CN204507265U - Be with the multi-rotor aerocraft of the fixed-wing that verts - Google Patents

Abstract

The utility model relates to a multi-rotor aircraft with tilting fixed wings, which comprises a fuselage, fixed wings arranged on both sides of the fuselage through rotating shafts, a plurality of rotors arranged on the fuselage, A power system for driving each of the rotors to rotate and the fixed wings to tilt, and a control system for controlling the tilt angle of the fixed wings and controlling the rotational speed and pitch of each of the rotors. So set, the multi-rotor aircraft with tilting fixed wing provided by the utility model, its fixed wing can be tilted, and the angle of attack can be independently controlled, which improves the cruising efficiency and load weight of the aircraft, and the maneuverability and controllability of the aircraft has been effectively improved.

Description

Multi-rotor aircraft with tilting fixed wings

technical field

The utility model relates to the technical field of aircraft, in particular to a multi-rotor aircraft with tilting fixed wings.

Background technique

Traditional aircraft mainly include fixed-wing aircraft and rotary-wing aircraft. Fixed-wing aircraft generally adopt the method of horizontal take-off and landing, and rely on the lift generated by the fixed wings to take off, land and cruise. Long, but the take-off and landing distance of fixed-wing aircraft is longer, and the requirements for runways are higher, so its application is limited.

Rotorcraft rely on the lift generated by the rotor to take off and land vertically. In recent years, the multi-rotor aircraft represented by four-rotors can not only take off and land vertically, but also rely on the different distribution of rotor lift to realize the attitude control of the aircraft. It does not need any control surface, so it has simple structure and flexible operation. advantage. However, due to the greater resistance of the rotor during cruising, the flight efficiency, flight speed, range and endurance of rotorcraft are not as good as those of fixed-wing aircraft. Moreover, most of the existing multi-rotor aircraft are driven by electric motors, and their power and load are relatively small. Therefore, rotorcraft also have their limitations.

In the patent document whose notification number is CN202728575U, a compound aircraft composed of fixed wing and electric multi-rotor is disclosed. This aircraft includes a set of electric multi-rotor power system and a general controller. The systems are structurally independent of each other. The general controller includes the fixed-wing control system and the electric multi-rotor control system for controlling the operation of the electric multi-rotor power system. The general controller is also used for controlling the fixed-wing control system and the electric multi-rotor control system. The multi-rotor control system works independently or in cooperation; the rotor rotation plane of the electric multi-rotor power system is parallel to the central axis of the fuselage. This kind of aircraft can take off and land and fly vertically like a helicopter, can take off and land and fly like a fixed-wing aircraft, and can also use the mixed work mode of two power systems during take-off, landing and flight.

Since the aircraft involved in this patent has two sets of independent power systems, when one of the power systems works alone, the other power system becomes a dead weight, which greatly reduces the cruise efficiency and load weight.

Secondly, since the wings of the aircraft involved in this patent are fixed on the fuselage, the angle between the wing chord plane and the rotor rotation plane cannot be changed, that is, the angle of attack of the wings cannot be independently controlled, resulting in the maneuverability and Maneuverability is greatly reduced. Moreover, because its multi-rotor power system is driven by a motor, its maximum power and load weight are smaller than those of a fuel engine, which is not suitable for larger aircraft and has great limitations.

Utility model content

The purpose of this utility model is to provide a multi-rotor aircraft with tilting fixed wings, the fixed wings can be tilted, the angle of attack can be independently controlled, the cruise efficiency and load weight of the aircraft are improved, and the maneuverability and control of the aircraft are improved. performance has been effectively improved.

The utility model provides a multi-rotor aircraft with tilting fixed wings, comprising a fuselage, fixed wings arranged on both sides of the fuselage through a rotating shaft, a plurality of rotors arranged on the fuselage, and used to drive A power system for rotating each rotor and tilting the fixed wing, and a control system for controlling the tilt angle of the fixed wing and controlling the rotational speed and pitch of each rotor.

Preferably, the rotation axis is perpendicular to the symmetry plane of the multi-rotor aircraft.

Preferably, the number of the rotors is four, and the four rotors are distributed symmetrically with the plane of symmetry of the multi-rotor aircraft as a plane of symmetry, and evenly distributed before and after the center of gravity of the aircraft.

Preferably, the power system includes a power source and an aviation steering gear, and the power source is a turboshaft engine, an aviation piston engine or an electric motor.

Preferably, the tilting of the fixed wing is driven by the aviation steering gear.

The aircraft provided by the utility model is based on a multi-rotor aircraft, that is, an aircraft with a plurality of rotors, fixed wings are arranged on both sides of the fuselage of the aircraft, and the fixed wings are arranged on both sides of the fuselage through a rotating shaft. As it rotates, its angle of attack changes. When the aircraft takes off, the lift is increased by gradually increasing the speed or pitch of all rotors, so that the aircraft takes off vertically, and at the same time, the angle of attack of the fixed wing is adjusted by controlling the tilt angle of the fixed wing to minimize the resistance. When the aircraft is cruising, the angle of attack of the fixed wing is adjusted by controlling the tilt angle of the fixed wing to maximize its lift-to-drag ratio. As the flight speed increases, the lift produced by the fixed wing also increases. Therefore, compared with pure multi-rotor aircraft, the cruise efficiency of the aircraft is higher, and the range and endurance are longer. When the resistance of the aircraft is equal to the forward pulling force generated by the rotor, the aircraft can maintain a certain speed and cruise.

In a preferred solution of the present utility model, the power source of the power system may be a turboshaft engine. It should be noted that each rotor can share one turboshaft engine, of course, each can also use a turboshaft engine. The turboshaft engine has higher power, which can effectively increase the load weight of the aircraft, and has a longer cruising range.

Description of drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the accompanying drawings that need to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description It is only an embodiment of the utility model, and those skilled in the art can also obtain other drawings according to the provided drawings without creative work.

Fig. 1 is a top view schematic diagram of an aircraft in a take-off stage in a specific embodiment of the present invention;

Fig. 2 is a schematic diagram of the connection between the fixed wing and the fuselage in the specific embodiment of the present invention;

Fig. 3 is the front view diagram of the aircraft in the cruising stage in the specific embodiment of the utility model;

Fig. 4 is a schematic top view of an aircraft in a landing stage in a specific embodiment of the present invention.

In Figure 1-Figure 4:

Fuselage—1, fixed wing—2, power system—3, first rotor—4, second rotor—4a, third rotor—4b, fourth rotor—4c, control system—5, rotating shaft—6, bearing— 61.

Detailed ways

This specific embodiment provides a multi-rotor aircraft with tilting fixed wings, the fixed wings can be tilted, and the angle of attack can be independently controlled, which improves the cruising efficiency and load weight of the aircraft, and the maneuverability and controllability of the aircraft has been effectively improved.

The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of them. example. Based on the embodiments of the present utility model, all other embodiments obtained by persons of ordinary skill in the art without making creative efforts belong to the scope of protection of the present utility model.

Please refer to Fig. 1-Fig. 4, the aircraft provided in this specific embodiment is provided with a fixed wing 2 with a tilt function on the basis of a multi-rotor aircraft, specifically as follows:

The aircraft includes a fuselage 1, a fixed wing 2 arranged on both sides of the fuselage 1 through a rotating shaft 6, a plurality of rotors arranged on the fuselage 1, a power system 3 for driving each rotor to rotate and the fixed wing 2 to tilt, And a control system 5 for controlling the tilting angle of the fixed wing 2 and controlling the rotating speed and pitch of each rotor.

It should be noted that the rotating shaft 6 can be supported on the fuselage through the bearing 61, and the installation method of the rotor is the same as that of the multi-rotor aircraft in the prior art, that is, each rotor is connected to the fuselage 1 through a support arm, and, The rotation speed and pitch of each rotor can be controlled independently, and the pitch adjustment method of each rotor can refer to the pitch adjustment method of helicopters in the prior art, which will not be described in detail herein.

In this specific embodiment, the fixed wing 2 is installed on both sides of the fuselage 1 through the rotating shaft 6, and the fixed wing 2 rotates around the rotating shaft 6 to adjust its angle of attack.

It should be noted that the rotational speed and pitch of each rotor and the tilt angle of the fixed wing 2 are all controlled by the control system 5 .

In this way, when the aircraft takes off, the lift is increased by gradually increasing the speed or pitch of all rotors, so that the aircraft takes off vertically, and at the same time, the angle of attack of the fixed wing 2 is adjusted by controlling the tilt angle of the fixed wing 2 to minimize the resistance . When the aircraft is cruising, the angle of attack of the fixed wing 2 is adjusted by controlling the tilt angle of the fixed wing 2 to maximize its lift-to-drag ratio. Along with the increase of flight speed, the lift that fixed wing 2 produces also constantly increases. Therefore, compared with pure multi-rotor aircraft, the cruise efficiency of the aircraft is higher, and the range and endurance are longer. When the resistance of the aircraft is equal to the forward pulling force generated by the rotor, the aircraft can maintain a certain speed and cruise.

In addition, in the preferred solution provided by this specific embodiment, the rotation axis 6 is perpendicular to the plane of symmetry of the aircraft. With this arrangement, the rotation center of the fixed wing 2 is perpendicular to the plane of symmetry of the aircraft, and the adjustment of the angle of attack of the fixed wing 2 is more precise.

In this specific embodiment, the number of rotors can be four, as shown in the figure, it can be the first rotor 4, the second rotor 4a, the third rotor 4b and the fourth rotor 4c, wherein the first rotor 4 and the third rotor 4b is located on the left side of the fuselage 1, the second rotor 4a and the fourth rotor 4c are located on the right side of the fuselage 1, the first rotor 4 and the second rotor 4a, the third rotor 4b and the fourth rotor 4c are all symmetrical to the plane of symmetry of the aircraft Plane symmetrical distribution, in addition, the first rotor 4 and the second rotor 4a are arranged on the front side of the center of gravity of the aircraft, and the third rotor 4b and the fourth rotor 4c are arranged on the rear side of the center of gravity of the aircraft.

Of course, the number of rotors provided in this specific embodiment can also be other numbers, for example, three, five, etc. When the number of rotors is three, the rotation center of one of the rotors can be located at the front side of the center of gravity of the aircraft, and it is symmetrical to the aircraft plane coincides, and the other two are symmetrically distributed on both sides of the plane of symmetry of the aircraft and located behind the center of gravity of the aircraft. When there are five rotors, a rotor whose rotation center coincides with the center of gravity of the aircraft can be added on the basis of four rotors. The number and method of setting the rotors can be set according to the multi-rotor aircraft in the prior art, and will not be described in detail here.

In the aircraft provided in this specific embodiment, the power source of its power system 3 can be a turboshaft engine, and the turboshaft engine has a relatively large power and a long cruising range. The power system 3 can utilize the aviation servo to drive the fixed wing 2 to tilt.

The aircraft provided in this specific embodiment can be controlled by the following control method. For the convenience of description, the following content will be described in conjunction with an aircraft with four rotors.

In the control method provided by this specific embodiment, during the take-off process of the aircraft, the rotating speed or pitch of each rotor is gradually increased to increase the lift, so that the aircraft takes off vertically, and at the same time, the fixed wing 2 is rotated to adjust its angle of attack so that the resistance is minimized; when the aircraft After rising to the preset height, turn the fixed wing 2 to a horizontal state.

When the aircraft was changed from the take-off state to the cruising state, increase the rotating speed or pitch of the third rotor 4b and the fourth rotor 4c, reduce the rotating speed or pitch of the first rotor 4 and the second rotor 4a, so that the fuselage 1 gradually Lean forward, utilize the forward pulling force produced by the rotor to fly forward, and simultaneously rotate the fixed wing 2 to adjust its angle of attack to maximize its lift-to-drag ratio.

When the aircraft was changed from the cruising state to the landing state, reduce the rotating speed or pitch of the third rotor 4b and the fourth rotor 4c, increase the rotating speed or pitch of the first rotor 4 and the second rotor 4a, so that the speed of the fuselage 1 The attitude is gradually changed from forward to backward, and the speed of the aircraft is reduced by using the backward pulling force generated by the rotor; The rotation speed or pitch of the first rotor 4 and the second rotor 4a makes the attitude of the fuselage 1 gradually change from backward tilt to a horizontal state, and then gradually reduces the rotation speed or pitch of all rotors to reduce the lift force, so that the aircraft lands vertically ; During this process, the fixed wing 2 remains horizontal.

In addition, the attitude control of the aircraft can be achieved through the following methods during take-off and landing. To deflect the aircraft in the corresponding direction by increasing the rotational speed or pitch of each rotor whose rotation direction is opposite to the direction the aircraft intends to deflect, while decreasing the rotational speed or pitch of each rotor whose rotation direction is the same as the aircraft's intended deflection direction . For example, if the aircraft wants to deflect to the right, the rotational speed or pitch of the second rotor 4a and the third rotor 4b can be increased, while the rotational speed or pitch of the first rotor 4 and the fourth rotor 4c can be reduced, so that the aircraft can be deflected to the right Or, if the aircraft wants to deflect to the left, it can increase the rotating speed or pitch of the first rotor 4 and the fourth rotor 4c by reducing the rotating speed or pitch of the second rotor 4a and the third rotor 4b, so that the aircraft Deflection to the left; in this way, the control of the yaw attitude of the aircraft during take-off and landing can be realized.

By reducing the rotational speed or pitch of the third rotor 4b and the fourth rotor 4c, increasing the rotational speed or pitch of the first rotor 4 and the second rotor 4a, the fuselage is raised; or, increasing the third rotor 4b and the fourth The rotational speed or pitch of rotor 4c, reduce the rotational speed or pitch of first rotor 4 and second rotor 4a, so that the fuselage bows; in this way, the control of the pitching attitude of the aircraft in the take-off and landing phase can be realized.

By reducing the rotational speed or pitch of the second rotor 4a and the fourth rotor 4c, increasing the rotational speed or pitch of the first rotor 4 and the third rotor 4b, the aircraft is rolled to the right; or, increasing the second rotor 4a and The rotational speed or pitch of the fourth rotor 4c reduces the rotational speed or pitch of the first rotor 4 and the third rotor 4b, so that the aircraft rolls to the left; in this way, the control of the roll attitude of the aircraft during take-off and landing can be realized.

The various attitudes of the aircraft in the cruising phase can be controlled by the following methods. By reducing the rotational speed or pitch of the third rotor 4b and the fourth rotor 4c, increasing the rotational speed or pitch of the first rotor 4 and the second rotor 4a, the fuselage is raised; or, increasing the third rotor 4b and the fourth The rotational speed or pitch of the rotor 4c, reduce the rotational speed or pitch of the first rotor 4 and the second rotor 4a, so that the fuselage bows; thus the control of the pitching attitude of the aircraft in the cruising phase can be realized.

By reducing the rotational speed or pitch of the second rotor 4a and the fourth rotor 4c, increasing the rotational speed or pitch of the first rotor 4 and the third rotor 4b, the aircraft is deflected to the right; The rotational speed or pitch of the quadrotor 4c, the rotational speed or pitch of the first rotor 4 and the third rotor 4b are reduced to deflect the aircraft to the left; in this way, the control of the yaw attitude of the aircraft in the cruising phase can be realized.

By increasing the rotation speed or pitch of each rotor whose rotation direction is opposite to the direction in which the aircraft intends to roll, and simultaneously reducing the rotation speed or pitch of each rotor whose rotation direction is the same as the direction in which the aircraft intends to roll, the aircraft will rotate in a corresponding direction. direction roll. For example, when the aircraft wants to roll to the right, the rotational speed or pitch of the first rotor 4 and the fourth rotor 4c can be increased, while the rotational speed or pitch of the second rotor 4a and the third rotor 4b can be reduced; When rolling to the left, the rotational speed or pitch of the first rotor 4 and the fourth rotor 4c can be reduced, while the rotational speed or pitch of the second rotor 4a and the third rotor 4b can be increased; thus the roll of the aircraft in the cruising phase can be realized Posture control. During the cruising phase of the aircraft, the angle of attack of the fixed wing 2 can also be adjusted to assist in controlling the roll attitude of the aircraft. For example, by rotating the fixed wing 2, the angle of attack of the fixed wing on the left side of the fuselage is reduced, and the angle of attack of the fixed wing on the right side of the fuselage is increased, so that the aircraft rolls to the left; The angle of attack of the fixed wing on the left side of the fuselage can be reduced, and the angle of attack of the fixed wing on the right side of the fuselage can be reduced to make the aircraft roll to the right; this can assist in controlling the roll attitude of the aircraft during the cruise phase.

It should be noted that the above-mentioned "left" and "right" are both the left and right divisions in the top view, with the plane of symmetry of the aircraft as the reference plane and the direction from the tail to the nose as the reference direction.

With such arrangement, through the control method provided by this specific embodiment, the rotor and the fixed wing 2 can realize cooperative rotation, thereby effectively improving the cruising efficiency and load weight of the aircraft. Moreover, through the control method, the maneuverability and maneuverability of the aircraft are effectively improved.

The above description of the disclosed embodiments enables those skilled in the art to realize or use the utility model. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the present invention will not be limited to these embodiments shown herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims (5)

1. a multi-rotor aircraft with tilting fixed wing, is characterized in that, comprises fuselage, is arranged on the fixed wing of described fuselage both sides by rotating shaft, a plurality of rotors that are arranged on described fuselage, for A power system for driving each of the rotors to rotate and the fixed wings to tilt, and a control system for controlling the tilt angle of the fixed wings and controlling the rotational speed and pitch of each of the rotors. 2. The multi-rotor aircraft according to claim 1, wherein the rotating shaft is perpendicular to the plane of symmetry of the multi-rotor aircraft. 3. multi-rotor aircraft as claimed in claim 1, is characterized in that, the quantity of described rotor is four, and four described rotors are symmetrically distributed with the symmetrical plane of described multi-rotor aircraft as symmetrical plane, and evenly distributed Before and after the center of gravity of the multi-rotor aircraft. 4. The multi-rotor aircraft according to claim 1, wherein the power system comprises a power source and an aviation steering gear, and the power source is a turboshaft engine, an aviation piston engine or an electric motor. 5. The multi-rotor aircraft according to claim 4, wherein the tilting of the fixed wing is driven by the aviation steering gear.