matches with first casing 4110, and when rotor 42 that verts rotated to the preceding position of flying, second casing 4241 and first casing 4110 smooth transition in the junction to the continuity of the whole appearance of drive unit has been guaranteed.

Referring to fig. 11 and 15 to 21, the connecting body 4240 and the connecting beam 4120 are rotatably connected at the end portions contacting each other, specifically, the connecting beam 4120 is provided with a first ring 4140 at one end near the tilt rotor 42, one end of the first ring 4140 is rotatably connected to the connecting beam 4120, the other end of the first ring 4140 is connected to the connecting body 4240, and the connecting body 4240 freely rotates on the connecting beam 4120 through the first ring 4140. And a bearing 4141 is further arranged between the connecting body 4240 and the connecting beam 4120, an inner ring of the bearing 4141 is mounted on the first ring body 4140, an outer ring of the bearing 4141 is mounted in an inner cavity of the fixed seat 4130, the fixed seat 4130 is fixedly connected with the connecting beam 4120, a shaft shoulder 4142 is further arranged on a circumferential outer edge of the bearing 4141, the shaft shoulder 4142 is in close contact with the bearing 4141 along the circumferential direction and axially positions the bearing 4141, and therefore the bearing 4141 is stably clamped on the first ring body 4140.

It should be noted that the shape of the connecting body 4240 may be any shape that facilitates the rotation of the tilt rotor 42 relative to the stay, in this embodiment, the connecting body 4240 extends in a gooseneck shape towards one end of the stay, the body is rotatably connected to a gooseneck position of the connecting body 4240, and the connecting body 4240 is provided with a connecting seat at the other end facing away from the stay so as to be fixedly connected to the rotor mounting seat 4230 of the tilt rotor 42. The rotation that above-mentioned mode of setting up used sharp push rod to combine the arc mount pad structure to realize verting rotor 42 and vaulting pole is connected to simple and easy structure has effectively reduced the length of connector 4240 between verting rotor 42 and vaulting pole when guaranteeing connector 4240 appearance continuity and smoothness nature.

Referring to fig. 10 to 12, in an embodiment of the present invention, the number of the connecting bodies 4240 is two, the two connecting bodies 4240 are coaxially and rotatably connected to the mounting plate 4121 of the connecting beam 4120 in the first strut from two sides of the first strut, a connecting member 4242 is further disposed between the two connecting bodies 4240, the connecting member 4242 is located at one end of the connecting body 4240 close to the first strut 41, and two ends of the connecting member 4242 are connected to the two connecting bodies 4240 respectively. The linear driving end is rotatably coupled to the link 4242 to be rotatably coupled to the two link members 4240. The coupling members 4242 are provided to enhance the structural strength between the two coupling bodies 4240 and allow the two coupling bodies 4240 to rotate simultaneously. Meanwhile, in an embodiment of the present invention, the first position-limiting members 42421 may be disposed on the connecting member 4242, and the first position-limiting members 42421 are symmetrically disposed at positions where two ends of the connecting member 4242 are connected to the connecting members 4240, which contributes to a simplified structure, and enables the first position-limiting members 42421 to rotate synchronously with the connecting member 4242 on the two connecting members 4240. Referring to fig. 11 and 16, in this embodiment, a driving rod 4311 extends and is rotatably connected to a connecting member 4242 between two connecting members 4240.

Referring to fig. 10 to 12, in an embodiment of the present invention, a limiting mechanism is disposed between tilt rotor 42 and first strut 41, and the limiting mechanism is disposed at a rotational connection between tilt rotor 42 and first strut 41, and is configured to limit rotation of tilt rotor 42 relative to first strut 41 between a first relative position and a second relative position. Rotor tilt mechanism 422 is capable of driving tilt rotor 42 to rotate relative to first strut 41 between a first relative position and a second relative position, when rotor tilt mechanism 422 drives tilt rotor 42 to rotate to the first relative position, tilt rotor 42 is limited by the limiting mechanism and maintained at a forward flight position, and when rotor tilt mechanism 422 drives tilt rotor 42 to rotate to the second relative position, tilt rotor 42 is limited by the limiting mechanism and maintained at a vertical lift position.

Specifically, as shown in fig. 11, the limiting mechanism includes a first limiting member 42421 and two second limiting members 4131. The first limiting member 42421 is disposed on the tilt rotor 42, the first limiting member 42421 can rotate along with the tilt rotor 42, the two second limiting members 4131 are disposed on the strut, the two second limiting members 4131 are disposed at the first relative position and the second relative position of the strut, respectively, and are located on a path where the first limiting member 42421 rotates along with the tilt rotor 42, so that when the first limiting member 42421 rotates along with the tilt rotor 42 to the first relative position or the second relative position, the first limiting member 42421 is limited by the second limiting member 4131, and is maintained in the forward flight position or the vertical lifting position.

Referring to fig. 11 and 21, in the present embodiment, the first position-limiting member 42421 is disposed on the connecting member 4240, the first position-limiting member 42421 is located at one end of the connecting member 4240 connected to the connecting beam 4120, and the first position-limiting member 42421 is located on a surface of the connecting member 4240 facing the fixed housing 4130 and located at a circumferential outer edge of the first ring 4140, so as to rotate relative to the first ring 4140 while following the rotation of the connecting member 4240; the second limiting member 4131 is disposed on the fixed seat 4130, the second limiting member 4131 is two blocking portions respectively disposed at a first relative position and a second relative position of the fixed seat 4130, the fixed seat 4130 is disc-shaped, and the two blocking portions extend along a radial direction of the fixed seat 4130 to a path where the first limiting member 42421 rotates along with the connecting member 4240, so as to block and limit the first limiting member 42421 when the first limiting member 42421 rotates to the first relative position or the second relative position.

Referring to fig. 11 to 18, the linear motion driving device includes a housing body 4310 and a driving rod 4311, the housing body 4310 is disposed on a connecting beam 4120 inside the first stay 41, the driving rod 4311 drives the tilt rotor 42 to rotate relative to the first stay 41 in the first state, and when the tilt rotor 42 rotates to the set position, the driving rod 4311 maintains the second state such that the tilt rotor 42 maintains the relative position with the first stay 41. Wherein, one end of the upper driving rod 4311 is rotatably connected to the seat 4310, and the other end of the driving rod 4311 is rotatably connected to the tilt rotor 42. The driving rod 4311 can be any type of telescopic rod with power and self-locking function, such as a hydraulic push rod, an electric push rod, or a pneumatic push rod. Preferably, in the embodiment, an electric push rod is selected, and the electric push rod has a better self-locking function, so that the safety of the equipment can be improved. And the comprehensive positioning precision of the electric push rod is relatively accurate, and multi-mode control can be realized. In addition, the electric push rod can normally operate in a severe environment and is suitable for various working conditions.

Specifically, in the present embodiment, two connecting beams 4120 are provided in the first stay 41, the two connecting beams 4120 extend toward one end of the tilt rotor 42 in the beam extending direction, the two connecting beams 4120 are respectively provided with mounting plates 4121 at the end portions facing the tilt rotor 42, and the mounting plates 4121 are connected to each other by mounting plate connectors 4122. The seat body 4310 is disposed between the two connecting beams 4120, the seat body 4310 is respectively connected to the connecting beams 4120 at two sides to be fixed in the first supporting rod 41, and meanwhile, the driving rod 4311 rotatably connected to the seat body 4310 extends out of the mounting plate 4121 along the extending direction of the connecting beams 4120 to be rotatably connected to the tilt rotor 42, so as to realize power transmission between the seat body 4310 and the tilt rotor 42.

It should be noted that, in the present invention, reference may be made to the first tilting mechanism for the structure of the second tilting mechanism, but the difference is that the first tilting mechanism is installed between the first stay 41 and the tilting rotor 42, and the second tilting mechanism is installed between the tail and the tail pushing rotor 60, and the detailed structure of the second tilting mechanism is not repeated.

Referring to fig. 1 to 6, in an embodiment of the vertical take-off and landing aircraft of the present invention, the fixed tail 30 includes an elevated tail 31 and a connection tail (two tilt tails 32), and the elevated tail 31 is connected above two first power assemblies 40 by the connection tail to avoid a wash zone below the wing 20. Thus, the high fixed empennage 30 can properly avoid the lower wash zone of the wing 20 and the slip zone of the tail thrust rotor 60, and the aerodynamic stability of the empennage can be improved. When the aircraft is in the stage of cruising, two sets of tilt rotors 42 on the front side tilt forwards and are combined with a tail thrust rotor 60 to provide forward flight thrust to form a three-plane-flight power layout, the problem of poor reliability of the layout of pure tilt rotors 42 is solved by the layout, and even if a tilt system fails, the aircraft can normally take off and land and fly horizontally, and the characteristic of excellent aerodynamic performance of the tilt rotors 42 is also considered.

The arrangement mode and the width of the high-positioned tail fin 31 and the connecting tail fin are not limited, as shown in fig. 4, the connecting tail fin comprises two inclined tail fins 32, the two inclined tail fins 32 are symmetrically connected to two sides of the high-positioned tail fin 31, and one side of the connecting tail fin, which is deviated from the high-positioned tail fin 31, inclines downwards and is respectively connected with the first power assemblies 40 on two sides of the machine body 10; the high empennage 31 is arranged at the tail part of the fuselage 10 and is positioned above the downwash area of the wing 20, the two inclined empennages 32 are symmetrically connected to two sides of the high empennage 31, and one side of the two inclined empennages, which is far away from the high empennage 31, inclines downwards and is respectively connected with the first power assemblies 40 on two sides of the fuselage 10. When the high-positioned empennage 31 is narrow, the projections of the inclined empennages 32 on the two sides on the vertical plane extending along the unfolding direction are connected in an approximately inverted V shape along the view from the tail to the head direction, if the high-positioned empennage 31 is wide, the projections of the fixed empennage 30 on the vertical plane can also be arranged in a bottomless isosceles trapezoid shape, wherein the high-positioned empennage 31 is an upper bottom, the inclined empennages 32 on the two sides are respectively two waists of an isosceles trapezoid, and the lower sides of the two inclined empennages 32 are connected with the first support rods 41 on the two sides of the machine body 10 to form a stable connection relationship. In this embodiment, the surface of the high-mounted rear wing 31 is horizontally disposed. As shown in fig. 6, in order to reduce the air flow resistance, the fixed tail 30 is inclined from the high tail 31 toward the nose side in a projection on a vertical plane in the extending direction of the fuselage 10 and is connected to the first stay 41.

Referring to fig. 7, in the present embodiment, the first fixed rotor 43 and the second fixed rotor 52 each include a folding rotor 431 and a fixed rotor driving device 432. The fixed rotor driving device 432 may be a motor or a combination of a motor and a speed reducer, and the foldable rotor 431 may be any suitable fixed-wing rotor, but preferably, the foldable rotor 431 includes a fixed blade (not shown) and a floating blade (not shown), and the fixed blade and the floating blade rotate in a cross state in a cross shape under the driving of the fixed rotor driving device 432 when the aircraft is in a hovering stage. When the aircraft is in the cruise level stage, when the fixed rotor driving device 432 stops working, the fixed blades and the floating blades are closed to form a straight line shape along the air flow, the extending directions of the fixed blades and the floating blades are consistent with the heading direction of the aircraft, and the fixed blades or the floating blades at the uppermost side of the fixed blades and the floating blades are arranged lower than or along the upper surface of the wing 20 in the height direction, so that the arrangement mode can reduce the resistance in the cruise process. It should be noted that, in this embodiment, the fixed blade and the floating blade rotate in a crossed state when rotating, and the implementation manner of folding when stopping can be implemented by any suitable form of the folding rotor 431, which is not described herein again. It will be understood by those skilled in the art that the above-described foldable blade forms of the fixed blade and the floating blade may be employed in the present invention only in the fixed rotor of the first power assembly 40 or the second power assembly 50, regardless of the preferred embodiment.

Referring to fig. 4, in the present embodiment, the rotation axis 44 of the tilt rotor 42 and/or the fixed rotor is tilted from bottom to top along the span direction of the wing 20 away from the fuselage 10 side, so that the blade rotation plane of the tilt rotor 42 and/or the fixed rotor does not pass through the passenger compartment on the fuselage 10. Although it is possible that only the blade rotation surfaces of the tilt rotors 42 or the first fixed rotors 43 or the second fixed rotors 52 do not pass through the crew compartment on the fuselage 10, it is preferable that in the embodiment, the rotation axes of the two tilt rotors 42 and the six fixed rotors are each tilted from bottom to top in the span direction of the wing 20 away from the fuselage 10 side so that all the blade rotation surfaces of the tilt rotors 42 and the fixed rotors do not pass through the crew compartment on the fuselage 10. Preferably, in this embodiment, the rotation axes 44 of the two tilt rotors 42 and the six fixed rotors are all tilted from bottom to top along the span direction of the wing 20 away from the fuselage 10, and the included angle α between the rotation axis 44 and the vertical direction is 3 ° to 30 °, which is an angle range that can both meet the requirement that the blade rotation plane of the rotor does not pass through the passenger cabin on the fuselage 10, and reduce the injury to passengers caused by rotor burst to the maximum extent, and can generate yaw moment or horizontal component force by adjusting the output signal of each power system when the aircraft needs yaw or crosswind resistance flight, which can improve the crosswind resistance and lateral maneuverability in the rotor mode during take-off and landing, and can provide sufficient power and sailing stability.

Referring to fig. 5, in the present embodiment, the tilt rotor 42 includes a rotor device 421, the rotor device 421 includes a first rotor 4211 and a first rotor driving device 4212, the first rotor 4211 is a five-blade rotor having five blades, and the five blades are uniformly distributed around a rotating shaft along a circumference. This greatly reduces the rotational speed of the rotor within the entire flight envelope, thereby reducing rotor noise. However, it will be appreciated by those skilled in the art that other blade arrangements may be used without consideration of the preferred noise reduction performance.

In this embodiment, when each tilt rotor 42 is in the takeoff position, the positions of the first fixed rotor 43, the second fixed rotor 52, and the tilt rotor 42 are arranged in a central symmetry manner around the center of gravity of the entire aircraft. Therefore, when the tilt rotor 42 is in the take-off position, if the single power system fails, the other power system with central symmetry can be closed, so that the safe hovering and landing of the aircraft can be guaranteed, and the airworthiness requirement of the power system that the single failure does not allow any catastrophic failure to occur is met.

In this embodiment, when hovering on the ground, the height from the ground of the rotors in the six fixed rotors, the height from the ground of the rotors in the tilt rotors 42 when the two tilt rotors 42 are in the takeoff position, and the height from the ground of the rotors when the tail thrust rotor 60 tilts vertically upward are both greater than or equal to 1.9 m. This reduces the likelihood of the rotor causing injury to the occupants as they enter and exit the aircraft.

In this embodiment, a three-point landing gear 80 is disposed at the bottom of the fuselage 10, and has a function of taking off and landing in skating. And the tail part of the machine body 10 is provided with a cargo handling cabin door 11, which is convenient for transporting cargo, stretchers and the like. The passenger cabin door 12 is arranged on the side of the body 10, so that passengers can get on or off conveniently.

The invention also provides a control method of the vertical take-off and landing aircraft, which comprises the following processes:

in the process of flying off the ground, rotating shafts of the tilt rotors on two sides of the aircraft body are upwards, and the tilt rotors and the fixed rotors are driven to rotate so as to provide lift force for the aircraft;

when the aircraft climbs to a proper height, the tail pushing rotor wing is started, the rotating shaft of the tilting rotor wing is controlled to gradually incline forwards, the power of a power system of the tilting rotor wing is gradually increased, and forward flying thrust is provided for the aircraft on the basis of keeping the height of the aircraft; at this moment, the wing leading edge group tilting rotor power generates a vertical direction tension component and an advancing direction tension component, the vertical direction component plus the lift force of the wing leading edge fixed rotor and the lift force generated by the wing trailing edge fixed rotor are balanced around the gravity center of the airplane, the advancing direction tension component plus the tail pushing force enable the airplane to gradually accelerate and fly forward, and the lift force generated by the airplane wings is gradually increased until the fixed wing mode lift force is equal to the gravity.

After aircraft forward speed reachs and sets for numerical value, makes tilt rotor's pivot horizontal extension forward, lift that six fixed rotor systems provided can reduce gradually, and throttle signal constantly reduces, finally closes completely, makes this moment fixed paddle in the fixed rotor and floating paddle's extending direction is unanimous with the aircraft course, through the tail pushes away rotor and fuselage both sides tilt rotor provides the power that the aircraft cruised the stage.

In an embodiment of the control method of the present invention, the method further includes the following steps:

when loading and unloading goods, make the tail push rotor upwards vert to reduce and touch the oar risk.

In an embodiment of the control method of the present invention, the method further includes the following steps:

when descending by the state of cruising, will the pivot of rotor that verts upwards verts, and the drive fixed rotor with the rotor that verts is rotatory, makes the tail pushes away the rotor and slows down gradually until closing, reduces to when setting for the threshold value when the forward velocity of aircraft, switches the aircraft to the state of hovering, reduces to the aircraft to set for highly after, the aircraft switches to the rotor pivot that verts upwards set up and with fixed rotor is rotatory many rotor states simultaneously, closes fixed rotor and the rotor that verts until the aircraft descends to ground, and the flight finishes.

According to the vertical take-off and landing aircraft and the control method, the arrangement mode of the EVTOL manned aircraft in the prior art is improved and the load carrying capacity and the cruising capacity of the vertical take-off and landing aircraft are increased under the combined action of the tilting rotor wing, the fixed rotor wing, the tail thrust rotor wing and the fixed wing. Therefore, the invention effectively overcomes some practical problems in the prior art, thereby having high utilization value and use significance. The foregoing embodiments are merely illustrative of the principles and utilities of the present invention and are not intended to limit the invention. Those skilled in the art can modify or change the above-described embodiments without departing from the spirit and scope of the present invention. Accordingly, it is intended that all equivalent modifications or changes which may be made by those skilled in the art without departing from the spirit and scope of the present invention as defined in the appended claims.

Claims (17)

1. A vertical take-off and landing aircraft, comprising:

the aircraft comprises a fuselage, wherein wings are arranged on two sides of the fuselage;

the two first power assemblies are symmetrically arranged on the wings on two sides of the fuselage; the first power assembly comprises a tilting rotor and a first fixed rotor; the tilting rotor wings are arranged on the wings through rotor wing tilting mechanisms;

the two second power assemblies are symmetrically arranged on the wings at two sides of the fuselage and are respectively positioned at the outer sides of the first power assemblies;

the tail pushing rotor wing is installed at the tail part of the fuselage;

and the fixed tail wings are connected to the first power components on two sides of the machine body.

2. The vtol aerial vehicle of claim 1, wherein the first power assembly further comprises a first strut mounted to the wing and extending in a direction parallel to the extension of the fuselage; the tilting rotor wing is arranged at one end, close to the machine head, of the first support rod and is tilted and locked between a take-off position and a cruise position under the action of the rotor wing tilting mechanism; the first fixed rotor wing is installed one end that first vaulting pole is close to the tail.

3. The VTOL aerial vehicle of claim 1, wherein the second power assembly comprises a second strut and two second stationary rotors; the second stay bar is arranged on the wing, and the extension direction of the second stay bar is parallel to the extension direction of the fuselage; and the two second fixed rotors are respectively arranged at two ends of the second supporting rod and are respectively close to the machine head and the machine tail.

4. The vtol aerial vehicle of claim 1, wherein the tail thrust rotor is mounted to the aft portion of the fuselage by a tail thrust tilter mechanism.

5. The vtol aerial vehicle of claim 4, wherein the rotor tilt mechanism and/or the tail thrust tilt mechanism comprises: rotor mount pad and tilting drive mechanism, the rotor mount pad rotates to be installed on the corresponding organism of aircraft, tilting drive mechanism installs the rotor mount pad with between the organism to drive under the first state the rotor mount pad is for the organism rotates, makes under the second state the rotor mount pad with the organism keeps relative position.

6. The vtol aerial vehicle of claim 5, wherein the tilt drive mechanism comprises: a connecting body and a linear movement driving device; the connecting body is fixedly arranged at the bottom of the rotor wing mounting seat and is rotationally connected with the body of the aircraft; the base body of the linear movement driving device is rotatably arranged on the machine body, and the linear movement driving end of the linear movement driving device is rotatably connected with the connecting body.

7. The VTOL aerial vehicle of claim 6, wherein the connecting body extends in a gooseneck shape, and the body is rotatably connected with a gooseneck position of the connecting body.

8. The VTOL aerial vehicle of claim 6, wherein the number of the connecting bodies is two, the two connecting bodies are coaxially and rotatably connected with the body, a connecting member is disposed between the two connecting bodies, two ends of the connecting member are respectively connected with the two connecting bodies, and the linear motion driving end is rotatably connected to the connecting member to be rotatably connected with the two connecting bodies.

9. The VTOL aerial vehicle of claim 5, wherein a limiting mechanism is disposed between the rotor mount and the airframe, and is disposed at a rotational connection of the rotor mount and the airframe, for limiting rotation of the rotor mount relative to the airframe between a first relative position and a second relative position.

10. The VTOL aerial vehicle of claim 9, wherein the limiting mechanism comprises a first limiting member and a second limiting member, the first limiting member being disposed on the rotor mount; the second limiting piece is arranged on the machine body and used for limiting the first limiting piece to rotate between the first relative position and the second relative position.

11. The vtol aerial vehicle of claim 1, wherein the fixed tail comprises a high mounted tail and a connecting tail; the high empennage is connected above the two first power assemblies through the connecting empennage so as to avoid a side wash zone below the wing.

12. The vtol aerial vehicle of claim 11, wherein the high tail has a horizontal surface, the connecting tail comprises two inclined tails symmetrically connected to two sides of the high tail, and one side of the connecting tail facing away from the high tail is inclined downward to connect to the first power assemblies on two sides of the fuselage.

13. The VTOL aerial vehicle of claim 3, wherein the first stationary rotor and/or the second stationary rotor comprises a folding rotor and a stationary rotor drive; the folding rotor includes fixed paddle and unsteady paddle fixed rotor drive arrangement drives down, fixed paddle with the unsteady paddle is the cross attitude rotation fixed rotor drive arrangement during the stop work, fixed paddle with unsteady paddle is closed mutually, just fixed paddle with unsteady paddle's extending direction with the aircraft course is unanimous mutually.

14. The vtol aerial vehicle of claim 3, wherein the axes of rotation of the tiltrotor rotors and/or the first and/or second fixed rotors are tilted away from the fuselage side in the span-wise direction of the wing from bottom to top so that the blade rotation plane of the corresponding rotor does not pass through a passenger cabin on the fuselage.

15. A control method for a vertical take-off and landing aircraft, comprising the steps of:

in the process of flying off the ground, rotating shafts of the tilt rotors on two sides of the aircraft body are upwards, and the tilt rotors and the fixed rotors are driven to rotate so as to provide lift force for the aircraft;

when the aircraft climbs to a proper height, the tail pushing rotor wing is started, the rotating shaft of the tilting rotor wing is controlled to tilt forwards gradually, and forward flying thrust is provided for the aircraft on the basis of keeping the height of the aircraft; after aircraft forward speed reachd the settlement numerical value, make tilt rotor's pivot horizontal extension forward closes fixed rotor, and makes fixed paddle in the fixed rotor and the extending direction of unsteady paddle unanimous with the aircraft course, through the tail pushes away rotor and fuselage both sides tilt rotor provides the power that the aircraft cruised the stage.

16. The control method according to claim 15, characterized by further comprising the process of:

when goods are loaded and unloaded, the tail pushing rotor wing is enabled to tilt upwards, so that the risk of paddle touch is reduced.

17. The control method according to claim 15, characterized by further comprising the process of:

when descending by the state of cruising, will the pivot of rotor that verts upwards verts, and the drive fixed rotor with the rotor that verts is rotatory, makes the tail pushes away the rotor and slows down gradually until closing, reduces to when setting for the threshold value when the forward velocity of aircraft, switches the aircraft to the state of hovering, reduces to the aircraft to set for highly after, the aircraft switches to the rotor pivot that verts upwards set up and with fixed rotor is rotatory many rotor states simultaneously, closes fixed rotor and the rotor that verts until the aircraft descends to ground, and the flight finishes.

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