CN215514111U

CN215514111U - Tilt rotor aircraft

Info

Publication number: CN215514111U
Application number: CN202121569315.XU
Authority: CN
Inventors: 张原�
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-07-09
Filing date: 2021-07-09
Publication date: 2022-01-14
Anticipated expiration: 2031-07-09

Abstract

The utility model provides a tilt rotor aircraft. The tilt rotor aircraft comprises an aircraft body tail lifting fan and a tail duct tilt mechanism; the tail lift fan comprises a tail engine and a tail rotor, the tail rotor is arranged at the tail part of the machine body, and the tail engine is used for driving the tail rotor to rotate; the tail duct tilting mechanism is connected with the tail rotor wing, and the tail duct tilting mechanism is used for driving the tail rotor wing to tilt leftwards or rightwards. The tilt rotor aircraft provided by the utility model has high attitude stability, safety and control stability.

Description

Tilt rotor aircraft

Technical Field

The utility model relates to the technical field of aircrafts, in particular to a tilt rotor aircraft.

Background

The tilting dual-rotor transport plane has the vertical take-off and landing capability of a helicopter and the high flying speed of a fixed-wing propeller plane. However, the existing tilt rotor aircraft has poor attitude control stability during vertical take-off and landing or during horizontal flight steering conversion, thereby affecting the safety of the aircraft.

SUMMERY OF THE UTILITY MODEL

The present invention is directed to solving at least one of the problems of the prior art. Therefore, the utility model provides the tilt rotor aircraft which is stable in posture during flying and high in safety and control stability.

A tiltrotor aircraft according to the present invention comprises: a body; the two main wings are respectively connected to the left side and the right side of the machine body; the main engine is connected to one end, far away from the fuselage, of the main wing; the main tilting mechanism is connected with the main engine and is used for driving the main engine to tilt forwards or backwards; the main rotor is connected with the main engine, and the main engine can drive the main rotor to rotate; the tail lift fan comprises a tail engine and a tail rotor wing which are connected with each other, the tail rotor wing is installed at the tail part of the fuselage, and the tail engine is used for driving the tail rotor wing to rotate; the tail duct tilting mechanism is connected with the tail rotor wing, and the tail duct tilting mechanism is used for driving the tail rotor wing to tilt leftwards or rightwards.

The tilt rotor aircraft with the tiltable tail ducted fan, provided by the embodiment of the utility model, has at least the following beneficial effects: the pitching balance of the aircraft is adjusted through the positive and negative rotation of the tail lift fan, and the rotation of the aircraft during horizontal flight is realized through the tail duct tilting mechanism tilting tail rotor wing, so that the attitude stability, the safety and the control stability of the tilting rotor wing aircraft during flight are high.

According to some embodiments of the utility model, the tiltrotor aircraft further comprises a fairing coupled to the aft portion of the fuselage, the fairing defining a tail duct in which the tail rotor is disposed.

According to some embodiments of the utility model, the tiltrotor aircraft further comprises a support beam coupled to the aft duct tilter mechanism, the aft duct tilter mechanism being capable of driving the support beam to rotate, the support beam being coupled to the fairing, and the tail rotor being coupled to the support beam.

According to some embodiments of the utility model, the support beam spans an upper side or a lower side of the tail duct.

According to some embodiments of the present invention, the tiltrotor aircraft further includes a tail assembly including a main body connected to the tail portion of the fairing and a horizontal tail connected to the main body, the horizontal tail being tiltable up or down relative to the main body.

According to some embodiments of the utility model, the tail assembly further comprises a vertical tail coupled to the main body, the vertical tail standing on the main body, the vertical tail being tiltable to the left or right with respect to the main body.

According to some embodiments of the present invention, the vertical rear wings are provided in two, and the two vertical rear wings are respectively coupled to left and right sides of the main body.

According to some embodiments of the utility model, the tail lift fan further comprises a speed reduction mechanism, the tail motor and the tail rotor being connected by the speed reduction mechanism, the speed reduction mechanism being configured to reduce the rotational speed of the tail rotor.

Additional aspects and advantages of the utility model will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the utility model.

Drawings

The utility model is further described with reference to the following figures and examples, in which:

FIG. 1 is a top plan view of a tiltrotor aircraft in accordance with certain embodiments during vertical take-off and landing;

fig. 2 is a front view of the tiltrotor aircraft of fig. 1 in flight;

fig. 3 is a rear elevation view of the tiltrotor aircraft shown in fig. 1 turning to the left;

fig. 4 is a rear view of the tiltrotor aircraft shown in fig. 1 turning to the right;

fig. 5 is a side view of the tiltrotor aircraft of fig. 1 during vertical take-off and landing;

fig. 6 is a side view of the tiltrotor aircraft of fig. 1 in flight;

FIG. 7 is a top plan view of a tilt rotor aircraft in accordance with further embodiments during vertical take-off and landing;

FIG. 8 is a top view of a force analysis of a vertical take-off and landing aircraft during idle operation;

FIG. 9 is a side view of a force analysis of a vertical take-off and landing aircraft during idle operation;

figure 10 is a side view of a force analysis of a tiltrotor aircraft under another load condition;

figure 11 is a side view of a force analysis of a tiltrotor aircraft in horizontal flight.

Reference numerals: 101-fuselage, 102-main wing, 103-main rotor, 104-main engine, 105-tail lift fan, 106-tail engine, 107-decelerator, 108-tail rotor, 109-tail duct tilting mechanism, 110-support beam, 111-tail duct, 112-fairing, 701-tail assembly, 702-horizontal tail, 703-main body, 704-vertical tail.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

In the description of the present invention, it should be understood that the orientation or positional relationship referred to in the description of the orientation, such as the upper, lower, front, rear, left, right, etc., is based on the orientation or positional relationship shown in the drawings, and is only for convenience of description and simplification of description, and does not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus, should not be construed as limiting the present invention.

In the description of the present invention, the meaning of a plurality is one or more, the meaning of a plurality is two or more, and the above, below, exceeding, etc. are understood as excluding the present numbers, and the above, below, within, etc. are understood as including the present numbers. If the first and second are described for the purpose of distinguishing technical features, they are not to be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated or implicitly indicating the precedence of the technical features indicated.

In the description of the present invention, unless otherwise explicitly limited, terms such as arrangement, installation, connection and the like should be understood in a broad sense, and those skilled in the art can reasonably determine the specific meanings of the above terms in the present invention in combination with the specific contents of the technical solutions.

In the description of the present invention, reference to the description of the terms "one embodiment," "some embodiments," "an illustrative embodiment," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the terms used above do not necessarily refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

Referring to fig. 1, the present invention provides a tiltrotor aircraft including a fuselage 101, a main wing 102, a main engine 104, a main tilt mechanism, a main rotor 103, a tail lift fan 105, and a tail duct tilt mechanism 109.

The inside of fuselage 101 has the cabin of loadable thing, and main wing 102, main engine 104, main tilting mechanism and main rotor 103 all are provided with 2, and main wing 102 connects in the left and right sides of fuselage 101, and main engine 104 connects in the one end that main wing 102 kept away from fuselage 101, and main tilting mechanism is connected with main engine 104, and main tilting mechanism is used for driving the engine and verts for the wing forward or backward. The primary tilting mechanism may specifically be a motor, not specifically shown, arranged inside the main wing 102. The main rotor 103 is connected with a main engine 104, the main engine 104 is used for driving the main rotor 103 to rotate, and the rotation of the main rotor 103 can cause the high-speed flow of air, so that the traction force or the lift force required by the flight is generated; when the main tilting mechanism drives the main engine 104 to tilt, the main rotor 103 also tilts together with the main engine 104.

Tail lift fan 105 includes tail motor 106 and tail rotor 108, and tail rotor 108 installs the afterbody at fuselage 101, and tail motor 106 installs inside fuselage 101, and tail motor 106 is connected with tail rotor 108, and tail motor 106 is used for driving tail rotor 108 to rotate, and the tail rotor 108 that rotates can cause the air to flow at a high speed again to make the air exert the effort to the tail end of whole tiltrotor. Tail duct tilting mechanism 109 is connected with tail rotor 108, and tail duct tilting mechanism 109 is used for driving tail rotor 108 to tilt leftwards or rightwards.

The operation of tail lift fan 105 and tail duct tilter mechanism 109 in the flight of a tiltrotor aircraft will now be briefly described. Referring to fig. 1 and 5, when the tiltrotor aircraft is in flight, main engine 104 and tail engine 106 may be simultaneously turned on so that both the tail and the front of the tiltrotor aircraft generate lift, or in other cases, tail rotor 108 of tail lift fan 105 may be counter-rotated to provide negative lift, the amount of lift or negative lift being controllable by the speed of rotation of tail rotor 108. The pitch balance of the aircraft is effectively controlled by providing lift or negative lift at the aft of the aircraft at the aft lift fan 105 to adjust the aircraft pitch moment.

Referring to fig. 2, 3, 4 and 6, when the tilt rotor aircraft needs to turn during flight, the tail rotor 108 can be driven to tilt in a specific direction by the tail duct tilting mechanism 109 to generate a lateral thrust at the tail of the aircraft, thereby turning the aircraft. Taking fig. 3 as an example, when the aircraft needs to turn left, the tail rotor 108 turns to the right, and at this time, a part of component of the acting force generated by the aircraft tail portion is used as a lifting force, and another part of component is used as a thrust force for pushing the aircraft tail portion to move to the right; after the tail part of the airplane is deviated towards the right, the head part of the airplane is deviated towards the left relatively, and then the airplane can fly towards the left front. According to the tilt rotor aircraft provided by the utility model, the pitching balance of the aircraft is adjusted through the forward and reverse rotation of the tail lift fan 105, and the rotation of the aircraft in horizontal flight is realized through the tilt tail rotor 108 of the tail duct tilt mechanism 109, so that the attitude stability, the safety and the control stability of the tilt rotor aircraft in flight are high. The conventional aircraft uses the tilting of the vertical tail and the horizontal tail to perform pitch adjustment or steering, but this method is not effective in the vertical take-off and landing process or the low-speed flight process, and relatively speaking, the tail lift fan 105 and the tail duct tilting mechanism 109 can still play a good role in the vertical take-off and landing process or the low-speed flight process. Compared with some tilting rotor airplanes with 4 rotors, the airplane provided by the utility model only uses one tail rotor 108 for steering, and the whole occupied volume of the airplane is small. It should be noted that, during horizontal flight of the aircraft, tail rotor 108 can be tilted to the left or right by a small angle (smaller than the angle required for steering) to counteract the torque of tail rotor 108 itself, and the specific tilting direction depends on the rotation direction of tail rotor 108.

The following is a more specific example of the control of the aircraft during flight. Referring to fig. 8, the middle part of fig. 8 shows 3 dashed boxes, the outermost dashed box shows the range of the nacelle, the middle dashed box shows the range of the center of gravity of the cargo itself allowed when fully loaded, and the innermost dashed box shows the range of the center of gravity of the complete machine allowed when fully loaded. The original center of gravity of the aircraft when it is unloaded is G₀The allowable forward-most center of gravity of the whole machine is G when the whole machine is fully loaded₁The allowable rearmost center of gravity of the whole machine is G when the machine is fully loaded₂The center of lift of the main rotor 103 is S_ZThe lift center of the tail lift fan 105 is S_W. The centerline of the aircraft is L₁Right side S_ZAnd L₁A distance of B₁Left side S_ZAnd L₁A distance of B₂. Two S_ZThe connecting line between is L₂，L₂And S_WA distance D between₀，L₂And G₀A distance D between₁，S_WAnd G₀A distance D between₂。

Referring again to fig. 9, the main rotor 103 and the tail rotor 108 are both facing upwards, and the amount of lift generated by the rotation of a single main rotor 103 is F_ZThe lift generated by the tail rotor 108 during rotation is F_WAccording to the stress analysis, if the airplane is to vertically ascend and descend in a stable posture, the following requirements are met: (1)2F_Z+F_W≥m₀g, wherein m₀Is the total mass of the aircraft when empty; (2)2F_Z×D₁＝F_W×D₂. Master and slaveThe amount of lift generated by rotors 103 and tail rotors 108 can be adjusted by varying the speed of rotation of main rotors 103 and tail rotors 108, and more specifically, the speed of rotation of main rotors 103 and the speed of rotation of tail rotors 108 can be adjusted by varying the output power of main engine 104 and tail engine 106; therefore, according to the above two calculation formulas, knowing D₁、D₂And m₀On the premise of (2), the required output power can be obtained.

In some embodiments, D₁＝D₀/20, therefore D₁Much less than D₂At the moment, the pitching balance of the whole machine is adjusted through the change of the tail lifting force fan, and the static stability is high. Under the condition that the engine room carries goods, the allowable range of the gravity center of the whole machine is G₀Plus or minus 5% L (here, the range in the front-rear direction, the left-right direction is not considered at all). Due to the limitation of the carrying capacity of the airplane, the airplane usually does not fly fully, the weight of the cargos is limited to about 1/3 of the maximum load, and in this case, the front-rear gravity center range of the cargos is G₀And +/-15% L, and the gravity center range of the goods can be further widened under the condition of light load. The cargo hold of the airplane is high in stability and flexibility for carrying cargoes, and meanwhile, the pitching control stability of the airplane is also higher guaranteed, so that the safety of the airplane in the vertical take-off and landing and flying processes is guaranteed.

FIG. 10 shows that when the aircraft is loaded, the center of gravity of the whole aircraft is shifted backward (the center of gravity is shifted backward only in one case of the loaded aircraft) and the actual center of gravity of the aircraft is shifted to G₂The situation described above. If the aircraft is required to be raised and lowered vertically in a relatively smooth attitude, the main rotor 103 is controlled to tilt slightly forward while the tail rotor 108 is kept facing upward. After the main rotor 103 and the main engine 104 tilt forward, the projection line of the lift axis of the main engine 104 and the L₁Has an intersection point of G_M1，G_M1And G₂At a distance D from each other₁'，S_WAnd G₂At a distance D from each other₂', line of action of lift of main rotor 103 and L₁The included angle between the two is θ, and the output power of the main engine 104 and the tail engine 106 needs to be adjusted to satisfy: (1)2F_Z×sinθ×D₁'＝F_T×D₂'；(2)2F_Z×sinθ+F_T≥m₁g, and m₁Is the total mass of the aircraft after loading. Since the rotation axis of main rotor 103 is fixed, the value of θ, G, can be estimated by measuring the tilt angle of main rotor 103 (e.g., by an encoder)_M1Position of (D)₁Value of and D₂' to derive the required power of the main engine 104 and the tail engine 106.

Referring to fig. 11, when the aircraft is flying horizontally, the main rotor 103 tilts forward by a large angle, and the main rotor 103 provides both lift and drag for the flight of the aircraft, while air flowing through the main wing 102 generates lift at the main wing 102. Suppose that the center of gravity of the loaded aircraft in the state shown in FIG. 11 is G₃Total weight of the aircraft is m₂The magnitude of lift generated at the main wing 102 is F_JLift axis of main rotor 103 and G₃A distance of D₄Projection line of the lift axis of the main wing 102 and L₁Has an intersection point of G_W，G_WAnd G₃A distance D between₃Lift axis of tail rotor 108 and G₃A distance D between₅The axis projection line of the main rotor 103 and L₁Has an intersection point of G_M2Axis of main rotor 103 and L₁The included angle is gamma. If the horizontal flight is to be kept in a stable attitude, the following requirements are met: (1) f_W+2F_J+2F_Z×sinγ＝m₂g；(2)F_W×D₅+2F_Z×D₄＝2F_J×D₃。

The tilt rotor aircraft further comprises a fairing 112, the fairing 112 is connected with the tail part of the aircraft body 101, the fairing 112 is provided with a tail duct 111, the tail duct 111 penetrates through the fairing in the vertical direction, and the tail rotor 108 is arranged in the tail duct 111; the fairing 112 reduces the effect of the aircraft's air flow on the tail rotor 108 during flight and reduces drag on the rotation of the tail rotor 108. The tiltrotor aircraft further includes a support beam 110, the support beam 110 being connected to the tail duct tiltrotor mechanism 109, the support beam 110 being connected to the fairing 112, and the tail rotor 108 being connected to the support beam 110. The supporting beam 110 mainly serves as a middle engagement part, and the tail duct tilting mechanism 109 drives the supporting beam 110 to rotate, so as to drive the fairing 112 connected with the supporting beam 110 and the tail rotor 108 to tilt. The tail duct tilting mechanism 109 and the main tilting mechanism can be specifically set as motors. The support beam 110 may span the upper or lower side of the aft duct 111, and the aft end of the support beam 110 is connected to the cowling 112, which is advantageous in enhancing the structural stability of the support beam 110.

Referring to fig. 7, in other embodiments, tiltrotor aircraft further includes a tail assembly 701, the tail assembly 701 including a main body 703 and a horizontal tail 702, the main body 703 being connected to the aft end of the fairing 112, the horizontal tail 702 being connected to the main body 703, the horizontal tail 702 being capable of tilting up or down relative to the main body 703. When the horizontal rear wing 702 is tilted up or down, the air passing through the horizontal rear wing 702 applies a downward thrust or an upward thrust to the horizontal rear wing 702, thereby deflecting the entire aircraft tail downward or upward. The tail assembly 701 further comprises a vertical tail 704, the vertical tail 704 is connected with the main body 703, the vertical tail 704 is erected on the main body 703, and the vertical tail 704 can tilt leftwards or rightwards relative to the main body 703; when vertical tail fin 704 is tilted to the left or right, air flowing past vertical tail fin 704 applies a thrust to the right or left to vertical tail fin 704, thereby deflecting the entire aircraft tail to the right or left. That is, the provision of the horizontal rear wing 702 can control the pitch attitude of the aircraft, and the provision of the vertical rear wing 704 can control the left/right steering of the aircraft. The vertical rear wings 704 may be provided in two, and the two vertical rear wings 704 are respectively coupled to left and right sides of the main body 703 to increase the leftward or rightward thrust generated by the airflow, thereby improving the steering speed and sensitivity.

The combination of the tail duct tilt mechanism 109 and the tail lift fan 105 has been discussed above as being capable of controlling the pitch attitude and left/right steering of the aircraft, and therefore the tail assembly 701 is not necessary; on the basis of the tail duct tilting mechanism 109 and the tail lift fan 105, the tail fin assembly 701 which plays the same role is mainly arranged to improve the stability of the airplane in a high-speed flight state and enable the airplane to have higher horizontal steering maneuverability (smaller turning radius). It should be noted that the term "vertical" or "horizontal" used herein to describe the tail assembly 701 is mainly used to distinguish between two components lying and standing in the tail assembly 701, and it is not strictly limited that the horizontal tail 702 is horizontally disposed, and it is also strictly limited that the vertical tail 704 is vertical to the horizontal plane.

The output power or the output rotation speed of the tail motor 106 is high, and therefore, in order to control the rotation speed of the tail rotor 108 within a proper range, the tail lift fan 105 further includes a speed reduction mechanism, and the tail motor 106 is connected with the tail rotor 108 through the speed reduction mechanism, which may be a gear box in particular, and the speed reduction mechanism is used for reducing the rotation speed of the tail rotor 108 (the rotation speed of the tail rotor 108 is lower than the rotation speed of the output shaft of the tail motor 106). Generally speaking, the tail rotor 108 is located further from the aircraft center of gravity, and the thrust generated at the aircraft tail to adjust the aircraft pitch attitude or steering is not too great, so the power rating of the tail engine 106 may be set to be less than the power rating of the main engine 104, for example, when D₁Is D₀1/20, the power rating of the tail engine 106 may be set to 1/10, which is equal to the power rating of one of the main engines 104. To reduce the thrust generated at the tail of the aircraft and to reduce the bulk of the tail of the aircraft, the diameter of tail rotor 108 is smaller than the diameter of main rotor 103, e.g., the diameter of tail rotor 108 is 1/3 of the diameter of main rotor 103.

The embodiments of the present invention have been described in detail with reference to the accompanying drawings, but the present invention is not limited to the above embodiments, and various changes can be made within the knowledge of those skilled in the art without departing from the gist of the present invention. Furthermore, the embodiments of the present invention and the features of the embodiments may be combined with each other without conflict.

Claims

1. Tilt rotor aircraft, its characterized in that includes:

a body;

the tail lift fan comprises a tail engine and a tail rotor wing which are connected with each other, the tail rotor wing is installed at the tail part of the fuselage, and the tail engine is used for driving the tail rotor wing to rotate;

the tail duct tilting mechanism is connected with the tail rotor wing, and the tail duct tilting mechanism is used for driving the tail rotor wing to tilt leftwards or rightwards.

2. The tiltrotor aircraft of claim 1 further comprising a fairing coupled to the aft portion of the fuselage, the fairing defining a tail duct, the tail rotor being disposed in the tail duct.

3. The tiltrotor aircraft according to claim 2 further comprising a support beam connected to the aft duct tilt mechanism, the aft duct tilt mechanism capable of driving the support beam to rotate, the support beam connected to the fairing, and the aft rotor connected to the support beam.

4. A tiltrotor aircraft according to claim 3, wherein the support beam spans an upper or lower side of the tail duct.

5. The tiltrotor aircraft according to any one of claims 2 to 4 further comprising a tail assembly including a main body connected to the tail of the fairing and a horizontal tail connected to the main body, the horizontal tail being tiltable up or down relative to the main body.

6. The tiltrotor aircraft of claim 5 wherein the tail assembly further comprises a vertical tail connected to the body, the vertical tail being erected on the body, the vertical tail being tiltable to the left or right relative to the body.

7. A tiltrotor aircraft according to claim 6, wherein there are two of the vertical stabilizers, the two vertical stabilizers being connected to respective left and right sides of the main body.

8. A tiltrotor aircraft according to claim 1, wherein the tail lift fan further comprises a speed reduction mechanism through which the tail motor is coupled to the tail rotor, the speed reduction mechanism being configured to reduce the speed of the tail rotor.