CN220315292U - Aircraft with a plurality of aircraft body - Google Patents

Abstract

The utility model discloses an aircraft, which comprises: the tilting device comprises a base, a transmission mechanism arranged on the base, and a tilting motor arranged on the base, wherein the tilting motor is in driving connection with the transmission mechanism, the screw mechanism is connected with the transmission mechanism, the screw mechanism is provided with a rotation axis, the transmission mechanism is provided with a tilting axis for tilting the rotation axis relative to a first plane of the aircraft, and the first plane is limited by the front-back direction and the left-right direction of the aircraftMaking out _； The rotation axis is provided with a first tilting zone, and in the process that the rotation axis tilts in the first tilting zone, the change trend of the reduction ratio of the transmission mechanism is consistent with the change trend of the moment born by the tilting device so as to reduce the change amplitude of the output torque of the tilting motor, wherein the vector direction of the moment is the axial direction of the tilting axis. The technical scheme of the utility model aims to enable the variation amplitude of the output torque of the tilting motor to be smaller.

Description

Aircraft with a plurality of aircraft body

Technical Field

The utility model relates to the technical field of aircrafts, in particular to an aircraft.

Background

In the prior art, an aircraft comprises a tilting device and a propeller mechanism in driving connection with the tilting device. The tilting device is used for tilting the propeller mechanism, thereby providing flying power for the aircraft. For example, during the vertical take-off and landing of the aircraft, the rotation axis of the propeller mechanism extends in the up-down direction to provide take-off and landing power for the aircraft, and during the horizontal flight of the aircraft, the tilting device tilts the propeller mechanism so that the rotation axis of the propeller mechanism extends in the horizontal direction to provide horizontal flight power for the aircraft.

In the process of tilting of the rotation axis, the moment born by the tilting device can change, the output torque of the tilting motor of the tilting device can be increased along with the increase of the moment, so that the change amplitude of the output torque of the tilting motor can be larger, and the service life of the tilting motor can be lower. Therefore, the utility model provides an aircraft, which aims to ensure that the change amplitude of the output torque of a tilting motor is smaller, so that the service life of the tilting motor is longer.

Disclosure of Invention

The main purpose of the utility model is to provide an aircraft, which aims at enabling the variation amplitude of the output torque of a tilting motor to be smaller, so that the service life of the tilting motor is longer.

To achieve the above object, the present utility model provides an aircraft comprising:

the tilting device comprises a base, a transmission mechanism arranged on the base and a tilting motor arranged on the base, wherein the tilting motor is in driving connection with the transmission mechanism; and

a propeller mechanism connected to the transmission mechanism, the propeller mechanism having a rotation axis, the transmission mechanism having a tilting axis for tilting the rotation axis relative to a first plane of the aircraft, wherein the first plane is limited by a fore-and-aft direction and a side-to-side direction of the aircraft _；

The rotation axis is provided with a first tilting zone, in the process that the rotation axis tilts in the first tilting zone, the change trend of the reduction ratio of the transmission mechanism is consistent with the change trend of the moment born by the tilting device so as to reduce the change amplitude of the output torque of the tilting motor, wherein the vector direction of the moment is the axial direction of the tilting axis.

Optionally, the torque is from the weight, tension, overturning torque, and gyroscopic torque of the propeller mechanism.

Optionally, the moment is from a moment of an airflow of an external environment when the aircraft is flying acting on the tilting device.

Optionally, the torque is from the weight of the transmission.

Optionally, when the moment to which the tilting device is subjected reaches a maximum value, the rotation axis is located in the first tilting zone.

Optionally, the first tilting zone may be tilted by the rotation axis by an angle ranging from 30 ° to 50 °.

Optionally, during tilting of the rotation axis in the first tilting zone, the reduction ratio of the transmission mechanism ranges from 1 to 4.

Optionally, during tilting of the rotation axis in a first tilting direction, the rotation axis may pass through a flat-flight tilting position, a first tilting position, a second tilting position, and a vertical-flight tilting position in this order, the rotation axis having a second tilting section from the flat-flight tilting position to the first tilting position, the first tilting section from the first tilting position to the second tilting position, and a third tilting section from the second tilting position to the vertical-flight tilting position, during tilting of the rotation axis in the first tilting direction in the second tilting section, the reduction ratio of the transmission mechanism gradually decreases, and during tilting of the rotation axis in the first tilting direction in the third tilting section, the reduction ratio of the transmission mechanism gradually increases.

Optionally, during tilting of the rotation axis in the second tilting zone, the maximum value of the reduction ratio of the transmission mechanism ranges from 5 to 20.

Optionally, during tilting of the rotation axis in the third tilting zone, the maximum value of the reduction ratio of the transmission mechanism ranges from 6 to 20.

Optionally, the third tilting zone may be tilted by an angle of 10 ° -20 ° to the rotation axis.

Optionally, in the process that the rotation axis tilts in the first tilting direction in the first tilting zone, the reduction ratio of the transmission mechanism gradually increases, in the process that the rotation axis tilts in the first tilting zone, the maximum value of the reduction ratio of the transmission mechanism is a, and in the process that the rotation axis tilts in the second tilting zone, the maximum value of the reduction ratio of the transmission mechanism is B, and B is greater than a.

Optionally, during the process that the rotation axis is tilted from the flat-flying tilting position to the second tilting position, the moment received by the tilting device gradually increases, the rotation axis may sequentially pass through the flat-flying tilting position, the third tilting position, and the first tilting position, the first tilting position includes a fourth tilting position from the flat-flying tilting position to the third tilting position, and a fifth tilting position from the third tilting position to the first tilting position, during the process that the rotation axis is tilted in the first tilting position in the fourth tilting position, the reduction ratio of the transmission mechanism is C in a unit tilting angle, and during the process that the rotation axis is tilted in the first tilting position in the fifth tilting position, the reduction ratio of the transmission mechanism is D in a unit tilting angle, and C > D.

Optionally, the angle by which the rotation axis can be tilted by the fourth tilting zone is smaller than the angle by which the rotation axis can be tilted by the fifth tilting zone.

Optionally, the fourth tilting interval may be used for tilting the rotation axis by an angle ranging from 0 ° to 5 °, and the fifth tilting interval may be used for tilting the rotation axis by an angle ranging from 5 ° to 40 °.

Optionally, the transmission mechanism includes a linkage mechanism disposed on the base, the linkage mechanism has the tilting axis, and the tilting motor controls the tilting of the rotation axis around the tilting axis relative to the first plane through the linkage mechanism.

Optionally, in the process that the rotation axis tilts in the first tilting zone, a change trend of a reduction ratio of the link mechanism is consistent with a change trend of a moment received by the tilting device, wherein a vector direction of the moment is an axial direction of the tilting axis.

Optionally, the link mechanism includes with the screw motor mount pad of base swivelling joint, connect the connecting rod of screw motor mount pad, and connect the rocker of connecting rod, the tilting motor with the rocker drive is connected, the screw mechanism includes having the screw motor of axis of rotation, the screw motor is located screw motor mount pad, the motor mount pad has the axis of tilting.

Optionally, the tilting device further comprises an adapter seat arranged on the base, and the base is rotationally connected with the propeller motor mounting seat through the adapter seat.

Optionally, during the tilting of the rotation axis along the first tilting direction, the rotation axis may sequentially pass through a flat flight tilting position and a vertical flight tilting position, the propeller motor mount has a first abutting portion, the adaptor has a second abutting portion opposite to the first abutting portion in the first tilting direction, and when the rotation axis is tilted to the vertical flight tilting position, the first abutting portion abuts against the second abutting portion.

Optionally, during tilting of the rotation axis along the second tilting direction, the rotation axis may sequentially pass through a vertical flying tilting position and a horizontal flying tilting position, the link has a third abutting portion, the rocker has a fourth abutting portion opposite to the third abutting portion in the second tilting direction, and the third abutting portion abuts against the fourth abutting portion when the rotation axis is tilted to the horizontal flying tilting position.

Optionally, the propeller motor mount includes a mount body for the propeller motor is installed, and connects a plurality of support lugs of mount body, support lug with the base rotates to be connected, support lug has the axis of inclination.

Optionally, the tilting device further comprises an angle sensor to monitor the tilting angle of the propeller motor mount.

Optionally, the tilting device further comprises a worm connected with the tilting motor in a driving manner, a worm wheel matched with the worm, and a first rotating shaft connected with the worm wheel and the rocker, wherein the first rotating shaft is in rotating connection with the base.

Optionally, the tilting device further includes two rotating shaft supporting seats disposed on the base, one end of the first rotating shaft is rotatably connected to one rotating shaft supporting seat, and the other end of the first rotating shaft is rotatably connected to the other rotating shaft supporting seat.

Optionally, the tilting device further includes two worm support bases disposed on the base, one end of the worm is rotatably connected to one of the worm support bases, and the other end of the worm is rotatably connected to the other of the worm support bases.

Optionally, the tilting motor is connected with the worm through a decelerator.

Optionally, the tilting motor is in driving connection with the worm through a coupling.

Optionally, the worm is configured to self-lock with the worm gear such that the worm gear cannot drive the worm.

Optionally, the worm and the worm wheel realize self-locking through a brake pad.

Optionally, the first rotating shaft is parallel to the base, and the worm is arranged between the worm wheel and the base.

Optionally, the first rotating shaft is parallel to the base, and the length direction of the worm is the direction of the base towards the worm wheel.

In the technical scheme of the utility model, the aircraft comprises a tilting device and a propeller mechanism. The tilting device comprises a base, a transmission mechanism arranged on the base and a tilting motor arranged on the base, wherein the tilting motor is in driving connection with the transmission mechanism. The propeller mechanism is connected with the transmission mechanism, so that the tilting motor can drive the propeller mechanism by driving the transmission mechanism. The propeller mechanism has a rotational axis, which is understood to be the rotational axis of the propeller motor of the propeller mechanism. The transmission has a tilt axis for tilting the rotation axis relative to a first plane of the aircraft. In this way, the rotation axis can tilt relative to the first plane around the tilting axis under the driving of the tilting motor. Wherein the first plane is defined by a fore-aft direction and a left-right direction of the aircraft. The rotation axis has a first tilting zone, in particular a zone that the rotation axis sweeps over during tilting. In the process that the rotation axis tilts in the first tilting zone, the change trend of the reduction ratio of the transmission mechanism is consistent with the change trend of the moment received by the tilting device, so that the change range of the output torque of the tilting motor is reduced, wherein the vector direction of the moment is the axial direction of the tilting axis. That is, when the moment received by the tilting device is large, the reduction ratio of the transmission mechanism is also large, and when the moment received by the tilting device is small, the reduction ratio of the transmission mechanism is also small, so that the variation amplitude of the output torque of the tilting motor is small, and the service life of the tilting motor is long. In addition, the torque with smaller variation amplitude is easier to avoid the natural frequency of the aircraft, so that the occurrence of system resonance is reduced.

Drawings

In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings that are required in the embodiments or the description of the prior art will be briefly described, and it is obvious that the drawings in the following description are only some embodiments of the present utility model, and other drawings may be obtained according to the structures shown in these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic view of a tilting device according to an embodiment of the present utility model, wherein a rotation axis of the tilting device is located at a vertical fly tilting position;

FIG. 2 is a schematic view of the tilting device of FIG. 1 from another view;

FIG. 3 is a schematic view of the tilting device of FIG. 1 from another view;

FIG. 4 is a schematic view of the tilting device of FIG. 1 from another view;

FIG. 5 is a schematic view of the tilting device of FIG. 1, wherein the rotation axis of the tilting device is located at a flat fly tilting position;

FIG. 6 is a cross-sectional F-F view of the tilting device of FIG. 5;

FIG. 7 is a schematic view of a tilting device according to another embodiment of the present utility model;

fig. 8 is a graph showing the relationship between the torque received by the tilting device and the reduction ratio of the transmission mechanism with respect to the tilting angle.

Reference numerals illustrate:

the achievement of the objects, functional features and advantages of the present utility model will be further described with reference to the accompanying drawings, in conjunction with the embodiments.

Detailed Description

The following description of the embodiments of the present utility model will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.

It should be noted that all directional indications (such as up, down, left, right, front, and rear … …) in the embodiments of the present utility model are merely used to explain the relative positional relationship between the components, the movement condition, etc. in a specific posture, and if the specific posture is changed, the directional indication is changed accordingly.

In the present utility model, unless specifically stated and limited otherwise, the terms "connected," "affixed," and the like are to be construed broadly, and for example, "affixed" may be a fixed connection, a removable connection, or an integral body; can be mechanically or electrically connected; either directly or indirectly through intermediaries, or in abutment, or in communication between two elements or in interaction with each other, unless explicitly defined otherwise. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.

In addition, if there is a description of "first", "second", etc. in the embodiments of the present utility model, the description of "first", "second", etc. is for descriptive purposes only and is not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In addition, the meaning of "and/or" as it appears throughout includes three parallel schemes, for example "A and/or B", including the A scheme, or the B scheme, or the scheme where A and B are satisfied simultaneously. In addition, the technical solutions of the embodiments may be combined with each other, but it is necessary to base that the technical solutions can be realized by those skilled in the art, and when the technical solutions are contradictory or cannot be realized, the combination of the technical solutions should be considered to be absent and not within the scope of protection claimed in the present utility model.

In the prior art, an aircraft comprises a tilting device and a propeller mechanism in driving connection with the tilting device. The tilting device is used for tilting the propeller mechanism, thereby providing flying power for the aircraft. For example, during the vertical take-off and landing of the aircraft, the rotation axis of the propeller mechanism extends in the up-down direction to provide take-off and landing power for the aircraft, and during the horizontal flight of the aircraft, the tilting device tilts the propeller mechanism so that the rotation axis of the propeller mechanism extends in the horizontal direction to provide horizontal flight power for the aircraft.

In the process of tilting of the rotation axis, the moment born by the tilting device can change, the output torque of the tilting motor of the tilting device can be increased along with the increase of the moment, so that the change amplitude of the output torque of the tilting motor can be larger, and the service life of the tilting motor can be lower. Therefore, the utility model provides an aircraft, which aims to ensure that the change amplitude of the output torque of a tilting motor is smaller, so that the service life of the tilting motor is longer.

Referring to fig. 1 to 8, in an embodiment of the present utility model, the aircraft includes a tilting device 100 and a propeller mechanism. The tilting device 100 includes a base 200, a transmission mechanism provided on the base 200, and a tilting motor 800 provided on the base 200, wherein the tilting motor 800 is in driving connection with the transmission mechanism. The propeller mechanism is connected to the transmission mechanism, and thus, the tilting motor 800 can drive the propeller mechanism by driving the transmission mechanism. The propeller mechanism has a rotational axis, which is understood to be the rotational axis of the propeller motor 900 of the propeller mechanism. The transmission has a tilt axis for tilting the rotation axis relative to a first plane of the aircraft. As such, the rotation axis may be tilted with respect to the first plane about the tilt axis upon driving of the tilt motor 800. Wherein the first plane is defined by a fore-aft direction and a left-right direction of the aircraft. The rotation axis has a first tilting zone, in particular a zone that the rotation axis sweeps over during tilting. In the process that the rotation axis tilts in the first tilting zone, the change trend of the reduction ratio of the transmission mechanism is consistent with the change trend of the moment received by the tilting device 100, so as to reduce the change amplitude of the output torque of the tilting motor 800, wherein the vector direction of the moment is the axial direction of the tilting axis. That is, when the moment to which the tilting device 100 receives is greater during the tilting process of the first tilting zone, the reduction ratio of the transmission mechanism will be greater, and when the moment to which the tilting device 100 receives is smaller, the reduction ratio of the transmission mechanism will be smaller, so that the variation range of the output torque of the tilting motor 800 is smaller, thereby making the service life of the tilting motor 800 longer. In addition, the torque with smaller variation amplitude is easier to avoid the natural frequency of the aircraft, so that the occurrence of system resonance is reduced.

The step of reducing the variation range of the output torque of the tilting motor 800 means that the variation range of the output torque of the tilting motor 800 is made smaller than a preset variation range.

There are many sources of torque but ultimately the torque may be converted to torque on the tilting device 100, alternatively in one embodiment the torque is from the weight, tension, tipping torque, and gyroscopic torque of the propeller mechanism. The gravity, tension, overturning moment and gyroscopic moment of the propeller mechanism can be obtained from the flight envelope. Optionally, in an embodiment, the moment is from the moment of the air flow of the external environment acting on the tilting device 100 while the aircraft is in flight. The moment of the air flow acting on the tilting device 100 may be obtained from the flight envelope. Optionally, in an embodiment, the torque is from the weight of the transmission.

In the prior art, when the torque to which the tilting device 100 is subjected reaches a maximum value, the output torque of the tilting motor 800 also reaches a maximum value, so that the tilting motor 800 with a larger power is selected according to the maximum output torque, thereby making the production cost of the aircraft higher, and in order to reduce the power required by the tilting motor 800 and reduce the production cost of the aircraft, optionally, in an embodiment, when the torque to which the tilting device 100 is subjected reaches a maximum value, the rotation axis is located in the first tilting zone. In this way, in the first interval, when the moment to which the tilting device 100 is subjected reaches the maximum value, the reduction ratio of the transmission mechanism reaches the maximum value, so that the output torque of the tilting motor 800 is smaller, and thus the power of the tilting motor 800 can be smaller, and the production cost of the aircraft is further reduced.

Optionally, in an embodiment, the first tilting zone may be tilted by an angle of 30 ° -50 ° with respect to the rotation axis. Thus, the ratio of the tilting angle of the first tilting zone for the rotation axis to the tilting maximum angle of the rotation axis is larger. In this way, the change amplitude of the torque output by the tilting motor 800 is small in the whole tilting process of the rotation axis, so that the service life of the tilting motor 800 is long. However, the present design is not limited thereto, and in other embodiments, the first tilting zone may be used for tilting the rotation axis by an angle ranging from 0 ° to 90 °.

Optionally, in an embodiment, during tilting of the rotation axis in the first tilting zone, the reduction ratio of the transmission ranges from 1 to 4. In this way, a lower reduction ratio facilitates a quick response of the transmission, thereby facilitating a faster reaching of the desired tilting position of the axis of rotation.

Alternatively, in an embodiment, during tilting of the rotation axis in the first tilting direction, the rotation axis may pass through the flat fly tilting position, the first tilting position, the second tilting position, and the vertical fly tilting position in this order. When the rotation axis tilts to the flat flight tilting position, the propeller mechanism can provide flat flight power for the aircraft, and when the rotation axis tilts to the vertical flight tilting position, the propeller mechanism can provide lifting power for the aircraft. Without loss of generality, when the rotation axis is located at the flat fly tilting position, an included angle formed by the rotation axis and the first plane is 0 degrees, in practical situations, an error of 5 degrees is allowed, and when the rotation axis is located at the vertical fly tilting position, an included angle formed by the rotation axis and the first plane is 90 degrees, in practical situations, an error of 5 degrees is allowed. The rotation axis has a second tilting zone from the flat fly tilting position to the first tilting position, a first tilting zone from the first tilting position to the second tilting position, and a third tilting zone from the second tilting position to the vertical fly tilting position. In the process that the rotation axis tilts in the second tilting zone along the first tilting direction, the reduction ratio of the transmission mechanism gradually decreases, namely, in the process that the rotation axis tilts in the second tilting zone along the direction from the vertical flying tilting position to the horizontal flying tilting position, the reduction ratio of the transmission mechanism gradually increases, and in the second tilting zone, the maximum value of the reduction ratio of the transmission mechanism is in the horizontal flying tilting position. It will be appreciated that the greater the reduction ratio, the smaller the angle of rotation of the rotation axis at the same number of turns of the output shaft of the tilting motor 800, which is advantageous for more precisely controlling the rotation axis to reach the flat fly tilting position. During the process that the rotation axis tilts in the first tilting direction in the third tilting zone, the reduction ratio of the transmission mechanism is gradually increased. In this way, in the third tilting zone, the maximum value of the reduction ratio of the transmission mechanism is at the vertical flight tilting position. In this way, it is advantageous to more precisely control the arrival of the rotation axis at the vertical fly tilt position.

Specifically, referring to fig. 8, in the image, the value of the tilting angle is the x-axis, the value of the reduction ratio is the y 1-axis, and the line of the reduction ratio is G, and in the image, the image of the reduction ratio of the transmission mechanism in the second tilting section is represented in the 0-b section, the image of the reduction ratio of the transmission mechanism in the first tilting section is represented in the b-c section, and the image of the reduction ratio of the transmission mechanism in the third tilting section is represented in the c-d section.

However, the present design is not limited thereto, and in other embodiments, the tilting angle of the first tilting zone for the rotation axis is the maximum tilting angle of the rotation axis. In this way, the change amplitude of the torque output by the tilting motor 800 is small in the whole tilting process of the rotation axis, so that the service life of the tilting motor 800 is long.

Optionally, in an embodiment, during tilting of the rotation axis in the second tilting interval, the maximum value of the reduction ratio of the transmission ranges from 5 to 20. In this way, a larger reduction ratio is advantageous for more precise control of the axis of rotation to the flat fly tilting position.

Optionally, in an embodiment, during tilting of the rotation axis in the third tilting interval, the maximum value of the reduction ratio of the transmission ranges from 6 to 20. In this way, a larger reduction ratio is advantageous for more precise control of the axis of rotation to the vertical fly tilt position.

Optionally, in an embodiment, the third tilting zone may be tilted by an angle of the rotation axis in the range of 10 ° -20 °. Therefore, the ratio of the tilting angle of the rotation axis to the tilting maximum angle of the rotation axis in the third tilting zone is smaller, so that more zones are made for the first tilting zone, and the ratio of the tilting angle of the rotation axis in the first tilting zone to the tilting maximum angle of the rotation axis is larger. In this way, in the process of tilting the rotation axis, the change amplitude of the torque output by the tilting motor 800 is small, so that the service life of the tilting motor 800 is long.

Optionally, in an embodiment, during the tilting of the rotation axis in the first tilting direction in the first tilting zone, the reduction ratio of the transmission mechanism gradually increases, during the tilting of the rotation axis in the first tilting zone, the maximum value of the reduction ratio of the transmission mechanism is a, and during the tilting of the rotation axis in the second tilting zone, the maximum value of the reduction ratio of the transmission mechanism is B, wherein B is greater than a. In the process that the rotation axis tilts in the third tilting zone along the first tilting direction, the reduction ratio of the transmission mechanism is gradually increased. In this context, the maximum value of the reduction ratio of the transmission during tilting of the axis of rotation in the third tilting interval is defined as E. It is available that E is greater than A. In this way, when the rotation axis is close to the flat-flight tilting position and the vertical-flight tilting position, the transmission mechanism has a larger reduction ratio, and when the rotation axis tilts in the first tilting zone, the transmission mechanism has a smaller reduction ratio, so that the tilting device 100 can control the rotation axis to be more accurate when the rotation axis is controlled to be in the flat-flight tilting position and the vertical-flight tilting position, and the tilting device 100 can more rapidly pass through the first tilting zone, so that the rotation axis can more rapidly reach the flat-flight tilting position and the vertical-flight tilting position.

It should be noted that, alternatively, in an embodiment, the moment to which the tilting device 100 is subjected gradually increases during the tilting of the rotation axis from the flat fly tilting position to the second tilting position. It can be appreciated that the trend of the reduction ratio of the transmission mechanism is different from the trend of the moment applied to the tilting device 100 during the tilting of the rotation axis in the second tilting zone. This is to achieve a more precise control of the tilting device 100 when the rotation axis is near the flat fly tilting position. Of course, in other embodiments, in order to make the variation amplitude of the torque output by the tilting motor 800 smaller during the tilting of the rotation axis, the variation trend of the reduction ratio of the transmission mechanism during the tilting of the rotation axis in the second tilting interval may be consistent with the variation trend of the torque received by the tilting device 100. Referring specifically to fig. 8, the value of the moment applied to the tilting mechanism is the y2 axis, and the line of the moment is M, with the value of the tilting angle being the x axis.

Further optionally, in an embodiment, the moment experienced by the tilting device 100 is gradually reduced during tilting of the rotation axis from the second tilting position to the boomerang tilting position. It can be appreciated that the trend of the reduction ratio of the transmission mechanism is different from the trend of the moment applied to the tilting device 100 during the tilting of the rotation axis in the third tilting zone. This is to achieve a more precise control of the tilting device 100 when the rotation axis is near the flat fly tilting position. Of course, in other embodiments, in order to make the variation amplitude of the torque output by the tilting motor 800 smaller during the tilting of the rotation axis, the variation trend of the reduction ratio of the transmission mechanism during the tilting of the rotation axis in the third tilting interval may be consistent with the variation trend of the torque received by the tilting device 100.

Optionally, in an embodiment, during the process of tilting the rotation axis from the flat-fly tilting position to the second tilting position, the moment applied to the tilting device 100 gradually increases, the rotation axis may sequentially pass through the flat-fly tilting position, the third tilting position, and the first tilting position, the first tilting region includes a fourth tilting region from the flat-fly tilting position to the third tilting position, and a fifth tilting region from the third tilting position to the first tilting position, during the process of tilting the rotation axis in the first tilting direction in the fourth tilting region, the reduction ratio of the transmission mechanism is C, and during the process of tilting the rotation axis in the first tilting direction in the fifth tilting region, the reduction ratio of the transmission mechanism is D, and C > D. Referring to fig. 8, in the image, the value of the tilting angle is the x-axis, the value of the reduction ratio is the y 1-axis, and the line of the reduction ratio is the G, in which the image of the reduction ratio of the transmission mechanism in the fourth tilting section is represented in the 0-a section, the image of the reduction ratio of the transmission mechanism in the fifth tilting section is represented in the a-b section, it can be seen that the line of the reduction ratio is steeper in the fourth tilting section, and the line of the reduction ratio is slower in the fifth tilting section. In this way, the reduction ratio can be quickly reduced to a relatively low value in the process of tilting the rotation axis from the flat-flying tilting position to the vertical-flying tilting position, so that the reduction ratio of the transmission mechanism is lower when the rotation device is subjected to a moment with a lower value, and the average change amplitude of the torque output by the tilting motor 800 is smaller in the process of tilting the rotation axis. In addition, in the image, the line of the reduction ratio of the fifth tilting zone is gentle, so that transition is provided for the fourth tilting zone and the first tilting zone, and the difficulty in designing a transmission mechanism is reduced.

Optionally, in an embodiment, the angle of inclination of the rotation axis in the fourth tilting zone is smaller than the angle of inclination of the rotation axis in the fifth tilting zone. In this way, it is advantageous to further increase the value of C and further decrease the value of D. In this way, the reduction ratio can be reduced to a relatively low value more quickly in the process of tilting the rotation axis from the flat-flying tilting position to the vertical-flying tilting position, so that the reduction ratio of the transmission mechanism is lower when the rotation device is subjected to a moment with a lower value, and the change amplitude of the torque output by the tilting motor 800 is smaller in the process of tilting the rotation axis. In addition, in the image, the line of the reduction ratio of the fifth tilting zone is more gentle, so that transition is provided for the fourth tilting zone and the first tilting zone, and the difficulty in designing a transmission mechanism is reduced.

Optionally, in an embodiment, the fourth tilting interval may be tilted by an angle of 0 ° -5 °, and the fifth tilting interval may be tilted by an angle of 5 ° -40 °. Thus, the size of the fourth tilting zone can be made to differ greatly from the size of the fifth tilting zone.

Optionally, in an embodiment, the transmission mechanism includes a link mechanism 330 disposed on the base 200, where the link mechanism 330 has a tilting axis, the tilting motor 800 controls the tilting of the rotation axis relative to the first plane through the link mechanism 330, and the reduction ratio is a reduction ratio of the link mechanism 330. However, the present design is not limited thereto, and in other embodiments, the transmission mechanism includes a gear mechanism disposed on the base 200, the gear mechanism has a tilting axis, and the tilting motor 800 controls the tilting of the rotation axis relative to the first plane through the gear mechanism.

Optionally, in an embodiment, during the process that the rotation axis tilts in the first tilting zone, the change trend of the reduction ratio of the link 330 mechanism is consistent with the change trend of the moment received by the tilting device 100, wherein the vector direction of the moment is the axial direction of the tilting axis. In this manner, the transmission mechanism can be designed by designing the linkage 330 mechanism.

Optionally, in an embodiment, the link 330 mechanism includes a propeller motor mount 310 rotatably connected to the base 200, a link 330 connected to the propeller motor mount 310, and a rocker 340 connected to the link 330, the tilting motor 800 is drivingly connected to the rocker 340, the propeller mechanism includes a propeller motor 900 having a rotation axis, the propeller motor 900 is disposed on the propeller motor mount 310, and the propeller motor mount 310 has a tilting axis. In this way, the tilting motor 800 may drive the rocker 340 to rotate, the rocker 340 drives the connecting rod 330 to move, and the connecting rod 330 drives the propeller motor mounting seat 310 to move, so as to drive the propeller motor 900 disposed on the propeller motor mounting seat 310 to tilt.

Optionally, in an embodiment, the tilting device 100 further includes an adapter 400 disposed on the base 200, and the base 200 is rotatably connected to the propeller motor mount 310 through the adapter 400. Thus, the difficulty of processing the base 200 can be reduced. Of course, in other embodiments, the propeller motor mount 310 may also be directly rotatably coupled to the base 200 to reduce the assembly steps of the tilting device 100.

Optionally, in an embodiment, during the tilting of the rotation axis along the first tilting direction, the rotation axis may sequentially pass through the flat-fly tilting position and the vertical-fly tilting position, the propeller motor mount 310 has a first abutment portion, the adaptor 400 has a second abutment portion 410 opposite to the first abutment portion in the first tilting direction, and when the rotation axis is tilted to the vertical-fly tilting position, the first abutment portion abuts against the second abutment portion 410. In this way, when the tilting motor 800 is out of control, the rotation axis continues to tilt along the first tilting direction beyond the vertical flying tilting position, thereby reducing the occurrence of accidents of the aircraft.

Optionally, in an embodiment, during the tilting of the rotation axis along the second tilting direction, the rotation axis may sequentially pass through the vertical and horizontal tilting positions, the link 330 has a third abutment portion, and the rocker 340 has a fourth abutment portion opposite to the third abutment portion in the second tilting direction, and when the rotation axis is tilted to the horizontal tilting position, the third abutment portion abuts against the fourth abutment portion. In this way, when the tilting motor 800 is out of control, the rotation axis continues to tilt along the second tilting direction beyond the flat flying tilting position, thereby reducing the occurrence of accidents of the aircraft.

Optionally, in an embodiment, the propeller motor mount 310 includes a mount body 311 for mounting the propeller motor 900, and a plurality of support lugs 312 coupled to the mount body 311, the support lugs 312 being rotatably coupled to the base 200, the support lugs 312 having a tilt axis. The plurality of supporting lugs 312 provide more connection structures for the connection base 200 of the mounting base body 311, so that the mounting base body 311 can be more stable in the rotation process.

Optionally, in an embodiment, the tilting device 100 further comprises an angle sensor 700 to monitor the tilting angle of the propeller motor mount 310. Therefore, the tilting angle of the rotating axis can be monitored by monitoring the tilting angle of the motor mounting seat, so that the angle change of the rotating axis can be monitored in real time. The angle sensor 700 may also be connected to a flight tube computer for data support for control of the aircraft for the tilting device 100 and subsequent mechanical optimization. Further, in an embodiment, the tilting device 100 further includes a sensor support base 710 disposed on the base 200, the angle sensor 700 is disposed on the sensor support base 710, and the angle sensor 700 is connected to the propeller motor mount 310 through an adapter. However, the present design is not limited thereto, and in other embodiments, the angle sensor 700 may be configured as a contactless angle sensor 700.

Optionally, in an embodiment, the tilting device 100 further includes a worm 520 drivingly connected to the tilting motor 800, a worm wheel 510 mated to the worm 520, and a first shaft 600 connecting the worm wheel 510 and the rocker 340, the first shaft 600 being rotatably connected to the base 200. In this way, the tilting motor 800 can reduce the force transmitted when the propeller mechanism tilts through the worm gear 520, so as to avoid the overlarge force born by the output shaft of the tilting motor 800, thereby prolonging the service life of the tilting motor 800.

Optionally, in an embodiment, the tilting device 100 further includes two shaft supporting seats 610 disposed on the base 200, one end of the first shaft 600 is rotatably connected to one shaft supporting seat 610, and the other end of the first shaft 600 is rotatably connected to the other shaft supporting seat 610. In this way, the two shaft support bases 610 provide support for the first shaft 600, so that the shaft rotates more stably, and in addition, the force applied to the output shaft of the tilting motor 800 is reduced, thereby prolonging the service life of the tilting motor 800.

Optionally, in yet another embodiment, the tilting device 100 further includes a tilting motor mount 810 for mounting the tilting motor 800, and a worm 520 mount for mounting the worm 520, and the tilting motor mount 810 and the worm 520 mount are connected to the two rotating shaft support bases 610 to increase the support rigidity of the rotating shaft support base 610.

Optionally, in an embodiment, the tilting device 100 further includes two worm support bases 530 disposed on the base 200, one end of the worm 520 is rotatably connected to one worm support base 530, and the other end of the worm 520 is rotatably connected to the other worm support base 530. In this way, the two worm support seats 530 provide support for the worm 520, so that the worm 520 rotates more smoothly, and in addition, the force applied to the output shaft of the tilting motor 800 is reduced, thereby prolonging the service life of the tilting motor 800.

Alternatively, in one embodiment, the tilt motor 800 is coupled to the worm 520 via a decelerator. In this way, the stress of the worm wheel 510 and the worm 520 can be reduced, and the safety margin of the worm wheel 510 and the worm 520 can be improved.

Alternatively, in one embodiment, the tilt motor 800 is drivingly connected to the worm 520 via a coupling 820. In this way, the impact caused by the fluctuation of the moment is isolated by the coupling 820, protecting the tilting drive motor.

Optionally, in an embodiment, the worm 520 is configured to self-lock with the worm gear 510 such that the worm gear 510 cannot drive the worm 520. In this way, it is achieved that the worm wheel 510 cannot drive the worm 520 at any tilting position of the rotation axis, reducing the force transmitted to the tilting motor 800 by the propeller mechanism during tilting of the rotation axis, thereby extending the service life of the tilting motor 800. However, the present design is not limited thereto, and in one embodiment, the worm 520 and worm gear 510 are self-locking by the brake pads.

The worm 520 may be positioned in a wide variety of locations, and optionally, in one embodiment, the first rotation axis 600 is parallel to the base 200, with the worm 520 being positioned between the worm gear 510 and the base 200. Optionally, in yet another embodiment, the first rotation shaft 600 is parallel to the base 200, and the length direction of the worm 520 is the direction of the base 200 toward the worm wheel 510. Therefore, the sequential installation sequence of the worm wheel 510 and the worm 520 is not required, and the maintenance of the worm wheel and the worm 520 is convenient.

The foregoing description is only of the optional embodiments of the present utility model, and is not intended to limit the scope of the utility model, and all the equivalent structural changes made by the description of the present utility model and the accompanying drawings or the direct/indirect application in other related technical fields are included in the scope of the utility model.

Claims (20)

1. An aircraft, comprising:

the tilting device comprises a base, a transmission mechanism arranged on the base and a tilting motor arranged on the base, wherein the tilting motor is in driving connection with the transmission mechanism; and

a propeller mechanism connected to the transmission mechanism, the propeller mechanism having a rotation axis, the transmission mechanism having a tilt axis for tilting the rotation axis relative to a first plane of the aircraft A line, wherein the first plane is limited by the fore-aft direction and the left-right direction of the aircraft _；

The rotation axis is provided with a first tilting zone, in the process that the rotation axis tilts in the first tilting zone, the change trend of the reduction ratio of the transmission mechanism is consistent with the change trend of the moment born by the tilting device so as to reduce the change amplitude of the output torque of the tilting motor, wherein the vector direction of the moment is the axial direction of the tilting axis.

2. The aircraft of claim 1, wherein the torque is from the weight, tension, overturning torque, and gyroscopic torque of the propeller mechanism;

and/or the moment is from the moment of the airflow of the external environment acting on the tilting device when the aircraft flies;

and/or the moment comes from the gravity of the transmission mechanism.

3. The vehicle of claim 1, wherein the axis of rotation is located in the first tilting zone when the moment experienced by the tilting device reaches a maximum.

4. The aircraft of claim 1, wherein the first tilting zone is tiltable by the axis of rotation through an angle in the range of 30 ° -50 °;

And/or in the process that the rotation axis tilts in the first tilting zone, the reduction ratio of the transmission mechanism ranges from 1 to 4.

5. The aircraft of claim 1, wherein the rotation axis is sequentially subject to a flat fly tilt, a first tilt, a second tilt, and a vertical fly tilt during tilting of the rotation axis in a first tilt direction, the rotation axis having a second tilt interval from the flat fly tilt to the first tilt, a first tilt interval from the first tilt to the second tilt, and a third tilt interval from the second tilt to the vertical fly tilt, the reduction ratio of the transmission mechanism gradually decreasing during tilting of the rotation axis in the first tilt direction in the second tilt interval, and the reduction ratio of the transmission mechanism gradually increasing during tilting of the rotation axis in the first tilt direction in the third tilt interval.

6. The aircraft of claim 5, wherein a maximum value of deceleration of the transmission during tilting of the axis of rotation in the second tilting interval ranges from 5 to 20;

And/or, in the process that the rotation axis tilts in the third tilting zone, the maximum value of the reduction ratio of the transmission mechanism ranges from 6 to 20;

and/or the third tilting zone can be used for tilting the rotation axis by an angle ranging from 10 degrees to 20 degrees;

and/or in the process that the rotation axis tilts in the first tilting zone along the first tilting direction, the reduction ratio of the transmission mechanism is gradually increased, the maximum value of the reduction ratio of the transmission mechanism is A in the process that the rotation axis tilts in the first tilting zone, and the maximum value of the reduction ratio of the transmission mechanism is B in the process that the rotation axis tilts in the second tilting zone, wherein B is larger than A.

7. The aircraft of claim 5, wherein the moment to which the tilting device is subjected gradually increases during tilting of the rotation axis from the flat-flight tilting position to the second tilting position, the rotation axis passing through the flat-flight tilting position, a third tilting position, and the first tilting position in this order, the first tilting region including a fourth tilting region from the flat-flight tilting position to the third tilting position, and a fifth tilting region from the third tilting position to the first tilting position, the reduction ratio of the transmission mechanism changing by an amount C per unit tilting angle during tilting of the rotation axis in the first tilting direction, and the reduction ratio of the transmission mechanism changing by an amount D per unit tilting angle during tilting of the rotation axis in the first tilting direction by an amount D, C > D.

8. The aircraft of claim 7, wherein the fourth tilting zone is tiltable by an angle that is less than the angle by which the fifth tilting zone is tiltable by the axis of rotation.

9. The aircraft of claim 8, wherein the fourth tilting interval is in the range of 0 ° -5 ° for tilting the axis of rotation and the fifth tilting interval is in the range of 5 ° -40 ° for tilting the axis of rotation.

10. The vehicle of claim 1, wherein the transmission mechanism includes a linkage mechanism provided to the base, the linkage mechanism having the tilt axis, the tilt motor controlling tilting of the rotation axis about the tilt axis relative to the first plane via the linkage mechanism.

11. The aircraft of claim 10, wherein a trend of a change in the reduction ratio of the link mechanism coincides with a trend of a moment received by the tilting device during tilting of the rotation axis in the first tilting zone, wherein a vector direction of the moment is an axial direction of the tilting axis.

12. The aircraft of claim 10, wherein the linkage includes a propeller motor mount rotatably coupled to the base, a link coupled to the propeller motor mount, and a rocker coupled to the link, the tilt motor being drivingly coupled to the rocker, the propeller mechanism including a propeller motor having the axis of rotation, the propeller motor being disposed in the propeller motor mount, the propeller motor mount having the tilt axis.

13. The vehicle of claim 12, wherein the tilting device further comprises an adapter provided to the base, the base being rotatably coupled to the propeller motor mount via the adapter.

14. The aircraft of claim 13, wherein the rotational axis is sequentially subject to a flat fly tilt position and a vertical fly tilt position during tilting of the rotational axis in a first tilt direction, the propeller motor mount having a first abutment, the adapter having a second abutment opposite the first abutment in the first tilt direction, the first abutment abutting the second abutment when the rotational axis is tilted to the vertical fly tilt position.

15. The aircraft of claim 12, wherein the rotational axis is sequentially pivotable through a vertical fly tilt position and a horizontal fly tilt position during tilting of the rotational axis in a second tilt direction, the link having a third abutment, the rocker having a fourth abutment opposite the third abutment in the second tilt direction, the third abutment abutting the fourth abutment when the rotational axis is tilted to the horizontal fly tilt position;

And/or, the propeller motor mounting seat comprises a mounting seat body for mounting the propeller motor and a plurality of supporting lugs connected with the mounting seat body, wherein the supporting lugs are rotationally connected with the base, and the supporting lugs are provided with the tilting axis;

and/or the tilting device further comprises an angle sensor for monitoring the tilting angle of the propeller motor mounting seat.

16. The vehicle of claim 12, wherein the tilting device further comprises a worm drivingly connected to the tilting motor, a worm gear mated to the worm, and a first shaft connecting the worm gear and the rocker, the first shaft being rotatably connected to the base.

17. The vehicle of claim 16, wherein the tilting device further comprises two shaft support bases provided on the base, one end of the first shaft is rotatably connected to one of the shaft support bases, and the other end of the first shaft is rotatably connected to the other shaft support base;

and/or, the tilting device further comprises two worm support seats arranged on the base, one end of the worm is rotatably connected with one worm support seat, and the other end of the worm is rotatably connected with the other worm support seat;

And/or the tilting motor is connected with the worm through a speed reducer;

and/or the tilting motor is in driving connection with the worm through a coupler.

18. The aircraft of claim 16, wherein the worm is configured to self-lock with the worm gear such that the worm gear cannot drive the worm.

19. The vehicle of claim 18, wherein the worm and worm gear are self-locking by a brake pad.

20. The vehicle of claim 16, wherein the first axis of rotation is parallel to the base, and the worm is disposed between the worm gear and the base;

or the first rotating shaft is parallel to the base, and the length direction of the worm is the direction of the base towards the worm wheel.