CN215043676U - Aircraft rotor system that verts - Google Patents
Aircraft rotor system that verts Download PDFInfo
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- CN215043676U CN215043676U CN202120194381.7U CN202120194381U CN215043676U CN 215043676 U CN215043676 U CN 215043676U CN 202120194381 U CN202120194381 U CN 202120194381U CN 215043676 U CN215043676 U CN 215043676U
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Abstract
The utility model relates to a transportation field discloses an aircraft rotor system that verts, include: the machine body is provided with a machine head, a machine body and a machine tail; the first fan group is respectively arranged at the machine head and the machine tail; the pair of combined wings are respectively arranged at two sides of the fuselage; the second fan set is arranged on the composite wing assembly; wherein, each combination wing includes: one end of the mounting wing is mounted on the machine body, and the other end of the mounting wing is far away from the machine body along the horizontal direction; the fan wing is arranged at the other end of the mounting wing; the tiltable wing is rotatably arranged on the mounting wing and is positioned between the fuselage and the fan wing, and the rotating shaft direction of the tiltable wing is parallel to the length direction of the mounting wing; the main rotor wing is arranged on the tiltable wing and used for providing power for the airframe. The utility model provides an aircraft rotor system power take off that verts and gesture adjustment independent work, consequently, the utility model provides an aircraft rotor system that verts has good aerodynamic appearance, the light, good flight performance of quality.
Description
Technical Field
The utility model belongs to the transportation field, concretely relates to aircraft rotor system that verts.
Background
The types of aircraft are fixed wing aircraft and rotor wing aircraft, and the fixed wing aircraft technology is mature, has large carrying capacity, but needs a longer runway in the process of taking off or descending. Thus, rotorcraft that can be lifted off and landed without a runway are used in rugged locations.
Rotorcraft primarily require power take-off during normal flight, but require adjustments in flight attitude when encountering other conditions, such as pitch, yaw, roll, and hover in the air.
The power take-off and attitude control of rotorcraft in the prior art are divided into single-wing and multi-wing types. The multi-wing aircraft has multiple power sources and can provide power output and attitude adjustment for the aircraft. However, such a design creates redundancy, which results in a poor aerodynamic layout and low load carrying capacity of the aircraft.
Compared with a multi-wing aircraft, the single-wing aircraft has a good aerodynamic layout. However, the attitude control and the power output have natural contradictions, and although a longer blade can provide stronger power output, the attitude adjustment is slower because the rotational inertia of the blade is larger during the attitude adjustment. In view of this, the american V22 osprey adopts a complex helicopter cyclic torque conversion system to boost power and control an airplane, the cyclic torque conversion system has a complex structure, great technical difficulty, high cost, difficult manipulation, and poor practicability, and only military models manufactured by the american bell company are produced globally, and are not yet successfully commercialized.
SUMMERY OF THE UTILITY MODEL
The utility model relates to a solve above-mentioned problem and go on, aim at provides an aircraft rotor system that verts.
The utility model provides an aircraft rotor system that verts, include:
the machine body is provided with a machine head, a machine body and a machine tail which are arranged in sequence;
the first fan set is respectively arranged at the machine head and the machine tail, and the wind direction of the first fan set faces downwards;
the pair of combined wings are respectively arranged on two sides of the machine body and used for providing power for the machine body;
the second fan group is arranged on the combined wing, and the wind direction of the second fan group faces downwards;
wherein, each combination wing includes:
one end of the mounting wing is mounted on the machine body, and the other end of the mounting wing extends outwards along the horizontal direction;
the fan wing is arranged at the other end of the mounting wing and used for mounting the second fan set;
the tiltable wing is rotatably arranged on the mounting wing and positioned between the fuselage and the fan wing, and the rotating shaft direction of the tiltable wing is parallel to the length direction of the mounting wing;
the main rotor wing is arranged on the tiltable wing and used for providing power for the airframe.
The utility model provides an among the aircraft tiltrotor system, can also have such characteristic, wherein, the composite wing still includes: the fan rudder wing is rotatably arranged on the fan wing, and the rotating shaft direction of the fan rudder wing is parallel to the length direction of the fan wing.
The utility model provides an among the aircraft tiltrotor system, can also have such characteristic, wherein, the composite wing still includes: the aileron can be rotatablely installed on the wing that can vert, and the length direction of aileron pivot direction and installation wing is parallel for realize driftage.
The utility model provides an among the aircraft tiltrotor system, can also have such characteristic: wherein the length of the ailerons is equal to the length of the tiltable wing.
The utility model provides an among the aircraft tiltrotor system, can also have such characteristic: wherein, main rotor is located the middle part of wing can vert, and the sweep diameter of main rotor is less than the length of wing can vert.
The utility model provides an among the aircraft tiltrotor system, can also have such characteristic: wherein the tail has a vertical tail and a horizontal tail mounted on the upper end of the vertical tail.
The utility model provides an among the aircraft tiltrotor system, can also have such characteristic, still include: and the elevator is rotatably arranged at the tail end of the horizontal tail wing and is used for adjusting the pitching angle of the machine body.
The utility model provides an among the aircraft tiltrotor system, can also have such characteristic, still include: and the rudder is rotatably arranged at the tail end of the vertical tail wing and is used for adjusting the yaw of the machine body.
The utility model provides an among the aircraft tiltrotor system, can also have such characteristic: the first fan set comprises a first fan and a second fan, the first fan is located in the machine head, and the second fan is located in the machine tail.
The utility model provides an among the aircraft tiltrotor system, can also have such characteristic: the second fan set comprises a third fan and a fourth fan, and the third fan and the fourth fan are located in the corresponding fan wings.
Action and effect of the utility model
According to the utility model relates to an aircraft rotor system that verts because both sides have the installation wing on the organism and install the main rotor on the installation wing, so, when being in VTOL, transition flight or the flight status that cruises, main rotor is through installation wing adjustment thrust direction to satisfy aircraft work demand.
In addition, the first fan group of the aircraft nose and the aircraft tail of organism, the every single move angle of accessible first fan group adjustment organism. Install the fan wing at the other end of installation wing, this fan wing installs second fan group, and accessible second fan group adjusts the organism and rolls, promptly the utility model provides an aircraft tiltrotor system power take off and gesture adjustment independent work, consequently, the utility model provides an aircraft tiltrotor system has good aerodynamic profile, the quality is light, good flight performance.
Drawings
Fig. 1 is a front view of an aircraft tiltrotor system in an embodiment of the present invention;
fig. 2 is a right side view of an aircraft tiltrotor system in an embodiment of the present invention;
fig. 3 is a top view of an aircraft tiltrotor system in an embodiment of the present invention;
fig. 4 is a cross-sectional view of a handpiece in an embodiment of the present invention;
fig. 5 is a perspective view of an aircraft tiltrotor system in an embodiment of the present invention;
fig. 6 is a perspective view of a vertical takeoff and landing mode of an aircraft tiltrotor system in an embodiment of the present invention;
fig. 7 is a side view of an aircraft tiltrotor system vertical takeoff and landing mode in an embodiment of the present invention;
fig. 8 is a perspective view of an aircraft tiltrotor system in a transitional flight mode in an embodiment of the present invention;
fig. 9 is a side view of an aircraft tiltrotor system in a transitional flight mode in an embodiment of the present invention;
fig. 10 is a perspective view of an aircraft tiltrotor system cruise flight mode in an embodiment of the present invention;
fig. 11 is a side view of an aircraft tiltrotor system cruise flight mode in an embodiment of the present invention;
fig. 12 is a perspective view of an aircraft tiltrotor system according to a modification of the present invention.
Fig. 13 is a top view of an aircraft tiltrotor system in a variation of the present invention;
fig. 14 is a perspective view of an aircraft tiltrotor system in a vertical take-off and landing mode in accordance with a variation of the present invention;
fig. 15 is a side view of an aircraft tiltrotor system vertical takeoff and landing mode in accordance with a variation of the present invention;
fig. 16 is a perspective view of an aircraft tiltrotor system in a transitional flight mode according to a variation of the present invention;
fig. 17 is a side view of an aircraft tiltrotor system in a transitional flight mode according to a variation of the present invention;
fig. 18 is a perspective view of an aircraft tiltrotor system cruise flight mode in a variation of the present invention; and
fig. 19 is a side view of an aircraft tiltrotor system cruise flight mode in accordance with a variation of the present invention.
Detailed Description
In order to make the technical means, creation features, achievement purposes and effects of the present invention easy to understand, the present invention is specifically described below with reference to the embodiments and the accompanying drawings.
Fig. 1 is the embodiment of the utility model discloses an embodiment aircraft tiltrotor system's front view, fig. 2 is the utility model discloses an embodiment aircraft tiltrotor system's top view, fig. 3 is the utility model discloses an embodiment aircraft tiltrotor system's right-hand side view, fig. 4 is the utility model discloses an embodiment aircraft tiltrotor system's stereogram, fig. 5 is the embodiment of the utility model discloses a cross-sectional view of aircraft nose.
As shown in fig. 1 and 5, the aircraft tiltrotor system 100 provided in the present embodiment includes an airframe 1, an elevator 2, a rudder 3, a pair of combining wings 4, a first fan group 5, and a second fan group 6.
The machine body 1 has a head 11, a body 12 and a tail 13 mounted in this order from front to back.
One end of the head 11 is mounted on the head of the body 12, and the other end is far away along the length direction of the body 12. In the present embodiment, the nose 11 is bullet-shaped in order to reduce the flight resistance.
The tail 13 includes a tail boom 14, a vertical tail wing 15, and a horizontal tail wing 16. The tail rod 14 has one end mounted to the tail end of the body 12 and the other end extending along the length of the body 12.
A vertical tail 15 is mounted on the tail boom 14. In the present embodiment, the vertical rear wing 15 is of a swept-angle structure.
A horizontal rear wing 16 is vertically installed at the upper end of the vertical rear wing 15. In the present embodiment, the horizontal rear wing 16 has a swept-back angle structure at its leading end (windward end) and a planar structure at its trailing end.
The elevator 2 is rotatably installed at the rear end of the horizontal rear wing 16, and the rotation axis of the elevator 2 is parallel to the length direction of the horizontal rear wing 16. The length of the elevator 2 is equal to the length direction of the horizontal rear wing 16.
The rudder 3 is rotatably installed at the rear end of the vertical rear wing 15, and the rotation axis of the elevator 2 is parallel to the length direction of the vertical rear wing 15. The length of the elevator 2 is equal to the length of the vertical rear wing 15.
The combining wing 4 includes a mounting wing 41, a fan wing 42, a tiltable wing 43, a main rotor 44, and an aileron 45.
The mounting wing 41 has one end mounted to the body 12 and the other end extending horizontally outward of the body 12.
The fan wing 42 is mounted on the other end of the mounting wing 41. In order to reduce the flight resistance, the upper surface of the fan wing 42 is a convex arc surface, the lower surface of the fan wing 42 is a plane, and the arc surface is connected with the front end (airflow flowing direction) of the plane through a transition arc surface.
The tiltable wing 43 is rotatably mounted on the mounting wing 41. The tiltable wing 43 is located between the fuselage 12 and the fan wing 42, and the direction of the rotation axis of the tiltable wing 43 is parallel to the length direction of the mounting wing 41.
The main rotor 44 includes an engine mounted in the middle of the tiltable wing 43 and a blade mounted on a rotating shaft of the engine, and the blade is driven by the engine to provide power for the aircraft. In this embodiment, the diameter dimension of the blade rotational sweep is smaller than the length dimension of the tiltrotor airfoil 43.
The aileron 45 is rotatably mounted on the tiltrotable wing 43, with the direction of the axis of rotation of the aileron 45 being parallel to the length of the mounting wing 41. In the present embodiment, the length of the flap 45 is equal to the length of the tiltable wing 43.
In the present embodiment, the elevators 2, the rudder 3, the tiltable wings 43, and the ailerons 45 are all rotated by motor drive.
In order to reduce the flight resistance of the aircraft, the cross section of the mounting wing 41, the cross section of the tiltable wing 43 and the cross section of the flap 45 in this embodiment coincides with the cross sectional projection of the fan wing 42. An arc-shaped transition is provided at the top of the fuselage 12, i.e. between the two mounting wings 41.
The first fan group 5 has two fans, i.e., a first fan 51 and a second fan 52.
The first fan 51 is embedded in the handpiece 11, and the wind direction of the first fan 51 faces downward.
The second fan 52 is embedded in the horizontal rear wing 16 with the wind direction of the second fan 52 facing downward.
The second fan group 6 has two fans, i.e., a third fan 61 and a fourth fan 62.
The third fan 61 and the fourth fan 62 are installed in the respective fan wings 42.
The first fan 51, the second fan 52, the third fan 61 and the fourth fan 62 are distributed in a cross shape, and in this embodiment, in order to increase the speed corresponding to the attitude of the airframe 1, a connection line between the first fan 51 and the second fan 52 and a connection line between the third fan 61 and the fourth fan 62 have an intersection point which is close to the center of gravity of the entire aircraft.
The present embodiment provides an aircraft tiltrotor system 100 having three flight modes: a vertical takeoff and landing flight mode, a transitional flight mode, and a cruise flight mode.
Fig. 6 is a perspective view of the vertical take-off and landing mode of the tilt rotor system of the aircraft in the embodiment of the present invention, and fig. 7 is a side view of the vertical take-off and landing mode of the tilt rotor system of the aircraft in the embodiment of the present invention.
As shown in fig. 6 and 7, the aircraft tilt rotor system 100 of the present embodiment is configured such that, in the vertical take-off and landing flight mode, the main rotor 44 is rotated to the vertical state by the tilt rotor, and then the main rotor 44 works and provides vertical lift to the airframe 1, thereby performing vertical take-off and landing and hovering.
In this mode, the aircraft may control the pitch of the aircraft by the difference in rotational speed of the first fan 51 and the second fan 52, and the roll of the aircraft by the difference in rotational speed of the third fan 61 and the fourth fan 62.
The length direction of the fuselage is taken as a vertical axis, the length direction of the mounting wing is taken as a horizontal axis, and an axis which vertically penetrates through the fuselage is taken as a vertical axis.
In this mode the aircraft can be yawed, i.e. the two ailerons 45 are rotated about a transverse axis, and the differential generation of the ailerons 45 by means of the downwash generated by the main rotor 44 is used to effect a steering effect, thereby effecting a yaw.
Fig. 8 is a perspective view of the transitional flight mode of the aircraft tilt rotor system in the embodiment of the present invention, and fig. 9 is a side view of the transitional flight mode of the aircraft tilt rotor system in the embodiment of the present invention.
As shown in fig. 8 and 9, in the aircraft tiltrotor system 100 of the present embodiment, when the main rotor 44 is rotated to a horizontal angle of 30 ° by the tiltrotor rotor in the transition flight mode, the main rotor 44 generates a downward tilt power, which is composed of a horizontal thrust and a vertical lift.
At the same time, the main rotor 44 is also able to generate a greater lift, so that in this mode the aircraft will fly at a lower horizontal speed.
The length direction of the fuselage is taken as a vertical axis, the length direction of the mounting wing is taken as a horizontal axis, and an axis which vertically penetrates through the fuselage is taken as a vertical axis.
In this mode, the aircraft attitude can be adjusted in yaw direction by turning the rudder 3 around the vertical axis, the aircraft pitch can be controlled by turning the elevator 2 around the horizontal axis, the ailerons 45 can be turned around the horizontal axis, and the yaw of the aircraft can be controlled by the rudder effect generated by differential motion of the ailerons 45 by the downwash airflow generated by the main rotor 44. However, in order to ensure the safety of the flight attitude, the first fan 51, the second fan 52, the third fan 61 and the fourth fan 62 are switched to participate in the relevant attitude control, so that an attitude control mode of hybrid control is formed.
In the present embodiment, the tiltable rotor is exemplified by a horizontal angle of 30 °. In other embodiments, the horizontal included angle of the tiltable rotor wing can be adjusted within the range of 0-90 degrees according to the flight requirements of the airplane, and the specific angle can realize proper attitude control and meet the actual flight requirements.
Fig. 10 is a perspective view of an embodiment of the present invention illustrating a cruise flight mode of an aircraft tilt rotor system, and fig. 11 is a side view of an embodiment of the present invention illustrating a cruise flight mode of an aircraft tilt rotor system.
As shown in fig. 10 and 11, the aircraft tilt rotor system 100 of the present embodiment is configured such that, in the cruise flight mode, the main rotor 44 is rotated to the horizontal state by the tilt rotor, and then the main rotor 44 operates and provides horizontal thrust to the airframe 1.
In this mode, the flight attitude of the plane is controlled entirely by the ailerons 45, the vertical tail 15, and the horizontal tail 16, and the first fan group 5 and the second fan group 6 participate in any attitude control.
Effects and effects of the embodiments
According to aircraft tilt rotor system that this embodiment relates to, because both sides have the installation wing on the organism and install the main rotor on the installation wing, when being in VTOL, transition flight or the flight state of cruising, main rotor adjusts thrust direction through the installation wing to satisfy aircraft work demand.
In addition, the first fan group of the aircraft nose and the aircraft tail of organism, the every single move angle of accessible first fan group adjustment organism. The other end of the mounting wing is provided with the fan wing, the fan wing is provided with the second fan group, and the aircraft body can be adjusted to roll through the second fan group, namely, the power output and the attitude adjustment of the aircraft tilt rotor system provided by the embodiment work independently, so that the aircraft tilt rotor system provided by the embodiment has good aerodynamic appearance, light weight and good flight performance.
In the aircraft tiltrotor system provided by the embodiment, because the first fan set and the second fan set are both designed in a concealed manner, the flight resistance of the aircraft can be reduced.
< modification example >
In this modification, the same components as those in the first embodiment are given the same reference numerals, and the same description thereof will be omitted.
Fig. 12 is a perspective view of an aircraft tiltrotor system according to a modification of the present invention, and fig. 13 is a plan view of the aircraft tiltrotor system according to a modification of the present invention.
As shown in fig. 12 and 13, an aircraft tiltrotor system 200 according to the present modification includes a body 1, an elevator 2, a rudder 3, a pair of composite wings 7, a first fan group 5, and a second fan group 6.
The pair of combining wings 7 in this modification are respectively installed on both sides of the airframe, and include a mounting wing 71, a fan wing 72, a tiltable wing 73, a main rotor 74, an aileron 75, and a fan rudder wing 76.
The mounting wing 71 has one end mounted to the body 12 and the other end horizontally spaced apart from the body 12.
The fan wing 72 is mounted on the other end of the mounting wing 71. In order to reduce the flight resistance, the upper surface of the fan wing 72 is a convex arc surface, the lower surface of the fan wing 72 is a plane, and the arc surface is connected with the front end (airflow flowing direction) of the plane through a transition arc surface.
The tiltably rotatable wing 73 is rotatably mounted on the mounting wing 71. The tiltable wing 73 is located between the fuselage 12 and the fan wing 72, and the direction of the rotation axis of the tiltable wing 73 is parallel to the length direction of the mounting wing 71.
The main rotor 74 comprises an engine and a blade, the engine main rotor 74 is installed in the middle of the tiltable wing 73, the blade is installed on the rotating shaft of the engine, and the diameter of the rotating sweep of the blade is smaller than the length of the tiltable wing 73.
The aileron 75 is rotatably mounted on the tiltrotor wing 73, with the direction of the axis of rotation of the aileron 75 being parallel to the length of the mounting wing 71. In this embodiment, the length of the flap 75 is equal to the length of the tiltable wing 73.
The fan rudder wing 76 is rotatably installed on the fan wing 72, and the rotation axis direction of the fan rudder wing 76 is parallel to the length direction of the fan wing 72. The two side fan blades 76 rotate up and down, and the air flowing through the fan blades 72 blows on the upper surfaces of the fan blades 76, so that a lift difference is generated on both sides of the aircraft, thereby controlling the rolling of the aircraft.
The tiltrotor wings 73, ailerons 75 and fan rudder wings 76 are rotated by means of a motor drive.
In the present embodiment, the flight resistance is reduced, and the section composed of the cross section of the mounting wing 71, the cross section of the tiltable wing 73 and the cross section of the aileron 75 coincides with the section projection composed of the cross section of the fan wing 72 and the cross section of the fan rudder wing 76. An arc-shaped transition is provided at the top of the fuselage 12, i.e. between the two mounting wings 71.
Fig. 14 is a perspective view of a vertical take-off and landing mode of the aircraft tilt rotor system according to the modification of the present invention, and fig. 15 is a side view of a vertical take-off and landing mode of the aircraft tilt rotor system according to the modification of the present invention.
In the vertical take-off and landing flight mode of aircraft tilt rotor system 200 of the present embodiment, fan rudder wings 76 are rotated to be flush with fan wings 72, main rotor 74 is rotated to be vertical by the tilt rotor, and main rotor 74 is operated to provide a vertically downward force to airframe 1, thereby performing vertical take-off and landing and hovering.
In addition, the main rotor 74 can also realize the hovering of the aircraft when it is in the vertical state, and in this mode, the aircraft can control the pitching of the aircraft through the speed difference between the first fan 51 and the second fan 52, and the rolling of the aircraft through the speed difference between the third fan 61 and the fourth fan 62.
The length direction of the fuselage is taken as a vertical axis, the length direction of the mounting wing is taken as a horizontal axis, and an axis which vertically penetrates through the fuselage is taken as a vertical axis.
In this mode the aircraft can be yawed, i.e. the two ailerons 75 are rotated about a transverse axis, and the down wash flow generated by the main rotor 74 is used to effect a steering effect differentially generated by the ailerons 75, thereby effecting yaw.
Fig. 16 is a perspective view of a transitional flight mode of the aircraft tilt rotor system in the modification of the present invention, and fig. 17 is a side view of a transitional flight mode of the aircraft tilt rotor system in the modification of the present invention.
As shown in fig. 16 and 17, the aircraft tiltrotor system 200 of the present embodiment is configured such that, in the transitional flight mode, the main rotor 74 rotates to a horizontal angle of 30 ° through the tiltrotor, and the main rotor 74 generates a downward tilt power, which is composed of a horizontal thrust and a vertical lift.
At the same time, the main rotor 74 is also capable of generating a greater lift, so that the aircraft will fly at a lower horizontal speed in this mode.
The length direction of the fuselage is taken as a vertical axis, the length direction of the mounting wing is taken as a horizontal axis, and an axis which vertically penetrates through the fuselage is taken as a vertical axis.
In this mode, the flight attitude of the aircraft can be adjusted in yaw direction by rotating the rudder 3 around the vertical axis, the aircraft can be controlled in pitch by rotating the elevator 2 around the horizontal axis, the aircraft can be controlled in yaw by rotating the ailerons 75 around the horizontal axis, the control effect generated by differential action of the ailerons 75 is performed by using the downwash airflow generated by the main rotor 74, and the aircraft can be controlled in yaw by controlling the fan rudder wings 76 on both sides to rotate around the horizontal axis. However, in order to ensure the safety of the flight attitude, the first fan 51, the second fan 52, the third fan 61 and the fourth fan 62 are switched to participate in the relevant attitude control, so that an attitude control mode of hybrid control is formed.
Fig. 18 is a perspective view of the cruise flight mode of the aircraft tilt rotor system in the modification of the present invention, and fig. 19 is a side view of the cruise flight mode of the aircraft tilt rotor system in the modification of the present invention.
As shown in fig. 18 and 19, the aircraft tilt rotor system 200 of the present embodiment is configured such that, in the cruise flight mode, the main rotor 74 is rotated to the horizontal state by the tilt rotor, and then the main rotor 74 operates to provide horizontal thrust to the airframe 1.
In this mode, the flight attitude of the plane is controlled entirely by the vertical tail 15, the horizontal tail 16, the ailerons 75, and the fan rudder wings 76, and the first fan group 5 and the second fan group 6 participate in any attitude control.
Operation and Effect of the modified example
According to the aircraft tilt rotor system provided by the modification, the aircraft tilt rotor system has the following advantages in addition to the functions and effects of the aircraft tilt rotor system of the embodiment: because the rear end of the fan wing is provided with the rotatable fan rudder wing, the horizontal included angle of the fan rudder wings at the two sides of the airplane can be adjusted, the lift force at the two sides of the airplane is changed, and the airplane is controlled to roll.
The above embodiments are preferred examples of the present invention, and are not intended to limit the scope of the present invention.
Claims (10)
1. An aircraft tiltrotor system, comprising:
the machine body is provided with a machine body, a machine head and a machine tail which are arranged in sequence;
the first fan set is respectively arranged at the machine head and the machine tail, and the wind direction of the first fan set faces downwards;
the pair of composite wing assemblies are respectively arranged on two sides of the fuselage and used for providing power for the airframe;
a second fan set mounted on the composite wing assembly, the second fan set being downwind;
wherein each of the composite wing assemblies comprises:
one end of the mounting wing is mounted on the machine body, and the other end of the mounting wing is far away from the machine body along the horizontal direction;
the fan wing is arranged at the other end of the mounting wing and used for mounting the second fan set;
the tiltable wing is rotatably arranged on the mounting wing and is positioned between the fuselage and the fan wing, and the rotating shaft direction of the tiltable wing is parallel to the length direction of the mounting wing;
a main rotor mounted on the tiltrotor wing for providing lift or thrust to the airframe.
2. An aircraft tiltrotor system according to claim 1, wherein:
wherein the composite wing assembly further comprises:
the fan rudder wing is rotatably arranged on the fan wing, and the rotating shaft direction of the fan rudder wing is parallel to the length direction of the fan wing.
3. An aircraft tiltrotor system according to claim 1, wherein:
wherein the composite wing assembly further comprises:
the aileron rotationally installs can vert on the wing, aileron pivot direction with the length direction of installation wing parallels for realize driftage.
4. An aircraft tiltrotor system according to claim 3, wherein:
wherein the aileron has a length equal to the length of the tiltrotable wing.
5. An aircraft tiltrotor system according to claim 1, wherein:
wherein the main rotor is located in the middle of the tiltrotor wing, and the swept diameter of the main rotor is less than the length of the tiltrotor wing.
6. An aircraft tiltrotor system according to claim 1, wherein:
wherein the tail has a vertical rear wing and a horizontal rear wing installed at an upper end of the vertical rear wing.
7. An aircraft tiltrotor system according to claim 6, further comprising:
and the elevator is rotatably arranged at the tail end of the horizontal tail wing and is used for adjusting the pitching angle of the machine body.
8. An aircraft tiltrotor system according to claim 6, further comprising:
and the rudder is rotatably arranged at the tail end of the vertical tail wing and is used for adjusting the yawing of the machine body.
9. Aircraft tiltrotor system according to claim 1,
wherein the first fan set comprises a first fan and a second fan,
the first fan is located in the nose and the second fan is located in the tail.
10. Aircraft tiltrotor system according to claim 1,
wherein the second fan set comprises a third fan and a fourth fan,
the third fan and the fourth fan are located within the respective fan wings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120194381.7U CN215043676U (en) | 2021-01-25 | 2021-01-25 | Aircraft rotor system that verts |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120194381.7U CN215043676U (en) | 2021-01-25 | 2021-01-25 | Aircraft rotor system that verts |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN215043676U true CN215043676U (en) | 2021-12-07 |
Family
ID=79252044
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120194381.7U Active CN215043676U (en) | 2021-01-25 | 2021-01-25 | Aircraft rotor system that verts |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN215043676U (en) |
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2021
- 2021-01-25 CN CN202120194381.7U patent/CN215043676U/en active Active
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