CN220884820U - Foldable tilting rotor craft - Google Patents

Abstract

The utility model discloses a foldable tilting rotor aircraft, which comprises a fuselage, wings, a horizontal tail wing and a vertical tail wing, wherein the wings are symmetrically arranged on two sides of the fuselage in an upper single-wing layout mode, each wing comprises an inner wing section and an outer wing section, a pair of tilting rotor groups extend outwards in the machine head direction at the junction of the inner wing section and the outer wing section, a lifting rotor retraction cabin is arranged at the tail end of the fuselage, and a pair of lifting rotor groups extend outwards in the wing direction at the tail end of the lifting rotor retraction cabin. The utility model effectively combines the traditional multi-rotor aircraft with the fixed-wing aircraft, not only maintains the vertical take-off and landing characteristics and the hovering characteristics of the multi-rotor aircraft, but also maintains the better acceleration characteristics and the higher front flying speed characteristics of the fixed-wing aircraft; meanwhile, through the mode of extending the rotor arm outwards, the interference of rotor wake flow of the aircraft on wings and a fuselage in a vertical take-off and landing posture is effectively reduced, and meanwhile, the wind resistance of the aircraft in the state is improved.

Description

Foldable tilting rotor craft

Technical Field

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

Background

In recent years, with the diversification of flight tasks, the conventional manned aircraft has failed to meet the requirements of various complex and diverse flight tasks. With the continuous development of electronic science and technology and aerodynamics, unmanned aerial vehicle technology is developed frequently. Unmanned vehicles have the advantages of low manufacturing cost, simple operation, high maneuvering performance and the like, and in many military and civil fields, unmanned vehicles have been replaced by unmanned vehicles. The unmanned aerial vehicle can execute various dangerous tasks and ensure the personal safety of flight personnel. The field of unmanned aerial vehicles has become a research hot spot for various aviation enterprises and aviation scientific research institutions, and the traditional unmanned aerial vehicle has two forms of fixed wings and multiple rotors.

The fixed wing aircraft has the advantages of low production cost, high flying speed, high flying efficiency, long endurance time and the like, can rapidly complete a long-distance flying task, and is widely applied to the military and civil fields. For example, the new generation of military and civil dual-purpose reconnaissance and beaten integrated aircraft pterosaur 2 has the advantages of multiple purposes, long endurance and the like, can be provided with various reconnaissance and survey equipment and space-to-ground batting weapons, and is widely applied to the fields of anti-terrorism, border patrol, geological investigation and the like. However, the fixed wing aircraft cannot realize hovering flight, and a runway is required during take-off and landing, so that the fixed wing aircraft has high limit on working environment.

For many rotor crafts, have easy operation, can hover work, but vertical take off and land, the advantage such as not high to take off and land condition requirement, be applicable to multiple operational environment. Such as imperial series aircrafts, have advantages such as flexible operation, high stability, etc., and are popular among the fields such as aerial photography, geological mapping, etc. However, the multi-rotor aircraft has the defects of larger resistance, lower flat flight speed, short working time and the like during flight, and limits the capability of the multi-rotor aircraft to finish flight tasks with high maneuverability requirements and long-time endurance requirements.

The fixed wing aircraft and the multi-rotor aircraft have advantages and disadvantages, and the fixed wing aircraft capable of taking off and landing vertically can better integrate the advantages of the two aircraft. The aircraft can take off and land vertically, is suitable for various working occasions, has lower resistance in cruising flight, higher flight speed and higher maneuverability, and is a research hotspot in the field of current aircrafts. For GREASED LIGHTNING (lightning) GL-10, there are 10 rotor wings, 8 are located on the wings, 2 are located on the tail wing, so that it can be vertically taken off and landing like helicopter, and can also be cruising and flying like fixed wing aircraft after taking off. During vertical take-off and landing, the wing remains vertical and, when traveling in parallel, the wing leans forward, which can be used to deliver small packages, monitor crops for long periods of time, or for mapping and the like.

In summary, the fixed wing aircraft capable of taking off and landing vertically can achieve vertical take-off and landing and low-resistance high-speed flight, and is an important research point in the future field.

Disclosure of utility model

The utility model aims to solve the technical problems in the prior art and provides a foldable tilting rotor aircraft.

In order to achieve the above purpose, the technical scheme provided by the utility model is as follows: the utility model provides a collapsible rotor craft that verts, includes fuselage, wing, horizontal fin and vertical fin, the horizontal fin with the vertical fin distributes in the fuselage tail end, the wing be single wing overall arrangement form symmetry set up in the fuselage both sides, the wing includes wing inner segment and wing outer segment, the wing inner segment with wing outer segment juncture is along the overhanging a pair of rotor group that verts of aircraft nose direction, the fuselage tail end is provided with lift rotor and receive and releases the cabin, lift rotor receive and releases cabin tail end along the overhanging a pair of lift rotor group of wing direction.

Preferably, the inner wing section is a rectangular wing and the outer wing section is a trapezoidal wing.

Preferably, the rotor group that verts includes rotor arm, motor base support, power pack and steering wheel, rotor arm that verts with fuselage parallel arrangement, rotor arm one end that verts is fixed on the wing, rotor arm other end that verts passes through the steering wheel with motor base support connects, power pack includes motor and screw, the motor sets up on the motor base support, the screw sets up on the motor.

Preferably, the steering engine can drive the power set to tilt by rotating the motor base support, so that the aircraft can freely switch between a cruising posture and a hovering posture, and the propeller rotates under the drive of the motor to provide thrust required by the flight for the aircraft.

Preferably, the lift rotor group comprises a lift rotor arm, a rudder angle, a lift steering engine and a lift power group, the lift power group comprises a lift motor, a lift screw and a lift motor base support, the lift screw is arranged on the lift motor, the lift motor is arranged on the lift motor base support, the lift steering engine is arranged at the tail end of the lift rotor retraction cabin, one end of the lift rotor arm is connected with the lift steering engine through the rudder angle, and the other end of the lift rotor arm is connected with the lift motor base support.

Preferably, the lift steering engine can drive the rudder angle to rotate so as to drive the lift rotor wing group to tilt, so that the lift rotor wing group is folded and unfolded, and the lift power group drives the lift propeller to rotate so as to provide thrust on the vertical direction for the aircraft through the lift motor.

The utility model has the beneficial effects that:

1. Compared with the traditional fixed-wing aircraft and the multi-rotor aircraft, the utility model combines the advantages of the fixed-wing aircraft and the multi-rotor aircraft, has better cruising efficiency, namely higher efficient cruising lift-drag ratio, and has the capability of vertical take-off and landing, so that the aircraft not only reduces the limit on take-off and landing environments and increases the feasibility of various flight tasks, but also ensures the cruising flight performance of the aircraft, and has good practical use effect.

2. The utility model is provided with a pair of lift rotor wing groups, which can provide thrust for the aircraft in the vertical take-off and landing stage so as to make up the defect of insufficient thrust of the tilting rotor wing groups, and the aircraft can improve the flight stability in the vertical take-off and landing stage under the action of the lift rotor wing groups, thereby enhancing the wind resistance of the aircraft when hovering.

3. The utility model can realize the folding and unfolding of the lift rotor wing group, can fold the lift rotor wing group into the lift rotor wing folding and unfolding cabin when the aircraft cruises and flies, reduce the resistance when the aircraft cruises and flies, improve the cruising flight performance, and can unfold the lift rotor wing group to provide thrust for the aircraft and improve the stability of the aircraft in the hovering or taking-off stage of the aircraft.

Drawings

The accompanying drawings, which are included to provide a further understanding of the utility model and are incorporated in and constitute a part of this specification, illustrate embodiments of the utility model and together with the description serve to explain the utility model and do not constitute a limitation on the utility model.

FIG. 1 is an axial view of an aircraft in an embodiment of the utility model during vertical takeoff and landing;

FIG. 2 is a side view of an aircraft in an embodiment of the utility model during vertical takeoff and landing;

FIG. 3 is a top view of an aircraft in a vertical takeoff and landing embodiment of the present utility model;

FIG. 4 is an axial view of an aircraft in cruise flight in an embodiment of the utility model;

FIG. 5 is a side view of an aircraft in cruising flight according to an embodiment of the utility model;

FIG. 6 is an axial view of a tiltrotor assembly according to embodiments of the present utility model in an upright position;

FIG. 7 is an axial view of a tiltrotor assembly according to embodiments of the present utility model in a horizontal position;

FIG. 8 is an axial view of a lift rotor assembly in accordance with an embodiment of the present utility model;

FIG. 9 is an axial view of a lift rotating group in an extended state in accordance with an embodiment of the present utility model;

FIG. 10 is an axial view of a lift rotating group in a folded state in an embodiment of the present utility model.

The drawings are marked:

1-a fuselage; 11-a lift rotor retraction cabin; 2-wings; 21-an inner section of the wing; 22-an outer wing section; 3-a horizontal tail; 4-vertical tail; a set of 5-tiltrotors; 51-tiltrotor arms; 52-a motor base bracket; 53-power pack; 531-motors; 532-propeller; 54-steering engine; 6-lift rotor group; 61-lift rotor arms; 62-rudder angle; 63-lift steering engine; 64-lift power pack; 641-a lift motor; 642-lift propellers; 643-lift motor base support.

Detailed Description

Reference will now be made in detail to the present embodiments of the present utility model, examples of which are illustrated in the accompanying drawings, wherein the accompanying drawings are used to supplement the description of the written description so that one can intuitively and intuitively understand each technical feature and overall technical scheme of the present utility model, but not to limit the scope of the present utility model.

In the description of the present utility model, it should be understood that references to orientation descriptions such as upper, lower, front, rear, left, right, etc. are based on the orientation or positional relationship shown in the drawings, are merely for convenience of description of the present utility model and to simplify the description, and do not indicate or imply that the apparatus or elements referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus should not be construed as limiting the present utility model.

In the description of the present utility model, a number means one or more, a number means two or more, and greater than, less than, exceeding, etc. are understood to not include the present number, and above, below, within, etc. are understood to include the present number. The description of the first and second is for the purpose of distinguishing between technical features only and should not be construed 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 utility model, unless explicitly defined otherwise, terms such as arrangement, installation, connection, etc. should be construed broadly and the specific meaning of the terms in the present utility model can be reasonably determined by a person skilled in the art in combination with the specific contents of the technical scheme.

Referring to fig. 1-5, the present utility model provides a foldable tilt rotor aircraft, and as shown in fig. 1, an axial view of the aircraft in the vertical take-off and landing process in the embodiment of the present utility model, and as can be seen from fig. 1, an overall layout of the foldable tilt rotor aircraft, the aircraft is composed of a fuselage 1, wings 2, a horizontal tail 3, a vertical tail 4, a pair of tilt rotor groups 5 with identical structures, and a pair of lift rotor groups 6 with identical structures.

The wing 2 is arranged on the fuselage 1 in a single wing symmetrical way, the horizontal tail wing 3 and the vertical tail wing 4 are distributed at the tail end of the fuselage 1, the tilting rotor set 5 extends forwards and outwards from the middle section of the wing 2, and the lifting rotor set 6 extends outwards from the tail end of the fuselage 1.

Specifically, fuselage 1 is provided with lift rotor group in well back end and receives cabin 11, and lift rotor group 6 sets up lift rotor receives cabin 11 and is close to fuselage 1 tail end, and lift rotor group receives cabin 11 and is used for accomodating lift rotor group 6 to can reduce the flight resistance of aircraft when cruising, increase the time period of cruising the aircraft lift-drag ratio promotes aircraft cruises efficiency, equally, the head design of fuselage 1 is oval, also can effectively reduce flight resistance, promotes aircraft flight performance.

The left side and the right side of the rear end of the fuselage 1 are symmetrically provided with a horizontal tail wing 3, a vertical tail wing 4 is arranged above the horizontal tail wing 3, the horizontal tail wing 3 is arranged at the bottom, the vertical tail wing 4 is arranged above the horizontal tail wing 3, the horizontal tail wing 3 is provided with an elevator to provide pitching moment for an aircraft, and the vertical tail wing 4 is provided with a rudder to provide yawing moment for the aircraft; the horizontal stabilizer of the horizontal tail 3 can enable the aircraft to have static stability in the pitching direction, can provide longitudinal damping moment, namely longitudinal dynamic stability of the aircraft, and meanwhile, the elevator of the horizontal tail 3 can control the head-up and the head-down of the aircraft under the control of an operator; the vertical stabilizer of the vertical tail 4 provides lateral static stability of the aircraft and may provide lateral damping moment, i.e. lateral dynamic stability of the aircraft.

The wing 2 is a composite wing and consists of a wing inner section 21 and a wing outer section 22, wherein the wing inner section 21 is a rectangular wing, the wing outer section 22 is a trapezoid wing, the trapezoid wing is an aileron, and a rolling moment is provided for an aircraft; the design can improve the stability of the aircraft and reduce the flight resistance, and meanwhile, the ailerons are arranged on the outer section 22 of the wing to provide rolling moment for the aircraft; a tilting rotor group 5 extends outwards in a direction parallel to the fuselage 1 at the joint of the front edge of the wing inner section 21 and the wing outer section 22; the wing 2 is in a single wing configuration which provides design space for the lift rotor assembly stowage compartment 11 while improving flight stability.

When the aircraft flies in a vertical take-off and landing or hovering attitude, the lift rotor group 6 is unfolded, the tilting rotor group 5 tilts the power group 53 to a vertical state, and the power group 53 and the lift power group 64 jointly provide thrust for the aircraft. When the aircraft is turned from a hovering posture to a cruising posture, the tilting rotor group 5 tilts the power group 53 to be horizontal, the lifting power group 64 stops working after the power group 53 is tilted in place, the lifting rotor group 6 is folded to the lifting rotating group accommodating cabin 11, and the tilting rotor group 5 only provides thrust for the aircraft. When the aircraft is turned from the cruising attitude to the hovering attitude, the lift rotating group 6 is unfolded first, then the lift power group 6 starts to work, and finally the tilting rotor group 5 tilts the power group 53 from the horizontal attitude to the vertical attitude.

Referring to fig. 6 to fig. 7, in the embodiment of the present utility model, the tilt rotor set 5 includes a tilt rotor arm 51, a motor base bracket 52, a power set 53 and a steering engine 54, where one end of the tilt rotor arm 51 is fixed to the wing 2, the other end of the tilt rotor arm 51 is connected to the motor base bracket 52 through the steering engine 54, the power set 53 includes a motor 531 and a propeller 532, the motor 531 is disposed on the motor base bracket 52, and the propeller 532 is disposed on the motor 531;

The motor 531 drives the propeller 532 to rotate to generate the thrust required by the aircraft. Further, the steering engine 54 can realize tilting of the power pack 53, and in a stage of hovering to a flat flying degree of the aircraft, the steering engine 54 drives the power pack 53 to change from a vertical posture to a horizontal posture; during the transition period from the plane flying to hovering of the aircraft, the steering engine 54 drives the power pack 53 to change from a horizontal posture to a vertical posture.

As shown in fig. 8-10, the lift rotor group 6 is composed of a lift rotor arm 61, a rudder angle 62, a lift steering engine 63 and a lift power group 64. The lift power unit 64 is composed of a lift motor 641, a lift screw 642 and a lift motor base support 643, wherein one end of a lift rotor arm 61 is connected with the lift power unit 64 as shown in fig. 8, and the other end of the lift rotor arm 61 is connected with the fuselage 1 through a lift steering engine 63 as shown in fig. 9. The lift power pack 64 is fixed to the lift rotor arm 61 by a lift motor mount 643, wherein a lift motor 641 drives a lift screw 642 to rotate to generate thrust, thereby providing additional lift to the aircraft during the vertical take-off and landing phases. The lift steering engine 63 is installed in the lift rotor retraction cabin 11 and is retracted by driving the lift rotor group 6.

The lift steering engine 63 can realize retraction of the lift rotor arm 61, and after the aircraft turns from hovering to flying, the lift steering engine 63 drives the lift rotor arm 61 to fold into the lift rotor retraction cabin 11; the lift steering engine 63 drives the lift rotor arms 61 to deploy before the aircraft is hovered from a flat fly turn.

In particular, in the embodiment of the utility model, the power unit 53 and the lifting power unit 64 are extended outwards and far away from the fuselage 1 and the wing 2, so that the design can prevent the interference of rotor wake on the fuselage 1 and the wing 2 in the vertical take-off and landing or hovering process of the aircraft, reduce the slipstream area of the fuselage 1 and the wing 2 and effectively improve the vertical take-off and landing and hovering performances of the aircraft. Simultaneously, under the action of the tilting rotor arm 51 and the lifting rotor arm 61, the tilting rotor set 5 and the lifting rotor set 6 can be far away from the gravity center of the aircraft as far as possible, so that the moment arms of the tilting rotor set 5 and the lifting rotor set 6 are larger, and the wind resistance of the aircraft in the vertical take-off and landing process is better improved. Furthermore, the design of the tilting rotor set 5 and the lifting rotor set 6 can improve the reliability of the aircraft, and after one rotor set fails, other rotor sets can still work normally, so that the flight safety is improved.

In the embodiment of the utility model, in the vertical take-off and landing stage of the aircraft, the power group 53 in the tilt rotor group 5 is perpendicular to the tilt rotor arm 51, the lift rotor group 6 is unfolded, and the power group 53 and the lift power group 64 provide vertical upward thrust for the aircraft together so as to ensure the vertical take-off and landing of the aircraft, and meanwhile, the state can realize hovering flight so as to meet the requirements of various flight tasks.

When the aircraft transitions from the vertical take-off and landing state to the cruising stage, the steering engine 54 in the tilting rotor group 5 drives the power group 53 to rotate from the vertical state to the horizontal state so as to provide horizontal thrust for the aircraft, and after the transition stage is finished, the lifting power group 6 stops working, does not provide vertical upward thrust any more, and folds the lifting rotor group 6 to the lifting rotor folding and unfolding cabin 11.

The aircraft is overturned from a cruising flight state to a vertical take-off and landing state, namely in a return flight overtime stage, the lift rotor group 6 is unfolded, after the lift rotor group 6 is completely unfolded, the lift power group 64 starts to work, then the tilting drive rotor group 5 is tilted from a horizontal state to a vertical state, so that the aircraft is overturned, and the aircraft can realize vertical landing at the moment.

The utility model effectively combines the traditional multi-rotor aircraft with the fixed-wing aircraft, not only maintains the vertical take-off and landing characteristics and the hovering characteristics of the multi-rotor aircraft, but also maintains the better acceleration characteristics and the higher front flying speed characteristics of the fixed-wing aircraft; simultaneously, through the mode of overhanging the tilting rotor arm 51 and the lifting rotor arm 61, the interference of wake flows of the tilting rotor group 5 and the lifting rotor group 6 on the wings 2 and the airframe 1 of the aircraft in the vertical take-off and landing attitude is effectively reduced, and meanwhile, the wind resistance of the aircraft in the state is improved.

Specifically, compared with the traditional fixed-wing aircraft and the multi-rotor aircraft, the utility model combines the advantages of the fixed-wing aircraft and the multi-rotor aircraft, has better cruising efficiency, namely higher efficient cruising lift-drag ratio, and vertical take-off and landing capability, so that the aircraft not only reduces the limit on take-off and landing environments, increases the feasibility of various flight tasks, but also ensures the cruising flight performance of the aircraft, and has good practical use effect.

The utility model is provided with a pair of lift rotor wing groups 6, which can provide thrust for the aircraft in the vertical take-off and landing stage so as to make up the defect of insufficient thrust of the tilting rotor wing group 5, and the aircraft can improve the flight stability in the vertical take-off and landing stage under the action of the lift rotor wing groups 6, thereby enhancing the wind resistance of the aircraft when hovering.

According to the utility model, the folding and unfolding of the lift rotor wing group 6 can be realized, when the aircraft cruises and flies, the lift rotor wing group 6 can be folded into the lift rotor wing folding and unfolding cabin 11, the resistance of the aircraft during cruising and flying is reduced, the cruising and flying performance is improved, and in the hovering or taking-off stage of the aircraft, the lift rotor wing group 6 can be unfolded to provide thrust for the aircraft, and the stability of the aircraft is improved.

The above additional technical features can be freely combined and superimposed by a person skilled in the art without conflict.

The foregoing is only a preferred embodiment of the present utility model, and all technical solutions for achieving the object of the present utility model by substantially the same means are within the scope of the present utility model.

Claims (6)

1. A foldable tiltrotor aircraft, characterized by: including fuselage (1), wing (2), tailplane (3) and tailplane (4), tailplane (3) with tailplane (4) distribute in fuselage (1) tail end, wing (2) be single wing overall arrangement form symmetry set up in fuselage (1) both sides, wing (2) include wing inner segment (21) and wing outer segment (22), wing inner segment (21) with wing outer segment (22) juncture is along overhanging a pair of rotor group (5) that vert of aircraft nose direction, fuselage (1) tail end is provided with lift rotor and receive and releases cabin (11), lift rotor receive and releases cabin (11) tail end edge a pair of lift rotor group (6) of wing (2) direction overhang.

2. The foldable tiltrotor aircraft according to claim 1, wherein: the inner wing section (21) is a rectangular wing, and the outer wing section (22) is a trapezoid wing.

3. The foldable tiltrotor aircraft according to claim 1, wherein: the utility model provides a rotor group (5) that verts, including rotor arm (51) that verts, motor base support (52), power pack (53) and steering wheel (54), rotor arm (51) that verts with fuselage (1) parallel arrangement, rotor arm (51) one end is fixed on wing (2), rotor arm (51) other end is passed through steering wheel (54) with motor base support (52) are connected, power pack (53) include motor (531) and screw (532), motor (531) set up on motor base support (52), screw (532) set up on motor (531).

4. A foldable tiltrotor aircraft according to claim 3, wherein: the steering engine (54) can drive the power set (53) to tilt through rotating the motor base support (52) so as to realize free switching of the aircraft in a cruising posture and a hovering posture, and the propeller (532) rotates under the driving of the motor (531) to provide thrust required by flight for the aircraft.

5. The foldable tiltrotor aircraft according to claim 1, wherein: the utility model provides a lift rotor group (6) includes lift rotor arm (61), rudder angle (62), lift steering wheel (63), lift power group (64) include lift motor (641), lift screw (642) and lift motor base support (643), lift screw (642) are established on lift motor (641), lift motor (641) set up on lift motor base support (643), lift steering wheel (63) are installed the tail end of lift rotor receive and release cabin (11), lift rotor arm (61) one end is passed through rudder angle (62) with lift steering wheel (63) are connected, lift rotor arm (61) other end with lift motor base support (643) are connected.

6. The foldable tiltrotor aircraft according to claim 5, wherein: the lift steering engine (63) can drive the rudder angle (62) to rotate so as to drive the lift rotor wing group (6) to tilt, folding and folding of the lift rotor wing group (6) are achieved, the lift power group (64) drives the lift screw (642) to rotate through the lift motor (641) so as to provide thrust on the vertical direction for the aircraft.