CN221852182U - An H-type tilt-powered six-rotor electric vertical take-off and landing aircraft - Google Patents

Abstract

The utility model provides an H-shaped tilting six-rotor electric vertical take-off and landing aircraft, which relates to the field of aircrafts, and comprises: the device comprises a main body, wherein a main wing is arranged in the middle of the main body, an H-shaped tail wing is arranged at the tail of the main body, and a power cabin arm is arranged at the front end of the main wing; the power device comprises a first tilting propeller nacelle, a second tilting propeller nacelle and a tilting device, the tilting device is arranged in a power cabin arm, and the output end of the tilting device is in transmission connection with one end of the first tilting propeller nacelle; the tilting device is arranged at the tip part of the wing, the second tilting propeller nacelle corresponds to the tip part in position, one end of the second tilting propeller nacelle is in transmission connection with the output end of the tilting device, and the tilting device drives the first tilting propeller nacelle and the second tilting propeller nacelle to tilt. The aircraft ensures the flying redundancy, improves the flying safety, improves the lift-drag ratio of the aircraft on the other hand, and ensures the flying stability.

Description

An H-type tilt-powered six-rotor electric vertical take-off and landing aircraft

Technical Field

The utility model relates to the technical field of aircraft, and in particular to an H-type tilt-powered six-rotor electric vertical take-off and landing aircraft.

Background Art

In our current life, in order to effectively supplement ground transportation and greatly alleviate the increasingly serious congestion problem in cities, aerial vehicles are proposed to build a three-dimensional urban transportation network. Currently existing urban aerial vehicles mostly adopt multi-rotor, fixed-wing or hybrid layout designs with distributed electric propulsion. In existing rotor electric vertical take-off and landing aircraft, the flight redundancy is insufficient, resulting in flight safety that needs to be improved; in addition, the existing rotor electric vertical take-off and landing aircraft has a low lift-to-drag ratio and general stability. Therefore, there is an urgent need for a tilt-powered six-rotor electric vertical take-off and landing aircraft. On the one hand, the flight redundancy of the aircraft needs to be guaranteed to improve flight safety, and on the other hand, the lift-to-drag ratio of the aircraft needs to be improved to ensure flight stability.

Utility Model Content

The purpose of the utility model is to provide an H-type tilt-powered six-rotor electric vertical take-off and landing aircraft to improve the above problems. In order to achieve the above purpose, the technical solution adopted by the utility model is as follows:

An H-shaped tilt-rotor powered six-rotor electric vertical take-off and landing aircraft, comprising:

A fuselage, wherein a main wing is disposed in the middle of the fuselage, an H-shaped tail wing is disposed at the tail of the fuselage, and a power cabin arm is disposed at the front end of the main wing; and

A power device, the power device comprising a first tilt-propeller nacelle, a second tilt-propeller nacelle and a tilt device, the first tilt-propeller nacelle corresponds to the position of the power cabin arm, the tilt device is arranged in the power cabin arm, the output end of the tilt device is transmission-connected to one end of the first tilt-propeller nacelle, and the other end of the first tilt-propeller nacelle is used for rotationally connecting a propeller; the tilt device is arranged at a wing tip, the second tilt-propeller nacelle corresponds to the position of the wing tip, one end of the second tilt-propeller nacelle is transmission-connected to the output end of the tilt device, the other end of the second tilt-propeller nacelle is used for rotationally connecting a propeller, and the tilt device drives the first tilt-propeller nacelle and the second tilt-propeller nacelle to tilt.

Preferably, the wingtip portion includes a main wing tip, and the second tilt-propeller nacelle includes a first tilt unit, the first tilt unit corresponds to the position of the main wing tip, a first horizontal short wing surface is arranged on the outer periphery of the first tilt unit, a slipstream control surface is arranged on the trailing edge of the first horizontal short wing surface, one end of the first tilt unit is transmission-connected to the output end of the tilt device, and the other end of the first tilt unit is used for rotationally connecting a propeller.

Preferably, the wing tip portion also includes a tail wing tip, and the second tilt-propeller nacelle also includes a second tilt unit, the second tilt unit corresponds to the position of the tail wing tip, a short wing surface group is arranged on the periphery of the second tilt unit, and the short wing surface group includes a second horizontal short wing surface, a first vertical short wing surface and a second vertical short wing surface, one end of the second tilt unit is transmission-connected to the output end of the tilt device, and the other end of the second tilt unit is used for rotationally connecting a propeller.

Preferably, a slipstream control surface is provided on the trailing edge of each short wing in the short wing surface group.

Preferably, the slipstream control surface is connected to the short wing surface group through an electric push rod, and the slipstream control surface can be deflected around the short wing surface group.

Preferably, it comprises a first angular displacement sensor and a second angular displacement sensor, wherein the first angular displacement sensor is arranged on the second tilt unit, the second angular displacement sensor is arranged on the short wing surface group, and the second angular displacement sensor is electrically connected to the electric push rod.

Preferably, the first vertical short wing surface, the second vertical short wing surface and the horizontal tail wing form an H-shaped tail wing, and the first horizontal short wing surface is arranged in parallel with the second horizontal short wing surface.

Preferably, the first tilt-propeller nacelle is a connecting rod mechanism, and the second tilt-propeller nacelle is a joint reducer.

Preferably, the first tilt-propeller nacelle and the second tilt-propeller nacelle are both provided with a propeller driving mechanism at one end close to the propeller.

Preferably, the main wing and the power cabin arm are arranged on the same horizontal plane.

The beneficial effects of the utility model are:

In this aircraft, an H-type aerodynamic layout is adopted for a tiltable six-rotor configuration, wherein the first tilt propeller nacelle is located at the front end of the power compartment arm, and the second tilt propeller nacelle is symmetrically arranged at the wingtips on both sides of the main wing and the horizontal tail. The first tilt propeller nacelle is not provided with a horizontal short wing surface or a short wing surface group at a later stage, while the second tilt propeller nacelle is conveniently provided with a corresponding horizontal short wing and a short wing surface group at a later stage, which improves the safety of the aircraft while ensuring the flight redundancy. In addition, the H-type aerodynamic layout in this aircraft suppresses the flow around the end of the horizontal tail through the end plate effect, increases the efficiency of the horizontal tail, changes the natural modal vibration shape and frequency of the tail section, and improves the lift-to-drag ratio and stability of the aircraft while reducing the tail flutter, and has a good application prospect.

Other features and advantages of the utility model will be described in the following description, and partly become apparent from the description, or understood by implementing the embodiments of the utility model. The purpose and other advantages of the utility model can be realized and obtained by the structures specifically pointed out in the written description, claims, and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the technical solutions of the embodiments of the utility model, the drawings required for use in the embodiments will be briefly introduced below. It should be understood that the following drawings only show certain embodiments of the utility model and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying creative work.

Fig. 1 is an axonometric view of the utility model in level flight;

Figure 2 is an axonometric view of the vertical take-off and landing state of the utility model;

FIG3 is a schematic diagram of the front view structure of the utility model in a level flight state;

FIG4 is a schematic diagram of the structure of the utility model in a vertical take-off and landing state from a top view;

FIG5 is a schematic diagram of the structure of the deflection of the slipstream rudder surface in the utility model;

Markings in the figure:

1. Fuselage; 11. Main wing; 12. Horizontal tail; 111. Power compartment arm; 21. First tilt-propeller nacelle; 24. Propeller; 221. First tilt unit; 222. Second tilt unit; 31. First horizontal short wing surface; 32. Second horizontal short wing surface; 41. First vertical short wing surface; 42. Second vertical short wing surface; 4. Slipstream control surface.

DETAILED DESCRIPTION

In order to make the purpose, technical scheme and advantages of the embodiment of the utility model clearer, the technical scheme in the embodiment of the utility model will be clearly and completely described below in conjunction with the drawings in the embodiment of the utility model. Obviously, the described embodiment is a part of the embodiment of the utility model, rather than all the embodiments. The components of the embodiment of the utility model generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiment of the utility model provided in the drawings is not intended to limit the scope of the utility model for protection, but merely represents the selected embodiment of the utility model. Based on the embodiments in the utility model, all other embodiments obtained by ordinary technicians in this field without making creative work belong to the scope of protection of the utility model.

It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings. At the same time, in the description of the present utility model, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

1 to 4 , this embodiment provides an H-type tilt-rotating powered six-rotor electric vertical take-off and landing aircraft, including:

A fuselage 1, wherein a main wing 11 is disposed in the middle of the fuselage 1, an H-shaped tail fin is disposed at the tail of the fuselage 1, and a power cabin arm 111 is disposed at the front end of the main wing 11; and

A power device, the power device comprising a first tilt-propeller nacelle 21, a second tilt-propeller nacelle and a tilt device, the first tilt-propeller nacelle 21 corresponds to the position of the power cabin arm 111, the tilt device is arranged in the power cabin arm 111, the output end of the tilt device is transmission-connected to one end of the first tilt-propeller nacelle 21, and the other end of the first tilt-propeller nacelle 21 is used for rotationally connecting a propeller 24; the tilt device is arranged at a wing tip, the second tilt-propeller nacelle corresponds to the position of the wing tip, one end of the second tilt-propeller nacelle is transmission-connected to the output end of the tilt device, and the other end of the second tilt-propeller nacelle is used for rotationally connecting a propeller 24, and the tilt device drives the first tilt-propeller nacelle 21 and the second tilt-propeller nacelle to tilt.

On the basis of reducing the weight of the fuselage, the tilting device of the aircraft is arranged in the power cabin arm 111 and the wing tip, thereby avoiding excessive additional interference with the wing mechanism of the aircraft and facilitating the maintenance of the tilting device.

The rotor thrust of the aircraft is in the vertical direction during vertical take-off and landing, and is converted to the horizontal direction through the tilting device during horizontal cruising flight.

Preferably, in order to clarify the setting structure of the wingtip portion and the second tilt-propeller nacelle, the wingtip portion includes a main wing tip, and the second tilt-propeller nacelle includes a first tilt unit 221, the first tilt unit 221 corresponds to the position of the main wing tip, the outer periphery of the first tilt unit 221 is provided with a first horizontal short wing surface 31, the trailing edge of the first horizontal short wing surface 31 is provided with a slipstream control surface 4, one end of the first tilt unit 221 is transmission-connected to the output end of the tilt device, and the other end of the first tilt unit 221 is used to rotationally connect the propeller 24.

When the wing tip portion also includes a tail wing tip, the second tilt propeller nacelle also includes a second tilt unit 222, the second tilt unit 222 corresponds to the tail wing tip position, and the outer periphery of the second tilt unit 222 is provided with a short wing surface group, the short wing surface group includes a second horizontal short wing surface 32, a first vertical short wing surface 41 and a second vertical short wing surface 42, one end of the second tilt unit 222 is transmission-connected to the output end of the tilt device, and the other end of the second tilt unit 222 is used for rotationally connecting the propeller 24. In this structure, the first vertical short wing surface 41 and the second vertical short wing surface 42 are used to control the direction of the aircraft so as not to yaw, and the force of the second horizontal short wing surface 32 to control the direction of the aircraft gradually decreases during the tilting process, and the second horizontal short wing surface 32 acts as an aileron during the horizontal process.

The aircraft is continuously affected by the slipstream of the propeller 24 during flight. To further ensure flight stability and safety, a slipstream control surface 4 is provided on the trailing edge of each short wing in the short wing surface group. The trailing edge of the first horizontal short wing surface 31 is provided with a slipstream control surface 4, and the slipstream control surface 4 can be locally deflected.

The slipstream control surface 4 in the present structure has a rudder effect in any state, can directly participate in the aircraft attitude control, and unload the tilt device; in addition, the aircraft can fly in any attitude, turn, etc. in the tilting transition state, and can keep the heading without deviation, while the existing tilt-rotor aircraft can only stay in place after tilting transition.

As shown in FIG5 , when the aircraft is in flight, the propeller 24 rotates to generate an airflow S from the −Z direction on the slipstream control surface 4. The airflow S acts on the slipstream control surface 4 to generate a lift L. At this time, the slipstream control surface 4 deflects counterclockwise around the Z axis.

In the present aircraft, in order to clarify the deflection structure of the slipstream control surface 4, the slipstream control surface 4 is connected to the short wing surface group through an electric push rod, and the slipstream control surface 4 can be deflected around the short wing surface group.

Furthermore, in order to provide real-time feedback on the angular displacement relationship between the second tilt unit 222 and the short wing surface group, a first angular displacement sensor and a second angular displacement sensor are introduced, wherein the first angular displacement sensor is arranged on the second tilt unit 222, the second angular displacement sensor is arranged on the short wing surface group, and the second angular displacement sensor is electrically connected to the electric push rod.

In this structure, the first vertical short wing surface 41 , the second vertical short wing surface 42 and the horizontal tail 12 form an H-shaped tail wing, and the first horizontal short wing surface 31 and the second horizontal short wing surface 32 are arranged in parallel.

To clarify the specific structures of the first tilt propeller nacelle 21 and the second tilt propeller nacelle, the first tilt propeller nacelle 21 is a connecting rod mechanism, and the second tilt propeller nacelle is a joint reducer. To ensure the stable rotation of the propeller, the first tilt propeller nacelle 21 and the second tilt propeller nacelle are both provided with a propeller drive mechanism at one end close to the propeller 24. The tilt device can adopt a steering gear direct drive type, a worm gear drive type, etc.

In the present aircraft, the propeller projection surfaces of each wing overlap. The main wing 11 and the power compartment arm 111 are arranged on the same horizontal plane. Further, the main wing 11, the horizontal tail 12 and the power compartment arm 111 are arranged on the same horizontal plane to increase flight stability.

The above description is only the preferred embodiment of the utility model, and is not intended to limit the utility model. For those skilled in the art, the utility model can have various modifications and changes. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the utility model shall be included in the protection scope of the utility model.

The above is only a specific implementation of the utility model, but the protection scope of the utility model is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed by the utility model, which should be included in the protection scope of the utility model. Therefore, the protection scope of the utility model should be based on the protection scope of the claims.

Claims (10)

1. An H-tilt six rotor electric vertical takeoff and landing aircraft, comprising:

The novel aircraft comprises an aircraft body (1), wherein a main wing (11) is arranged in the middle of the aircraft body (1), an H-shaped tail wing is arranged at the tail of the aircraft body (1), and a power cabin arm (111) is arranged at the front end of the main wing (11); and

The power device comprises a first tilting propeller nacelle (21), a second tilting propeller nacelle and a tilting device, wherein the first tilting propeller nacelle (21) corresponds to the position of the power cabin arm (111), the tilting device is arranged in the power cabin arm (111), the output end of the tilting device is in transmission connection with one end of the first tilting propeller nacelle (21), and the other end of the first tilting propeller nacelle (21) is used for rotating a connecting propeller (24); the tilting device is arranged at the wing tip part, the second tilting propeller nacelle corresponds to the wing tip part, one end of the second tilting propeller nacelle is in transmission connection with the output end of the tilting device, the other end of the second tilting propeller nacelle is used for rotating and connecting a propeller (24), and the tilting device drives the first tilting propeller nacelle (21) and the second tilting propeller nacelle to tilt.

2. An H-type tilting six-rotor electric vertical take-off and landing aircraft according to claim 1, characterized in that the wing tip comprises a main wing tip, the second tilting screw nacelle comprises a first tilting unit (221), the first tilting unit (221) corresponds to the main wing tip in position, a first horizontal short wing surface (31) is arranged on the periphery of the first tilting unit (221), a slip stream control surface (4) is arranged on the rear edge of the first horizontal short wing surface (31), one end of the first tilting unit (221) is in transmission connection with the output end of the tilting device, and the other end of the first tilting unit (221) is used for rotationally connecting a screw (24).

3. An H-tilt six rotor electric vertical takeoff and landing aircraft according to claim 2, characterized in that said wingtip further comprises a tail wing tip, said second tilt screw nacelle further comprises a second tilt unit (222), said second tilt unit (222) corresponding to the position of said tail wing tip, the outer circumference of said second tilt unit (222) being provided with a short wingset comprising a second horizontal short winged surface (32), a first vertical short winged surface (41) and a second vertical short winged surface (42), one end of said second tilt unit (222) being in driving connection with the output of said tilting device, the other end of said second tilt unit (222) being for rotating a connection screw (24).

4. An H-tilt six rotor electric vertical takeoff and landing aircraft according to claim 3, characterized in that a slip control surface (4) is provided on each short wing trailing edge of said short wing group.

5. An H-tilt six rotor electric vertical takeoff and landing aircraft according to claim 4, characterized in that said slip control surface (4) is connected to said short wing group by means of electric pushrods, and said slip control surface (4) is deflectable around the short wing group.

6. The H-tilt six rotor electric vertical takeoff and landing aircraft according to claim 5, characterized in that it comprises a first angular displacement sensor and a second angular displacement sensor, said first angular displacement sensor is arranged on said second tilting unit (222), said second angular displacement sensor is arranged on said short wing group, and said second angular displacement sensor is electrically connected to said electric push rod.

7. An H-tilt six rotor electric vertical takeoff and landing aircraft according to claim 3, characterized in that said first vertical short wing surface (41), said second vertical short wing surface (42) and said horizontal tail (12) form an H-shaped tail, said first horizontal short wing surface (31) being arranged in parallel with said second horizontal short wing surface (32).

8. An H-tilt six rotor electric vertical takeoff and landing aircraft according to claim 1, characterized in that said first tilt screw nacelle (21) is a link mechanism and said second tilt screw nacelle is a joint reducer.

9. An H-tilt six rotor electric vertical takeoff and landing aircraft according to claim 1, characterized in that said first tilt screw nacelle (21) and said second tilt screw nacelle are provided with a screw drive mechanism at one end close to the screw (24).

10. An H-tilt six rotor electric vertical takeoff and landing aircraft according to any of the claims 1 to 9, characterized by that said main wing (11) is arranged on the same horizontal plane as said nacelle arm (111).