CN111959764A - Tilt-rotor aircraft engine cabin inclination angle control device - Google Patents
Tilt-rotor aircraft engine cabin inclination angle control device Download PDFInfo
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- CN111959764A CN111959764A CN202010688669.XA CN202010688669A CN111959764A CN 111959764 A CN111959764 A CN 111959764A CN 202010688669 A CN202010688669 A CN 202010688669A CN 111959764 A CN111959764 A CN 111959764A
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- 230000007246 mechanism Effects 0.000 abstract description 15
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- 230000005540 biological transmission Effects 0.000 abstract description 9
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- 230000008569 process Effects 0.000 description 6
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- 238000003754 machining Methods 0.000 description 2
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C27/00—Rotorcraft; Rotors peculiar thereto
- B64C27/52—Tilting of rotor bodily relative to fuselage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D29/00—Power-plant nacelles, fairings, or cowlings
- B64D29/02—Power-plant nacelles, fairings, or cowlings associated with wings
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Abstract
The invention discloses a tilt angle control device of an engine compartment of a tilt rotor aircraft, which comprises an integral bracket, wherein the upper part of the integral bracket is provided with an arc-shaped chute, one side of the middle part of the integral bracket is hinged with a power output rod, the other side of the integral bracket is provided with a connecting rod assembly, and the lower part of the integral bracket is fixedly provided with a driving device; the middle upper part of the power output rod is clamped in the arc-shaped chute at the upper part of the integral bracket, and the free end of the power output rod is fixedly connected with the engine compartment; one end of the connecting rod component is hinged with the middle part of the power output rod, and the other end of the connecting rod component is connected with the driving end of the driving device; the driving device drives the connecting rod assembly to drive the power output rod to slide in the arc-shaped sliding groove in the upper portion of the integral support, and therefore the inclination angle of the engine compartment is changed. The invention has the advantages of large output power, high reliability, strong mechanism motion stability, easy processing of parts, long service life and the like; the method can realize stable, accurate and reliable control of the inclination angle of the engine compartment, has small power loss, strong transmission instantaneity and small error accumulation in the transmission process, and is suitable for wide popularization and application.
Description
Technical Field
The invention relates to the technical field of aircraft mechanical structures, in particular to a tilt angle control device for an engine compartment of a tilt rotor aircraft.
Background
The tilt rotor aircraft is a novel aircraft integrating a fixed-wing aircraft and a rotor aircraft, and when taking off or landing, an engine cabin is vertical to a wing plane to provide upward lift force for the aircraft; in cruise, the engine compartment is turned into a horizontal attitude to provide forward power for the aircraft, and the lift force is generated by the fixed wings by using the airflow in relative motion. Thus, tiltrotor aircraft require a mechanism to control changes in the pitch of the nacelle.
The engine cabin of the prior large tilting rotor aircraft is generally hung at one end of a wing, and the inclination angle of the engine cabin rotating around the wing is controlled by a gear mechanism or a worm and gear mechanism.
Chinese patent CN101962075A discloses a tilting mechanism, which drives a worm gear through a steering engine to realize rotation of a tilting shaft, and the self-locking characteristic of the worm gear is reused to ensure stable state after tilting. However, the mechanism is limited by a worm gear and worm, and after the output of the steering engine rotates through the worm gear and worm, the instantaneity is poor due to the fact that the transmission ratio is increased, and flexible control in the taking-off and landing process of the airplane is not facilitated. And the worm gear mechanism has high requirements on processing precision, has large friction force in use, is easy to wear, and is not beneficial to long-term use of a larger tilting rotor machine. In addition, chinese patent CN201621438930.6 discloses a rotor tilting mechanism, which drives a connecting rod through a steering engine, and further drives a bracket connected with a propeller, so that the propeller can be driven by the steering engine to tilt. However, because the output power of the steering engine is limited, the mechanism is only suitable for a light or micro unmanned aerial vehicle, the rotating arm of the steering engine is easy to be blocked with the connecting rod in the large-amplitude rotation, the driving mechanism is not over-constrained, and the stability of the mechanism is poor.
Disclosure of Invention
The invention aims to provide the tilt angle control device of the engine cabin of the tilt rotor aircraft, which has the characteristics of large output power, high reliability, strong mechanism motion stability, easy part processing, long service life and the like, and is suitable for medium and large tilt rotor aircraft and engine cabins to be hung at the end of a wing, and the engine cabin of the tilt rotor aircraft integrally rotates when the posture is changed.
The invention is realized by the following technical scheme: the tilt angle control device of the tilt rotor aircraft engine compartment comprises an integral bracket, wherein an arc-shaped chute is arranged at the upper part of the integral bracket, a power output rod is hinged to one side of the middle part of the integral bracket, a connecting rod assembly is arranged at the other side of the integral bracket, and a driving device is fixedly arranged at the lower part of the integral bracket; the middle upper part of the power output rod is clamped in the arc-shaped chute at the upper part of the integral support, and the free end of the power output rod is fixedly connected with the engine compartment; one end of the connecting rod assembly is hinged with the middle part of the power output rod, and the other end of the connecting rod assembly is connected with the driving end of the driving device; the driving device drives the connecting rod assembly to drive the power output rod to slide in the arc-shaped sliding groove in the upper portion of the integral support, and therefore the inclination angle of the engine compartment is changed.
In order to better realize the method of the invention, further, the connecting rod assembly comprises a driving rod and a central connecting rod, the ends of the driving rod are pivoted through a second connecting shaft, the middle part of the driving rod is arranged in the middle of the integral bracket, and the free end of the driving rod is connected with the driving end of the driving device; the free end of the central connecting rod is hinged with the middle part of the power output rod.
In order to better implement the method of the invention, the driving device is further a transversely arranged hydraulic actuator, and an actuating rod of the hydraulic actuator is connected with a driving rod through an interfacing slide block.
In order to better realize the method of the invention, the hinged slide block is composed of a fixed block and a connecting block which are in an integral structure, a concave chute is arranged on one side of the fixed block, a convex block matched with the concave chute is arranged at the end part of the actuating rod, and the convex block at the end part of the actuating rod is clamped in the concave chute of the fixed block; and one side of the connecting block, which is opposite to the concave sliding groove, is provided with a pivot lug, and the connecting block is pivoted with the driving lever through the pivot lug and the first connecting shaft.
In order to better realize the method of the invention, further, the integral support comprises a central shaft in the middle, one end of the central shaft is provided with an arc-shaped chute with an upward direction, the other end of the central shaft is provided with a fixed seat with a downward direction, one side of the side edge of the central shaft is provided with a hinge lug, and the other side of the side edge of the central shaft is provided with a support rod; hydraulic actuator one end fixed mounting is in the fixing base, it is articulated with power take off pole one end that articulated ear passes through the second fixed axle, the bracing piece free end is connected through first fixed axle and drive lever middle part, the drive lever can use first fixed axle to rotate as the axle center.
In order to better realize the method of the invention, a groove is arranged in an arc-shaped chute of the integral support, an outer slide rail and an inner slide rail which are oppositely arranged are embedded in the groove, limit screws are arranged at the opening end parts of the arc-shaped chute of the outer slide rail and the inner slide rail, and the power output rod slides between the outer slide rail and the inner slide rail in the arc-shaped chute at the upper part of the integral support.
In order to better realize the method of the invention, further, the power output rod comprises a rod body, one end of the rod body is provided with a lug, the other end of the rod body is provided with an inner hexagonal sleeve, the middle front part of one side of the rod body is fixedly provided with a sliding block, the other side of the rod body is provided with a convex shaft, and two sides of the rod body between the convex shaft and the lug are also provided with a limiting lug; the lug is hinged to the hinging lug of the whole support through the second fixing shaft at one end of the rod body, the inner hexagonal sleeve at the other end of the rod body is fixedly connected with the engine compartment, the sliding block on the rod body is clamped between the outer sliding rail and the inner sliding rail in the arc-shaped sliding groove in the upper portion of the whole support, and the protruding shaft in the middle of the rod body is connected with one end of the central connecting rod.
In order to better realize the method, one end of the hydraulic actuator is fixed in a fixed seat of the integral support through a plurality of connecting bolts, and the other end of the hydraulic actuator is fixed on the end face of the wing through a fastening hoop matched with a fastening bolt.
In order to better implement the method of the present invention, further, the driving end of the hydraulic actuator is further provided with a gasket.
The working principle of the technical scheme is that the whole device is fixed on the end face of the wing through the integral support and the fastening hoop, and the rotating torque is output to the engine compartment through the power output rod. In order to increase output power, reduce space occupation and save weight, the hydraulic actuator is used as a power source. The actuating rod is connected with the driving lever through the hinged sliding block, and when the hydraulic actuator drives the actuating rod to do linear motion, the hinged sliding block slides at the bottom end of the actuating rod and transmits torque to the driving lever. The drive lever transmits the torque to the power take-off lever again via the central connecting rod. The power output rod is fixedly connected with the engine compartment through an inner hexagonal sleeve at the end, and drives the engine compartment to rotate around a fixed shaft on the integral support, so that the control of the inclination angle of the engine compartment is realized. When the actuating rod extends from the hydraulic actuator, the rotation of the engine compartment is a positive stroke, namely the engine compartment is gradually changed into a horizontal posture from a vertical posture, and the maximum extending stroke of the actuating rod is completely changed into a posture horizontal to the wing corresponding to the engine compartment; when the actuating rod retracts from the hydraulic actuator, the rotation of the engine compartment is a negative stroke, namely the engine compartment is gradually changed into a vertical posture from a horizontal posture, and when the actuating rod retracts completely and presses the gasket, the corresponding engine compartment is completely changed into a posture vertical to the wing. The rotation process of the power output rod is restricted by the inner slide rail and the outer slide rail. The inner slide rail and the outer slide rail are fixed on the integral bracket through screws and are connected with each other through screws. The inner slide rail and the outer slide rail have a limiting effect on the power output rod through the convex block in the middle section of the power output rod, the rotation range of the power output rod is limited within 90 degrees, over-restraint is achieved, and the rotation stability of the power output rod is enhanced.
Compared with the prior art, the invention has the following advantages and beneficial effects:
(1) the tilt angle control device of the tilt rotor aircraft engine cabin solves the problems of limited power output, poor mechanism stability, poor instantaneity of attitude control, easy abrasion of parts, high requirement on part machining precision and the like of the existing tilt rotor aircraft attitude control mechanism, and has the characteristics of large output power, high reliability, strong mechanism motion stability, easy machining of parts, long service life and the like;
(2) the invention can realize the stable, accurate and reliable control of the inclination angle of the engine compartment, the hydraulic actuator only needs to drive the actuating rod to do linear motion with a small stroke, and the engine compartment can be driven to complete the posture change within the range of 90 degrees, the power loss caused by power transmission in the control process is small, the transmission instantaneity is strong, and the error accumulation in the transmission process is small;
(3) the invention is suitable for the attitude control of the engine cabin of a medium-large tilt rotor aircraft and an engine cabin which is hung at the end of a wing and integrally rotates when the attitude is changed, and is suitable for wide popularization and application.
Drawings
Other features, objects and advantages of the invention will become more apparent upon reading of the detailed description of non-limiting embodiments with reference to the following drawings:
FIG. 1 is a schematic perspective view of a front view axial view of the present invention;
FIG. 2 is a schematic diagram of a rear view perspective of the present invention;
FIG. 3 is a schematic view of a front perspective view of the integral support of the present invention;
FIG. 4 is a schematic view of a rear perspective view of the integral stand of the present invention;
FIG. 5 is a perspective view of a power take-off lever according to the present invention;
FIG. 6 is a schematic top plan view of the power take off bar of the present invention;
FIG. 7 is a schematic front plan view of a power take-off lever according to the present invention;
FIG. 8 is a front plan view of the hinge block of the present invention;
FIG. 9 is a top plan view of the articulating slider of the present invention;
FIG. 10 is a left side view schematically illustrating the structure of the hinge block according to the present invention;
FIG. 11 is a schematic view of the relationship between the training levels on the end surfaces of the wings according to the present invention;
FIG. 12 is a schematic perspective view of the present invention illustrating a vertical attitude of the nacelle and the wing;
FIG. 13 is a schematic view of the external effects of the present invention in controlling the vertical attitude of the nacelle and the wing;
FIG. 14 is a schematic perspective view of the present invention illustrating a horizontal attitude of the nacelle and the wing;
FIG. 15 is a schematic diagram of the external effects of the present invention in controlling the horizontal attitude of the nacelle and the wing.
Wherein: 1-fastening clamp, 2-fastening bolt, 3-hydraulic actuator, 4-connecting bolt, 5-gasket, 6-actuating rod, 7-hinged sliding block, 71-fixed block, 72-connecting block, 73-concave sliding groove, 74-pivot lug, 8-first connecting shaft, 9-first fixed shaft, 10-driving lever, 11-integral support, 111-central shaft, 112-arc sliding groove, 113-fixed seat, 114-hinged lug, 115-supporting rod, 12-second connecting shaft, 13-central connecting rod, 14-power output rod, 141-rod body, 142-lug, 143-inner hexagonal sleeve, 144-sliding block, 145-convex shaft, 146-limiting lug, 15-outer sliding rail, 16-inner sliding rail, 17-second fixed shaft and 18-limiting screw.
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 or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like, indicate orientations or positional relationships based on those shown in the drawings, and are used only for convenience in describing the present invention and for simplicity in description, and do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention. Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the definitions of "first" and "second" are for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly including one or more of such features. In the description of the present invention, "a plurality" means two or more unless otherwise specified.
In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted," "connected," and "connected" are to be construed broadly, e.g., as meaning either a fixed connection, a removable connection, or an integral connection; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Example 1:
the main structure of the present embodiment, as shown in fig. 1 and fig. 2, includes an integral support 11, an arc-shaped chute 112 is arranged at the upper part of the integral support 11, a power output rod 14 is hinged at one side of the middle part, a connecting rod assembly is arranged at the other side, and a driving device is fixedly arranged at the lower part; the middle upper part of the power output rod 14 is clamped in the arc-shaped chute 112 at the upper part of the integral support 11, and the free end is fixedly connected with the engine compartment; one end of the connecting rod component is hinged with the middle part of the power output rod 14, and the other end of the connecting rod component is connected with the driving end of the driving device.
The specific implementation mode is that the driving device drives the connecting rod assembly to drive the power output rod 14 to slide in the arc-shaped sliding groove 112 at the upper part of the integral support 11, so that the inclination angle of the engine compartment changes, as shown in fig. 12, 13, 14 and 15, the power loss caused by power transmission in the whole control process is small, the transmission instantaneity is strong, and the error accumulation in the transmission process is small.
Example 2:
the present embodiment further defines the structure of the connecting rod assembly on the basis of the above embodiments, as shown in fig. 1 and fig. 2, the connecting rod assembly includes a driving rod 10 and a central connecting rod 13, the ends of the driving rod are pivoted by a second connecting shaft 12, the middle of the driving rod 10 is installed in the middle of the integral bracket 11, and the free end is connected with the driving end of the driving device; the free end of the central connecting rod 13 is hinged with the middle part of the power output rod 14. The drive lever 10 transmits the torque again to the power take-off lever 14 via the central connecting rod 13. The power output rod 14 is fixedly connected with the engine compartment through an inner hexagonal sleeve at the end, and drives the engine compartment to rotate around a fixed shaft on the integral support, so that the control of the inclination angle of the engine compartment is realized. Other parts of this embodiment are the same as those of the above embodiment, and are not described again.
Example 3:
the present embodiment further defines the specific structure of the driving device based on the above embodiments, as shown in fig. 1 and fig. 2, the driving device is a hydraulic actuator 3 disposed transversely, and the actuating rod 6 of the hydraulic actuator 3 is connected with the driving rod 10 through the connecting slider 7. In order to increase the output power and reduce the space occupation and weight, the present invention uses the hydraulic actuator as the power source during the rotation of the engine room, as shown in fig. 12, 13, 14 and 15. When the actuating rod 6 extends from the hydraulic actuator 3, the rotation of the engine compartment is a positive stroke, namely the engine compartment is gradually changed into a horizontal posture from a vertical posture, and the maximum extending stroke of the actuating rod 6 corresponds to the fact that the engine compartment is completely changed into a posture horizontal to the wing; when the actuating rod 6 is retracted from the hydraulic actuator, the rotation of the nacelle is a negative stroke, i.e. the horizontal attitude is gradually changed into the vertical attitude, and the actuating rod 6 is fully retracted, corresponding to the complete change of the nacelle into the attitude perpendicular to the wing. Other parts of this embodiment are the same as those of the above embodiment, and are not described again.
Example 4:
in this embodiment, the structure of the connecting slider 7 is further limited on the basis of the above embodiments, as shown in fig. 8, 9 and 10, the hinge slider 7 is composed of a fixed block 71 and a connecting block 72 which are integrated into a whole, a concave chute 73 is arranged on one side of the fixed block 71, a convex block matched with the concave chute 73 is arranged at the end of the actuating rod 6, and the convex block at the end of the actuating rod 6 is clamped in the concave chute 73 of the fixed block 71; the connecting block 72 is provided with a pivot lug 74 at one side opposite to the concave sliding groove, and the connecting block 72 is pivoted with the driving lever 10 through the pivot lug 74 and the first connecting shaft 8. The actuating rod is connected with the driving lever through the hinged sliding block, and when the hydraulic actuator drives the actuating rod to do linear motion, the hinged sliding block slides at the bottom end of the actuating rod and transmits torque to the driving lever. Other parts of this embodiment are the same as those of the above embodiment, and are not described again.
Example 5:
in this embodiment, on the basis of the above embodiments, the structure of the integral support 11 is further defined, as shown in fig. 1, fig. 2, fig. 3, and fig. 4, the integral support 11 includes a central shaft 111 in the middle, one end of the central shaft 111 is provided with an arc-shaped chute 112 facing upward, the other end is provided with a fixing seat 113 facing downward, one side of the central shaft 111 is provided with a hinge lug 114, and the other side is provided with a support rod 115; one end of the hydraulic actuator 6 is fixedly installed in the fixing seat 113, the hinge lug 114 is hinged to one end of the power output rod 14 through the second fixing shaft 17, the free end of the support rod 115 is connected with the middle of the driving lever 10 through the first fixing shaft 9, and the driving lever 10 can rotate by taking the first fixing shaft 9 as an axis. Other parts of this embodiment are the same as those of the above embodiment, and are not described again.
Example 6:
in this embodiment, on the basis of the above embodiments, the structure of the integral support 11 is further limited, as shown in fig. 1, fig. 2, fig. 3, and fig. 4, a groove is provided in the arc-shaped sliding groove 112 of the integral support 11, an outer sliding rail 15 and an inner sliding rail 16 which are oppositely arranged are embedded in the groove, a limit screw 18 is provided at an opening end of the arc-shaped sliding groove 112 on the outer sliding rail 15 and the inner sliding rail 16, and the power output rod 14 slides between the outer sliding rail 15 and the inner sliding rail 16 in the arc-shaped sliding groove 112 at the upper portion of the integral support 11. The rotation process of the power output rod is restricted by the inner slide rail and the outer slide rail. The inner slide rail and the outer slide rail are fixed on the integral bracket through screws and are connected with each other through screws. The inner slide rail and the outer slide rail have a limiting effect on the power output rod through the convex block in the middle section of the power output rod, the rotation range of the power output rod is limited within 90 degrees, over-restraint is achieved, and the rotation stability of the power output rod is enhanced. Other parts of this embodiment are the same as those of the above embodiment, and are not described again.
Example 7:
in this embodiment, based on the above embodiments, the structure of the power output rod 14 is further limited, as shown in fig. 5, fig. 6, and fig. 7, the power output rod 14 includes a rod body 141, one end of the rod body 141 is provided with a lug 142, the other end of the rod body 141 is provided with an inner hexagonal sleeve 143, a slider 144 is fixedly disposed at a middle front portion of one side of the rod body 141, a protruding shaft 145 is disposed at the other side opposite to the rod body 141, and two sides of the rod body 141 between the protruding shaft 145 and the lug 142 are further provided with a limit bump 146; one end of the rod body 141 is hinged with the lug 142 and the hinge lug 114 of the integral support 11 through the second fixed shaft 17, the inner hexagonal sleeve 143 at the other end of the rod body 141 is fixedly connected with the engine compartment, the slide block 144 on the rod body 141 is clamped between the outer slide rail 15 and the inner slide rail 16 in the arc-shaped slide groove 112 at the upper part of the integral support 11, and the convex shaft 145 at the middle part of the rod body 141 is connected with one end of the central connecting rod 13. The rotation process of the power output rod is restricted by the inner slide rail and the outer slide rail. The inner slide rail and the outer slide rail are fixed on the integral bracket through screws and are connected with each other through screws. The inner slide rail and the outer slide rail have a limiting effect on the power output rod through the convex block in the middle section of the power output rod, the rotation range of the power output rod is limited within 90 degrees, over-restraint is achieved, and the rotation stability of the power output rod is enhanced. Other parts of this embodiment are the same as those of the above embodiment, and are not described again.
Example 8:
in this embodiment, on the basis of the above embodiments, the fixing position and manner of the driving device are further defined, as shown in fig. 1, fig. 2, and fig. 11, one end of the hydraulic actuator 3 is fixed in the fixing seat 113 of the integral support 11 through a plurality of connecting bolts 4, and the other end of the hydraulic actuator 3 is fixed on the end surface of the wing through the fastening clamp 1 in cooperation with the fastening bolt 2. The whole device is fixed on the end surface of the wing through the integral support and the fastening hoop, and the rotating torque is output to the engine compartment through the power output rod. Other parts of this embodiment are the same as those of the above embodiment, and are not described again.
Example 9:
in the present embodiment, on the basis of the above-mentioned embodiments, the structure of the driving device is further defined, and as shown in fig. 1 and fig. 2, the driving end of the hydraulic actuator 3 is further provided with a gasket 5. When the actuating rod 6 is fully retracted and the gasket 5 is pressed, the gasket 5 can also protect the actuating rod 6 corresponding to the situation that the engine compartment is fully changed to be vertical to the wing. Other parts of this embodiment are the same as those of the above embodiment, and are not described again.
It will be appreciated that the principles and operation of the control device structure according to one embodiment of the present invention, such as the hydraulic actuator 3 and the set screw 18, are well known in the art and will not be described in detail herein.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (9)
1. The tilt angle control device of the tilt rotor aircraft engine cabin is characterized by comprising an integral support (11), wherein an arc-shaped chute (112) is arranged at the upper part of the integral support (11), a power output rod (14) is hinged to one side of the middle part of the integral support, a connecting rod assembly is arranged at the other side of the integral support, and a driving device is fixedly arranged at the lower part of the integral support; the middle upper part of the power output rod (14) is clamped in an arc-shaped sliding groove (112) at the upper part of the integral support (11), and the free end of the power output rod is fixedly connected with an engine compartment; one end of the connecting rod component is hinged with the middle part of the power output rod (14), and the other end of the connecting rod component is connected with the driving end of the driving device; the driving device drives the connecting rod assembly to drive the power output rod (14) to slide in the arc-shaped sliding groove (112) in the upper part of the integral support (11), so that the inclination angle of the engine compartment is changed.
2. The tilt-rotor engine nacelle pitch control device according to claim 1, wherein the linkage assembly comprises a drive rod (10) and a central link (13) pivotally connected at their ends by a second connecting shaft (12), the drive rod (10) being centrally mounted in the integral bracket (11) and having its free end connected to the drive end of the drive device; the free end of the central connecting rod (13) is hinged with the middle part of the power output rod (14).
3. The tilt control device for a tilt rotor engine nacelle according to claim 2, wherein the drive means is a transversely arranged hydraulic actuator (3), the actuation rod (6) of the hydraulic actuator (3) being connected to the drive rod (10) by means of a cross-over block (7).
4. The tilt angle control device for a tilt rotor engine compartment of claim 3, wherein the hinge slider (7) is composed of a fixed block (71) and a connecting block (72) which are integrated, a concave sliding groove (73) is formed on one side of the fixed block (71), a convex block matched with the concave sliding groove (73) is formed at the end part of the actuating rod (6), and the convex block at the end part of the actuating rod (6) is clamped in the concave sliding groove (73) of the fixed block (71); one side of the connecting block (72) opposite to the concave sliding groove is provided with a pivot lug (74), and the connecting block (72) is pivoted with the driving lever (10) through the pivot lug (74) and the first connecting shaft (8).
5. The tilt angle control device for a tilt rotor aircraft engine nacelle according to claim 4, wherein the integral bracket (11) comprises a central shaft (111) in the middle, one end of the central shaft (111) is provided with an upward arc chute (112), the other end of the central shaft is provided with a downward fixed seat (113), one side of the central shaft (111) is provided with a hinge lug (114), and the other side of the side is provided with a support rod (115); hydraulic actuator (6) one end fixed mounting is in fixing base (113), it is articulated with power take off pole (14) one end that articulated ear (114) pass through second fixed axle (17), bracing piece (115) free end is connected through first fixed axle (9) and drive lever (10) middle part, drive lever (10) can use first fixed axle (9) to rotate as the axle center.
6. The tilt angle control device for a tilt rotor aircraft engine nacelle according to claim 5, wherein a groove is formed in the arc-shaped chute (112) of the integral bracket (11), an outer slide rail (15) and an inner slide rail (16) are embedded in the groove and oppositely arranged, the outer slide rail (15) and the inner slide rail (16) are provided with a limit screw (18) at the opening end of the arc-shaped chute (112), and the power take-off rod (14) slides between the outer slide rail (15) and the inner slide rail (16) in the arc-shaped chute (112) at the upper part of the integral bracket (11).
7. The tilt control device for a tilt rotor engine nacelle according to claim 6, wherein the power take-off lever (14) comprises a lever body (141), one end of the lever body (141) is provided with a lug (142), the other end of the lever body is provided with an inner hexagonal sleeve (143), a slider (144) is fixedly arranged at the middle front part of one side of the lever body (141), a protruding shaft (145) is arranged at the other side opposite to the lever body (141), and limiting lugs (146) are further arranged at two sides of the lever body (141) between the protruding shaft (145) and the lug (142); the lug (142) is hinged to the hinge lug (114) of the whole support (11) through the second fixed shaft (17) at one end of the rod body (141), the inner hexagonal sleeve (143) at the other end of the rod body (141) is fixedly connected with the engine compartment, the sliding block (144) on the rod body (141) is clamped between the outer sliding rail (15) and the inner sliding rail (16) in the arc-shaped sliding groove (112) in the upper portion of the whole support (11), and the convex shaft (145) in the middle of the rod body (141) is connected with one end of the central connecting rod (13).
8. The tilt control device for a tilt rotor engine nacelle according to claim 7, wherein one end of the hydraulic actuator (3) is fixed in the fixing seat (113) of the integral bracket (11) by means of a plurality of connecting bolts (4), and the other end of the hydraulic actuator (3) is fixed on the end face of the wing by means of the fastening clamp (1) cooperating with the fastening bolt (2).
9. Tilt-rotor engine nacelle pitch control device according to claim 8, wherein the drive end of the hydraulic actuator (3) is further provided with a washer (5).
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| CN202010688669.XA CN111959764B (en) | 2020-07-16 | 2020-07-16 | Tilt-rotor aircraft engine cabin inclination angle control device |
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| CN202010688669.XA CN111959764B (en) | 2020-07-16 | 2020-07-16 | Tilt-rotor aircraft engine cabin inclination angle control device |
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| CN111959764B CN111959764B (en) | 2022-01-25 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117416504A (en) * | 2023-12-19 | 2024-01-19 | 浙江大学 | Double self-locking rotor tilting mechanism with high torque density |
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| US5740987A (en) * | 1995-12-01 | 1998-04-21 | Morris; Joseph J. | Helicopter cyclic control assembly |
| CN108216618A (en) * | 2017-12-25 | 2018-06-29 | 上海歌尔泰克机器人有限公司 | A kind of motor verts lockable mechanism and unmanned plane |
| CN207972801U (en) * | 2018-03-14 | 2018-10-16 | 长沙市云智航科技有限公司 | The component that verts for the more rotor flying vehicles of manned duct |
| CN111216881A (en) * | 2018-11-23 | 2020-06-02 | 虞一扬 | Wing body fuses gyroplane that verts |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5740987A (en) * | 1995-12-01 | 1998-04-21 | Morris; Joseph J. | Helicopter cyclic control assembly |
| CN108216618A (en) * | 2017-12-25 | 2018-06-29 | 上海歌尔泰克机器人有限公司 | A kind of motor verts lockable mechanism and unmanned plane |
| CN207972801U (en) * | 2018-03-14 | 2018-10-16 | 长沙市云智航科技有限公司 | The component that verts for the more rotor flying vehicles of manned duct |
| CN111216881A (en) * | 2018-11-23 | 2020-06-02 | 虞一扬 | Wing body fuses gyroplane that verts |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117416504A (en) * | 2023-12-19 | 2024-01-19 | 浙江大学 | Double self-locking rotor tilting mechanism with high torque density |
| CN117416504B (en) * | 2023-12-19 | 2024-03-12 | 浙江大学 | Double self-locking rotor tilting mechanism with high torque density |
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| Publication number | Publication date |
|---|---|
| CN111959764B (en) | 2022-01-25 |
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