CN109911240B - Design and control method for meeting high-low speed cruising requirement of rotary wing aircraft and implementation device - Google Patents
Design and control method for meeting high-low speed cruising requirement of rotary wing aircraft and implementation device Download PDFInfo
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Abstract
The invention provides a design and control method and a realization device for meeting the requirements of high-low speed cruising of a rotary wing aircraft, aiming at the requirements of high-low speed cruising flight of the rotary wing aircraft, when the contradiction between the high aerodynamic efficiency requirement during low-speed flight and the large shock wave resistance during high-speed flight is faced, the self installation structure characteristics of the rotary wing are combined, the self layout of the rotary wing is changed along with the change of cruising speed on the premise of not greatly increasing the structure weight by improving the connection structure of the rotary wing and a propeller hub or improving the self locking structure of the rotary wing, so that the effects of meeting the high aerodynamic efficiency requirement during the low-speed cruising flight stage and reducing the resistance during the high-speed cruising stage are achieved.
Description
Technical Field
The invention relates to the technical field of rotary wing airplanes, in particular to a design and control method and an implementation device for meeting the high-low speed cruising requirement of a rotary wing airplane, which can enable the rotary wing airplane to obtain a larger flight speed envelope.
Background
The rotary wing airplane is a novel manned/unmanned airplane which has the vertical take-off and landing performance of a helicopter and the high-speed cruising performance of a fixed wing airplane. The Chinese patent with the patent number ZL201110213680.1 and the name of a rotary wing airplane with variable flight modes is a typical airplane type. The aircraft has a three-airfoil aerodynamic layout. The main wing can be used as a rotary wing in a helicopter flight mode, sufficient tension is provided for the airplane through rotation, the requirements of vertical take-off and landing and low-speed flight of the airplane are met, and meanwhile, after the airplane has a certain flight speed, the main wing can be locked as a fixed wing, and high-speed and high-efficiency flight of the fixed wing is achieved. Therefore, during the takeoff and landing and low-speed flight phases, the aircraft adopts a helicopter flight mode, and during the cruising and mission phases, a fixed-wing flight mode is adopted. Whereas between the fixed-wing flight mode and the helicopter flight mode there is a transition flight phase.
The rotary wing aircraft generates pulling force through the rotation of the rotary wings of the front and rear edge symmetrical wing profiles in the flight mode stage of the helicopter, when a certain ground clearance is reached, the power system works like a front pull propeller or a rear push propeller, so that the aircraft enters a transition flight stage, and the purpose of the stage is to enable the canard and the flattail to generate enough lifting force, so that the rotary wings can be unloaded. In order to improve the flying efficiency of the whole aircraft and reduce the vibration influence, the forward flying speed in the transition flying stage cannot be too high, but the canard wing and the horizontal tail are required to generate enough lift force in the stage, so that the planar shapes of the canard wing and the horizontal tail adopt straight wings with higher aerodynamic efficiency or trapezoidal wings with small tip-root ratio in the design process.
With the gradual improvement of the requirement on the flight performance of the rotary wing aircraft, the fact that the shapes of the canard wing and the tailplane lead to the generation of shock waves in advance and bring huge shock wave resistance in the cruise flight stage of the fixed wing of the rotary wing aircraft leads to the difficulty in improving the cruise flight speed of the fixed wing of the rotary wing aircraft, and once the flight speed is increased, the power required by the flat flight is increased steeply is found. In the field of airplane design, the conventional solution is to design the canard and the horizontal tail into a variable sweepback form similar to a military F14 fighter, and the contradiction between the high aerodynamic efficiency requirement during low-speed flight and the large shock resistance during high-speed flight is solved by changing the aerodynamic layout of the canard and the horizontal tail in low-speed and high-speed states.
Disclosure of Invention
The invention provides a design and control method and an implementation device for meeting the high-low speed cruising requirement of a rotary wing aircraft, aiming at the contradiction between the high aerodynamic efficiency requirement when the rotary wing aircraft flies at low speed and the high shock resistance when the rotary wing aircraft flies at high speed.
The design idea of the invention is to reduce the areas of the canard wing and the horizontal tail to reduce the high-speed large shock resistance, so that two new problems can be generated, namely, the lift force in the transition flight stage can be reduced, and the lift force generated on the canard wing and the horizontal tail can be reduced in the low-speed cruising state, so that the left boundary of the flight envelope of the airplane is close to the right, and the flight performance of the airplane is reduced; for the first problem, the lift force generated by the canard and the horizontal tail in the transition flight phase meets the requirement by improving the forward flight speed in the transition flight phase; for the second problem, in the transition flight stage, the rotary wing is locked according to the mode that the unfolding direction of the rotary wing is perpendicular to the longitudinal symmetrical plane of the airplane, the characteristic that the front edge and the rear edge of the elliptic wing section of the rotary wing are symmetrical is fully utilized, the area of the rotary wing is increased, the rotary wing can generate higher lift force in a low-speed cruising state, the loss of the lift force caused by the reduction of the areas of the canard wing and the horizontal tail is made up, and the reduction of the flight performance is avoided.
The rotary wing is locked in a mode that the span direction of the rotary wing is perpendicular to the longitudinal symmetrical plane of the airplane, so that the rotary wing can generate larger shock wave resistance in a high-speed cruising stage, but the rotary wing is just connected with the airplane body through the hub and has a locking requirement, and the layout of the rotary wing can be changed along with the cruising speed on the premise of not greatly increasing the weight of the structure by improving the connecting structure of the rotary wing and the hub or the locking structure of the rotary wing, so that the aims of meeting the high aerodynamic efficiency requirement in a low-speed cruising flight stage and reducing the resistance in the high-speed cruising flight stage are fulfilled.
Based on the principle, the technical scheme of the invention is as follows:
the design method for meeting the high-low speed cruising requirement of the rotary wing aircraft is characterized by comprising the following steps of: the method comprises the following steps:
step 1: under the condition of meeting the maximum power constraint that a power system of a rotary wing aircraft can output, the design forward flight speed of a rotary wing in a transition flight stage from a helicopter flight mode to a fixed wing flight mode is improved, and the parameters of a canard wing and a horizontal tail wing of the rotary wing aircraft are determined according to the design forward flight speed, so that the shock wave resistance of the canard wing and the horizontal tail is minimum at the design flight speed in a high-speed cruise stage under the condition of meeting the lift requirement of the transition flight stage;
step 2: determining the parameters of the rotary wings according to the parameters of the canard wing and the horizontal tail wing determined in the step 1 and in combination with the left boundary of the flight envelope of the rotary wing aircraft in the cruise stage, so that the rotary wings can stably fly at the designed flight speed in the low-speed cruise stage when the rotary wings are in a state that the spanwise direction is vertical to the longitudinal symmetrical plane of the aircraft;
and step 3: and (3) according to the parameters of the rotary wing determined in the step (2), carrying out pneumatic analysis on the rotary wing aircraft at a plurality of set heights, determining the maximum flight speed V1 of the rotary wing aircraft in the cruising stage, which allows the rotary wing to keep the span direction perpendicular to the longitudinal symmetry plane of the aircraft, at the corresponding heights, and obtaining the sweepback angle or the inclined angle of the rotary wing aircraft between the speed V1 and the maximum cruising speed V2 of the rotary wing aircraft at a plurality of speed points, so that the pneumatic resistance of the rotary wing is minimum at the corresponding heights and speeds.
The utility model provides a realize that rotary wing aircraft changes device of rotary wing aerodynamic layout which characterized in that: comprises a plurality of groups of sliding ejector blocks and driving mechanisms thereof; the sliding top blocks are respectively arranged in wing roots of the left side and the right side of the rotary wing, and the sliding top blocks are arranged on the front side and the rear side of the connection structure of the wing and the rotary propeller hub; the connecting structure of the wings and the rotary propeller hub is connected by adopting a rotating shaft vertical to the plane of the wings, and the wings on the left side and the right side can rotate relative to the respective connecting rotating shaft;
the installation direction of the sliding top block is vertical to the cross section direction of the wing, and the sliding top block can linearly move along the wingspan direction under the action of a driving mechanism; the sliding top blocks arranged in the wing roots of the left and right wings are oppositely arranged, and the end surfaces of the sliding top blocks are arc surfaces.
A device for realizing the change of the aerodynamic layout of the rotary wings of a rotary wing airplane comprises a rotor fixed on a rotary shaft of the rotary wings and a driving sleeve sleeved on the rotary shaft of the rotary wings; the rotor is matched with the driving sleeve by adopting a V-shaped groove, and the groove surface is a spiral surface; the method is characterized in that: the device also comprises a fixed seat, a sleeve cover, a linear driving mechanism and a rotary driving mechanism;
the fixed seat and the machine body are relatively and fixedly arranged, and a linear driving mechanism is arranged on the fixed seat; the driving direction of the linear driving mechanism is parallel to the rotating shaft of the rotary wing; the driving end of the linear driving mechanism is connected with a cylinder cover; the sleeve cover is connected with the driving sleeve, the sleeve cover can drive the driving sleeve to synchronously move axially, and the driving sleeve can rotate around the axis of the driving sleeve relative to the sleeve cover; the rotary driving mechanism is arranged on the sleeve cover and can drive the driving sleeve to rotate around the axis of the rotary driving mechanism.
In a further preferred aspect, the device for changing the aerodynamic configuration of the rotary wing aircraft is characterized in that: when the rotor is jointed with the driving sleeve, the rotor and the V-shaped groove spiral surface of the driving sleeve form self-locking.
In a further preferred aspect, the device for changing the aerodynamic configuration of the rotary wing aircraft is characterized in that: the driving mechanism can drive the sliding rail to move along the axis of the driving mechanism; the sliding rail is sleeved on the rotating shaft of the rotary wing; the outer side surface of the slide rail adopts different cross section shapes along the axial direction; the section of the part, matched with the fixed seat, of one axial end of the sliding rail is non-circular, so that the sliding rail cannot rotate relative to the fixed seat; the axial middle section of the sliding rail adopts a cylindrical form with an axial key on the wall surface, and the wall surface of the axial through hole of the driving sleeve is provided with a corresponding key groove, so that when the driving sleeve is matched with the axial middle section of the sliding rail, the driving sleeve cannot rotate relative to the sliding rail; the other end of the slide rail in the axial direction adopts a cylindrical structure, and when the driving sleeve is matched with the slide rail cylindrical structure section, the driving sleeve can rotate relative to the slide rail.
A control method for high-low speed cruising of a rotary wing aircraft is characterized by comprising the following steps: after the rotary wing aircraft enters a fixed wing flight mode, controlling the attitude of the rotary wing according to the flight speed and the altitude: at a certain height, when the flight speed is lower than the maximum flight speed V1 corresponding to the flight height in the cruise phase which allows the rotary wing to keep the span direction vertical to the longitudinal symmetry plane of the airplane, keeping the span direction of the rotary wing vertical to the longitudinal symmetry plane of the airplane; when the flying speed is higher than V1, the flight control system determines a corresponding sweepback angle or an oblique angle according to the speed and the height, and controls the actuating mechanism to change the aerodynamic layout of the rotary wing.
In a further preferred aspect, the control method for high-low speed cruising of a rotary wing aircraft is characterized in that: the rotary wing aircraft utilizes the device to form a sweepback angle of the rotary wing; when the rotary wing aircraft is in a helicopter flight mode, the sliding top blocks are driven by the driving mechanism to retract into the wings; in the stage of converting the helicopter mode into the fixed wing mode, when the total distance of the rotary wings is reduced to 0 degree, the driving mechanism drives the sliding top blocks to extend out by the same length, and the end faces of the sliding top blocks which are arranged oppositely are contacted; in a fixed wing flight mode, when the flight speed is greater than V1, the flight control system obtains a corresponding sweepback angle according to the speed and the height, and converts the sweepback angle into a driving quantity of the sliding ejector block to control the sliding ejector block on the front side of the rotary wing to continue to extend, and the sliding ejector block on the rear side of the rotary wing to synchronously retract so that the wings on the left side and the right side symmetrically move relative to the longitudinal symmetric plane of the fuselage to form the required sweepback angle.
In a further preferred aspect, the control method for high-low speed cruising of a rotary wing aircraft is characterized in that: the rotary wing aircraft utilizes the device to form a rotary wing oblique angle; when the rotary wing aircraft is in a helicopter flight mode, the rotor is separated from the driving sleeve, and the rotary wing rotating shaft normally rotates; in the stage of converting the flight from the helicopter mode to the fixed wing mode, when the rotary wing stops rotating, the flight control system drives the linear driving mechanism to push the sleeve cover so as to enable the rotor to be jointed with the driving sleeve, and at the moment, the orientation of the V-shaped groove of the driving sleeve is controlled by the flight control system through the rotary driving mechanism so as to enable the wingspan direction of the rotary machine to be vertical to the longitudinal symmetrical plane of the airplane after the rotor is jointed with the driving sleeve; in a fixed wing flight mode, when the flight speed is greater than V1, the flight control system obtains a corresponding oblique angle according to the speed and the height, and converts the oblique angle into a control quantity for the rotary driving mechanism, so that the drive sleeve is controlled to drive the rotor to rotate by a corresponding angle.
In a further preferred aspect, the control method for high-low speed cruising of a rotary wing aircraft is characterized in that: the rotary wing aircraft utilizes the device to form a rotary wing oblique angle; when the rotary wing aircraft is in a helicopter flight mode, the rotor is separated from the driving sleeve, and the rotary wing rotating shaft normally rotates; in the stage of converting the helicopter mode into the fixed wing mode, the axial middle section of the slide rail is matched with the driving sleeve at the moment; when the rotating speed of the rotary wing is reduced to a set rotating speed, the flight control system drives the linear driving mechanism to push the sleeve cover, so that the V-shaped groove of the driving sleeve is in contact with the spiral surface of the V-shaped groove of the rotor, the rotor is extruded, and the rotating speed of the rotor and the rotating shaft of the rotary wing is increased to 0; then the flight control system controls the slide rail driving mechanism to enable the slide rail to move axially, and the slide rail cylindrical structure section is matched with the driving sleeve; and then the flight control system controls the included angle between the wingspan direction of the rotary machine and the longitudinal symmetrical plane of the airplane by controlling the rotary driving mechanism according to the flight speed and the height.
Advantageous effects
Aiming at the requirements of high-low-speed cruising flight of a rotary wing aircraft, when the contradiction between the high aerodynamic efficiency requirement during low-speed flight and the large shock wave resistance during high-speed flight is faced, the self-installation structure characteristics of the rotary wing are combined, the self-layout of the rotary wing is changed along with the change of cruising speed on the premise of not greatly increasing the structure weight by improving the connection structure of the rotary wing and the propeller hub or improving the self-locking structure of the rotary wing, and therefore the effects of meeting the high aerodynamic efficiency requirement during the low-speed cruising flight stage and reducing the resistance during the high-speed cruising flight stage are achieved.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
The above and/or additional aspects and advantages of the present invention will become apparent and readily appreciated from the following description of the embodiments, taken in conjunction with the accompanying drawings of which:
FIG. 1 is a schematic diagram of a swept wing variation process of a rotary wing aircraft during high-speed cruise.
In the figure: 1 left rotor, 2 right rotor.
Figure 2 is a schematic view of a rotary wing sweep apparatus.
In the figure: 1 left rotor, 2 right rotors, 3 rotor mount pads, 4 left connecting pins, 5 right connecting pins, 6 upper sliding ejector blocks of left rotor, 7 upper sliding ejector blocks of right rotor, 8 lower sliding ejector blocks of left rotor, and 9 lower sliding ejector blocks of right rotor.
FIG. 3 is a schematic diagram of a change process of an oblique wing of a rotary wing aircraft during high-speed cruise.
In the figure: 1 left rotor, 2 right rotors.
FIG. 4 is a schematic view of a tilt wing locking device.
In the figure: 11 fixed seats, 12 sliding rails, 13 linear steering engines, 14 linear steering engines, 15 sleeve covers, 16 driving sleeves, 17 rotors, 18 rotating wing rotating shafts, 19 rotating steering engines, 20 rocker arm connecting rods and 21 spherical joints.
FIG. 5 is a schematic view of a rotary wing aircraft during flight.
In the figure: 31 helicopter mode takeoff, 32 helicopter to fixed wing transition mode, 33 fixed wing mode, 331 fixed wing low speed cruise, 332 fixed wing high speed cruise, 34 fixed wing to helicopter transition mode, 35 helicopter mode landing.
FIG. 6 is a fixed-wing mode phase speed control schematic.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
On the design thinking, the invention provides a design method for meeting the high-low speed cruising requirement of a rotary wing aircraft aiming at the high-low speed cruising flight requirement of the rotary wing aircraft, which comprises the following steps:
step 1: under the condition of meeting the maximum power constraint that a power system of a rotary wing aircraft can output, the design forward flight speed of a rotary wing in a transition flight stage from a helicopter flight mode to a fixed wing flight mode is increased, and parameters (which can comprise lift-increasing device parameters on a canard wing and a horizontal tail) of canard wings and horizontal tails of the rotary wing aircraft are determined according to the design forward flight speed, so that the shock wave resistance of the canard wings and the horizontal tails is minimum at the design flight speed in a high-speed cruise stage under the condition of meeting the lift requirement in the transition flight stage. The main purpose of this step is to reduce the area of the duck wing and the horizontal tail to reduce the high-speed large shock resistance, and at the same time, to meet the requirements of the power system.
Step 2: and (3) determining the parameters of the rotary wings according to the parameters of the canard wing and the horizontal tail wing determined in the step (1) and by combining the left boundary of the flight envelope of the rotary wing aircraft in the cruise stage, which is required by the design of the aircraft, so that the rotary wings can stably fly at the designed flight speed in the low-speed cruise stage when the rotary wings are in a state that the spanwise direction is vertical to the longitudinal symmetrical plane of the aircraft. The step locks the rotary wing in a mode that the span direction of the rotary wing is vertical to the symmetrical plane of the airplane, and makes full use of the characteristic that the front edge and the rear edge of the elliptic wing section of the rotary wing are symmetrical, so that the rotary wing can generate higher lift force in a low-speed cruising state, and the lift force loss caused by the reduction of the areas of the canard wing and the horizontal tail is compensated.
And 3, step 3: and (3) according to the parameters of the rotary wing determined in the step (2), performing pneumatic analysis on the rotary wing airplane at a plurality of set heights, determining the maximum flying speed V1 of the rotary wing in the cruising stage, which allows the rotary wing to keep the span-wise direction to be vertical to the longitudinal symmetry plane of the airplane, at the corresponding heights, and obtaining the sweepback angle or the inclined angle which the rotary wing should have between the speed V1 and the maximum cruising speed V2 of the rotary wing airplane at a plurality of speed points, so that the pneumatic resistance of the rotary wing is minimum at the corresponding heights and speeds.
The step is to provide a control basis for a flight control system and realize that the layout of the rotary wing changes along with the change of cruise speed. Namely, after the rotary wing aircraft enters a fixed wing flight mode, the attitude of the rotary wing is controlled according to the flight speed and the altitude: at a certain altitude, when the flight speed is lower than the maximum flight speed V1 in the cruise phase corresponding to the flight altitude and allowing the rotary wing to keep the spanwise direction perpendicular to the longitudinal symmetry plane of the airplane, keeping the spanwise direction of the rotary wing perpendicular to the longitudinal symmetry plane of the airplane; when the flying speed is higher than V1, the flight control system determines a corresponding sweepback angle or an oblique angle according to the speed and the height, and controls the actuating mechanism to change the aerodynamic layout of the rotary wing.
For example, the sweep design of the rotary wing aircraft for high-speed cruising is adopted, that is, the sweep angle of the rotary wing can be adjusted according to the flying state when the rotary wing aircraft is in the fixed wing flying mode: when flying at low speed, the rotary wing is locked according to a relatively small angle (or 0 degree) of a sweepback angle, is similar to a conventional layout, and can provide excellent low-speed aerodynamic performance; when the aircraft is cruising at a high speed, the rotary wing is locked to fly according to a relatively large sweepback angle, and shock waves and wave resistance in front of the rotary wing can be redistributed. A typical variation is shown in figure 1.
The embodiment provides a device for changing the aerodynamic layout of the rotary wing, which comprises a plurality of groups of sliding ejector blocks and driving mechanisms thereof; the sliding top blocks are respectively arranged in wing roots of the left side and the right side of the rotary wing, and the sliding top blocks are arranged on the front side and the rear side of the connection structure of the wing and the rotary propeller hub; the connection structure of the wings and the rotary propeller hub is connected by a rotating shaft perpendicular to the plane of the wings, and the wings on the left side and the right side can rotate relative to the respective connecting rotating shaft; the installation direction of the sliding ejector block is vertical to the cross section direction of the wing, and the sliding ejector block can linearly move along the wing span direction under the action of a driving mechanism; the sliding top blocks arranged in the wing roots of the left and right wings are oppositely arranged, and the end surfaces of the sliding top blocks are arc surfaces.
The specific structure can be as shown in fig. 2, the left rotor 1 is connected with the rotor mounting base 3 through the connecting pin 4, the right rotor 2 is connected with the rotor mounting base 3 through the connecting pin 5, and the rotor mounting base 3 is connected with the rotor hub. Sliding top blocks 6, 7, 8 and 9 which can move along the direction vertical to the section of the rotor wing are arranged in the left rotor wing and the right rotor wing of the rotor wing, and the sliding top blocks 6, 7, 8 and 9 are driven by a steering engine positioned in the rotor wing. In the rotor mode, the sliding top blocks 6, 7, 8 and 9 retract into the rotor, the rotation and the variable-pitch operation of the left rotor and the right rotor cannot be influenced, and the rotors are kept to be unfolded by virtue of the centrifugal force of the rotors. When the rotor total distance is reduced to 0 degree, the sliding top blocks 6, 7, 8 and 9 simultaneously extend out of the same length and are in end face contact, and the rotor and the hub are positioned in the rotating direction. When the rotating speed of the rotary wing is reduced and the rotary wing is locked in the direction vertical to the axis of the fuselage, the flight control system drives the steering engine arranged on the left and right rotary wings according to the flying speed and the flying height, and is used for symmetrically controlling the extension of the upper sliding ejector block 6 of the left rotary wing and the extension of the upper sliding ejector block 7 of the right rotary wing and symmetrically controlling the retraction of the lower sliding ejector block 8 of the left rotary wing and the lower sliding ejector block 9 of the right rotary wing, so that the left and right rotary wings symmetrically move along the symmetry plane of the fuselage to form a required sweepback angle.
The specific control method comprises the following steps: when the rotary wing aircraft is in a helicopter flight mode, the sliding top blocks are driven by the driving mechanism to retract into the wings; in the stage of converting the helicopter mode into the fixed wing mode, when the total distance of the rotary wings is reduced to 0 degree, the driving mechanism drives the sliding top blocks to extend out by the same length, and the end faces of the sliding top blocks which are arranged oppositely are contacted; in a fixed wing flight mode, when the flight speed is greater than V1, the flight control system obtains a corresponding sweepback angle according to the speed and the height, and converts the sweepback angle into a driving quantity of the sliding ejector block to control the sliding ejector block on the front side of the rotary wing to continue to extend, and the sliding ejector block on the rear side of the rotary wing to synchronously retract so that the wings on the left side and the right side symmetrically move relative to the longitudinal symmetric plane of the fuselage to form the required sweepback angle.
The method for realizing the change of the layout of the rotary wing along with the change of the cruising speed comprises the following steps: the design of the inclined rotary wing of the rotary wing aircraft for high-speed cruising is adopted, namely, the inclined angle of the rotary wing can be adjusted according to the flying state of the aircraft in a fixed wing flying mode, namely, the forward sweep of one side wing and the backward sweep of the other side wing: when flying at low speed, the rotary wing is locked according to a relatively small angle (or 0 degree) of a forward sweep angle and a backward sweep angle, is similar to a conventional layout, and can provide excellent low-speed aerodynamic performance; when the aircraft is cruising at high speed, the rotary wing is locked to fly according to a relatively large forward sweep angle and a relatively large backward sweep angle, shock waves and wave resistance in front of the rotary wing can be redistributed, and the rotary wing is locked along the aircraft body at the maximum, namely, the included angle between the symmetrical plane of the wing and the longitudinal symmetrical plane of the aircraft body is 0 degree. A typical variation is shown in figure 3.
The embodiment provides a device for realizing the change of the aerodynamic layout of the rotary wing, which comprises a rotor 17 fixed on a rotary wing rotating shaft 18 and a driving sleeve 16 sleeved on the rotary wing rotating shaft; the rotor and the driving sleeve are matched by adopting a V-shaped groove, the groove surface is a spiral surface, and after the rotor is jointed with the driving sleeve, the rotor and the spiral surface of the V-shaped groove of the driving sleeve form self-locking; in addition, the device also comprises a fixed seat 11, a sleeve cover 15, a linear driving mechanism and a rotary driving mechanism.
The fixed seat 11 and the machine body are relatively fixedly installed, and a linear driving mechanism is installed on the fixed seat 11; the driving direction of the linear driving mechanism is parallel to the rotating shaft of the rotary wing; the driving end of the linear driving mechanism is connected with a cylinder cover 15; the sleeve cover 15 is connected with the driving sleeve 16, the sleeve cover 15 can drive the driving sleeve 16 to move axially synchronously, and the driving sleeve 16 can rotate around the axis of the driving sleeve 16 relative to the sleeve cover 15; the rotation driving mechanism is installed on the sleeve cover 15 and can drive the driving sleeve 16 to rotate around the axis of the driving sleeve.
The specific control method comprises the following steps: when the rotary wing aircraft is in a helicopter flight mode, the rotor is separated from the driving sleeve, and the rotary wing rotating shaft normally rotates; in the stage of converting the flight from the helicopter mode to the fixed wing mode, when the rotary wing stops rotating, the flight control system drives the linear driving mechanism to push the sleeve cover so as to enable the rotor to be jointed with the driving sleeve, and at the moment, the orientation of the V-shaped groove of the driving sleeve is controlled by the flight control system through the rotary driving mechanism so as to enable the wingspan direction of the rotary machine to be vertical to the longitudinal symmetrical plane of the airplane after the rotor is jointed with the driving sleeve; in a fixed wing flight mode, when the flight speed is greater than V1, the flight control system obtains a corresponding oblique angle according to the speed and the height, and converts the oblique angle into a control quantity for the rotary driving mechanism, so that the drive sleeve is controlled to drive the rotor to rotate by a corresponding angle.
However, the above-mentioned device requires that the rotor is connected to the driving sleeve after the rotary wing is stopped, and obviously, either another mechanism for decelerating and stopping the rotary wing is needed or the rotary wing is naturally stopped by air resistance and power transmission system resistance. Here we make a further improvement, adding the deceleration lock function:
the device also comprises a slide rail and a driving mechanism thereof, wherein the driving mechanism can drive the slide rail to move along the axis of the driving mechanism; the sliding rail is sleeved on the rotating shaft of the rotating wing; the outer side surface of the slide rail adopts different cross section shapes along the axial direction; the section of the part, matched with the fixed seat, of one axial end of the sliding rail is non-circular, so that the sliding rail cannot rotate relative to the fixed seat; the axial middle section of the sliding rail adopts a cylindrical form with an axial key on the wall surface, and the wall surface of the axial through hole of the driving sleeve is provided with a corresponding key groove, so that when the driving sleeve is matched with the axial middle section of the sliding rail, the driving sleeve cannot rotate relative to the sliding rail; the other end of the slide rail in the axial direction adopts a cylindrical structure, and when the driving sleeve is matched with the slide rail cylindrical structure section, the driving sleeve can rotate relative to the slide rail.
The specific control method comprises the following steps: the rotary wing aircraft utilizes the device to form a rotary wing oblique angle; when the rotary wing aircraft is in a helicopter flight mode, the rotor is separated from the driving sleeve, and the rotary wing rotating shaft normally rotates; in the stage of converting the helicopter mode into the fixed wing mode, the axial middle section of the slide rail is matched with the driving sleeve at the moment; when the rotating speed of the rotary wing is reduced to a set rotating speed, the flight control system drives the linear driving mechanism to push the sleeve cover, so that the V-shaped groove of the driving sleeve is contacted with the spiral surface of the V-shaped groove of the rotor, the rotor is extruded, and the rotating speed of the rotor and the rotating shaft of the rotary wing is up to 0; then the flight control system controls the slide rail driving mechanism to enable the slide rail to move axially, and the slide rail cylindrical structure section is matched with the driving sleeve; and then the flight control system controls the included angle between the wingspan direction of the rotary machine and the longitudinal symmetrical plane of the airplane by controlling the rotary driving mechanism according to the flight speed and the height.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made in the above embodiments by those of ordinary skill in the art without departing from the principle and spirit of the present invention.
Claims (5)
1. A device for realizing the change of the aerodynamic layout of the rotary wings of a rotary wing airplane comprises a rotor fixed on a rotary shaft of the rotary wings and a driving sleeve sleeved on the rotary shaft of the rotary wings; the rotor and the driving sleeve are matched by adopting a V-shaped groove, and the groove surface is a spiral surface; the method is characterized in that: the device also comprises a fixed seat, a sleeve cover, a linear driving mechanism and a rotary driving mechanism;
the fixed seat and the machine body are relatively and fixedly arranged, and a linear driving mechanism is arranged on the fixed seat; the driving direction of the linear driving mechanism is parallel to the rotating shaft of the rotary wing; the driving end of the linear driving mechanism is connected with a cylinder cover; the sleeve cover is connected with the driving sleeve, the sleeve cover can drive the driving sleeve to synchronously move axially, and the driving sleeve can rotate around the axis of the driving sleeve relative to the sleeve cover; the rotary driving mechanism is arranged on the sleeve cover and can drive the driving sleeve to rotate around the axis of the rotary driving mechanism.
2. The device for realizing the aerodynamic layout change of the rotary wing airplane according to claim 1, is characterized in that: when the rotor is jointed with the driving sleeve, the rotor and the V-shaped groove spiral surface of the driving sleeve form self-locking.
3. The device for realizing the aerodynamic layout change of the rotary wing airplane according to claim 2, is characterized in that: the driving mechanism can drive the sliding rail to move along the axis of the driving mechanism; the sliding rail is sleeved on the rotating shaft of the rotating wing; the outer side surface of the slide rail adopts different cross section shapes along the axial direction; the section of the part, matched with the fixed seat, of one axial end of the sliding rail is non-circular, so that the sliding rail cannot rotate relative to the fixed seat; the axial middle section of the sliding rail adopts a cylindrical form with an axial key on the wall surface, and the wall surface of the axial through hole of the driving sleeve is provided with a corresponding key groove, so that when the driving sleeve is matched with the axial middle section of the sliding rail, the driving sleeve cannot rotate relative to the sliding rail; the other end of the slide rail is in a cylindrical structure, and when the driving sleeve is matched with the slide rail cylindrical structure section, the driving sleeve can rotate relative to the slide rail.
4. A control method for high-low speed cruising of a rotary wing aircraft is characterized by comprising the following steps: after the rotary wing aircraft enters a fixed wing flight mode, controlling the attitude of the rotary wing according to the flight speed and the altitude: at a certain altitude, when the flight speed is lower than the maximum flight speed V1 in the cruise phase corresponding to the flight altitude and allowing the rotary wing to keep the spanwise direction perpendicular to the longitudinal symmetry plane of the airplane, keeping the spanwise direction of the rotary wing perpendicular to the longitudinal symmetry plane of the airplane; when the flying speed is higher than V1, the flight control system determines a corresponding sweepback angle or an oblique angle according to the speed and the height, and controls the actuating mechanism to change the aerodynamic layout of the rotary wing; a rotary wing aircraft utilizing the apparatus of claim 2 to form a rotary wing cant angle; when the rotary wing aircraft is in a helicopter flight mode, the rotor is separated from the driving sleeve, and the rotary wing rotating shaft normally rotates; in the stage of converting the flight from the helicopter mode to the fixed wing mode, when the rotary wing stops rotating, the flight control system drives the linear driving mechanism to push the sleeve cover so as to enable the rotor to be jointed with the driving sleeve, and at the moment, the orientation of the V-shaped groove of the driving sleeve is controlled by the flight control system through the rotary driving mechanism so as to enable the wingspan direction of the rotary machine to be vertical to the longitudinal symmetrical plane of the airplane after the rotor is jointed with the driving sleeve; in a fixed wing flight mode, when the flight speed is greater than V1, the flight control system obtains a corresponding oblique angle according to the speed and the height, and converts the oblique angle into a control quantity for the rotary driving mechanism, so that the drive sleeve is controlled to drive the rotor to rotate by a corresponding angle.
5. A control method for high-low speed cruising of a rotary wing aircraft is characterized by comprising the following steps: after the rotary wing aircraft enters a fixed wing flight mode, controlling the attitude of the rotary wing according to the flight speed and the altitude: at a certain altitude, when the flight speed is lower than the maximum flight speed V1 in the cruise phase corresponding to the flight altitude and allowing the rotary wing to keep the spanwise direction perpendicular to the longitudinal symmetry plane of the airplane, keeping the spanwise direction of the rotary wing perpendicular to the longitudinal symmetry plane of the airplane; when the flying speed is higher than V1, the flight control system determines a corresponding sweepback angle or an oblique angle according to the speed and the height, and controls the actuating mechanism to change the aerodynamic layout of the rotary wing; a rotary wing aircraft utilizing the apparatus of claim 3 to form a rotary wing cant angle; when the rotary wing aircraft is in a helicopter flight mode, the rotor is separated from the driving sleeve, and the rotary wing rotating shaft normally rotates; in the stage of switching the flight from the helicopter mode to the fixed wing mode, the axial middle section of the slide rail is matched with the driving sleeve at the moment; when the rotating speed of the rotary wing is reduced to a set rotating speed, the flight control system drives the linear driving mechanism to push the sleeve cover, so that the V-shaped groove of the driving sleeve is contacted with the spiral surface of the V-shaped groove of the rotor, the rotor is extruded, and the rotating speed of the rotor and the rotating shaft of the rotary wing is reduced to 0; then the flight control system controls the slide rail driving mechanism to enable the slide rail to move axially, and the slide rail cylindrical structure section is matched with the driving sleeve; and then the flight control system controls the included angle between the wingspan direction of the rotary machine and the longitudinal symmetrical plane of the airplane by controlling the rotary driving mechanism according to the flight speed and the height.
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