CN207389532U - A kind of fixed-wing and the aircraft of rotor change - Google Patents

Abstract

The utility model discloses an aircraft with mutual conversion of fixed wings and rotors, comprising: a fuselage, wings, a mutual conversion assembly, a propeller, and an empennage; Wings, propellers are installed on the wings, and empennages are installed at the rear of the fuselage. Define the axis of the fuselage as the X axis, the axis of the wing spar as the Y axis, the Z axis is perpendicular to the X axis, and the Y axis plane passes through the intersection of the X axis and the Y axis; The X-axis rotates; the wing can rotate around the Y-axis, and the angle of attack of the wing is continuously variable in the Y-axis and Z-axis planes. The utility model has the advantages that the wing of the fixed wing can be controlled to rotate around the longitudinal axis of the fuselage, and at the same time, the angle of attack of the wing can be controlled to change on the rotating surface, and the translational movement of the wing when the fixed wing is flying is converted into the rotation around the aircraft when the rotor takes off vertically. The vertical axis rotates, and can maintain dynamic balance when rotating at high speed, so as to realize the flight and control mode of the rotor.

Description

An aircraft with interchangeable fixed wings and rotary wings

technical field

The utility model relates to the technical field of aircraft, in particular to an aircraft with interchanging fixed wings and rotors.

Background technique

At present, fixed-wing aircraft have high aerodynamic efficiency, a wide range of applicable ceilings, and various mission loads, but they have higher requirements for take-off and landing sites and methods.

A conventional fixed-wing aircraft is composed of a fuselage wing and a vertical tail engine. The wings and the vertical tail stabilizer are rigidly connected to the fuselage. The engine drives the propeller to provide forward flight power to overcome flight resistance. The control system controls the deflection of the rudder surface. Relying on airflow power to provide torque to change the attitude of the aircraft; since the engine is rigidly fixed to the body or wings and provides forward force, this type of aircraft must rely on taxiing or ejection or boosting to take off, and it has never been economical and reliable. Take off vertically.

The rotor has low requirements on the take-off and landing site, but its payload is small, the endurance time is far less than that of the fixed wing, and the mechanical structure is complex and the failure rate is high. Conventional gyroplane adopts single rotor plus tail rotor, or coaxial, or row, tandem, its gravity is balanced by the lift generated by the rotor, and the forward resistance is overcome by the component force of lift. The power is converted and transmitted through the multi-stage reducer to drive the rotor to rotate. Control the take-off, landing and attitude of the aircraft by adjusting the rotor speed and pitch. The way that the rotor directly overcomes the gravity requires a large engine power, so the payload and range are far less than that of the fixed wing. Compared with the fixed wing, the ceiling is lower and the flight speed is lower.

The composite mode of fixed-wing and multi-rotor has obvious advantages in terms of take-off and landing sites and loads, but the power source of the rotor part is single, and the transmission and control systems are complex, occupying a large amount of payload. The compound mode of fixed-wing plus multi-rotor is to install multiple rotors on the conventional fixed-wing platform to achieve fixed-wing vertical take-off and landing. Each takes its strengths, and each takes its weaknesses. The rotor only provides lift to overcome gravity during the take-off and landing phase. In the cruising flight state, the structure of the rotor will take up a large part of the payload and increase the flight resistance. The weight of this additive composite structure increases, and the gravity that the rotor needs to overcome in the take-off and landing stage increases, so the weight and power of the rotor power part itself will increase accordingly. The energy consumed increases dramatically, so the efficiency is low and the payload is small. When it comes to control and transmission, the power of the multi-rotor can only be provided by electricity.

A tiltrotor is an aircraft that relies on the rotation of the rotor around the wing to change the direction of the pulling force to offset gravity and air resistance in the forward direction (such as the V2 in active service in the US military). Tilting rotors require a complex mechanical structure to control the direction of the force when the rotor is tilted, and the mechanical failure rate is high. Moreover, during the power direction conversion process, the state of the aircraft is extremely unstable, the probability of loss of control is high, and the economy is not good.

Utility model content

Aiming at the defects of the prior art, the utility model provides an aircraft with interchangeable fixed wings and rotor wings, which can effectively solve the above-mentioned problems in the prior art.

In order to realize above utility model purpose, the technical scheme that the utility model takes is as follows:

An aircraft with mutual conversion of fixed wings and rotors, comprising: a fuselage 1, wings 2, a conversion assembly 3, a propeller 4, and an empennage 5; The side is connected to the wing 2, the propeller 4 is installed on the wing 2, and the empennage 5 is installed at the rear of the fuselage 1.

The interchanging assembly 3 includes: a fuselage connection tube 6, a locking mechanism 7, a cross connector 8, a servo motor 9, a wing tube beam 11, a turbine tooth 12, a housing 14, a first bearing 10, The second bearing 13, the third bearing 15, the fourth bearing 16, the fifth bearing 18 and the sixth bearing 19;

The fuselage connecting pipe 6 is connected to the front and rear fuselages, the outside of which is covered with a third bearing 15 and a fourth bearing 16, and the wing circular pipe beams 11 are arranged on both sides of the fuselage connecting pipe 6 for connecting and fixing the wings 2, The wing circular tube beam 11 passes through the first bearing 10 and the second bearing 13, and the outer walls of the first bearing 10 and the second bearing 13 are fixed to the inner wall of the cross connector 8; the outer walls of the third bearing 15 and the fourth bearing 16 are connected to the cross connector 8, the inner wall is fixed, and the cross connector 8 is free to rotate around the fuselage connecting tube 6 and is axially fixed.

The wing circular tube beam 11 can freely rotate around the interchanging assembly 3 and is axially fixed.

The rotation angle of the wing 2 is controlled by a servo motor 9 rigidly connected to the cross connector 8 through a worm rod to control a worm gear 12 rigidly connected to the wing spar.

The locking mechanism 7 is fixed on the fuselage, and the rotation of the interchanging assembly 3 is controlled by an electronically controlled locking pin.

The casing 14 is a covering part, which is smooth and excessive with the outer wall of the fuselage 1 and the outer wall of the wing 2 .

Further, the fuselage axis is defined as the X axis, the wing spar axis is the Y axis, the Z axis is perpendicular to the X axis, and the Y axis plane passes through the intersection of the X axis and the Y axis; the function of the interchanging assembly 3 is to make the wing and the assembly It can rotate around the X axis; the wing can rotate around the Y axis, and the angle of attack of the wing in the Y and Z planes is continuously variable. The angle of attack is controlled by the servo motor 9 rigidly connected to the cross connector 8 through the worm gear to control the worm gear 12 rigidly connected to the wing spar; the self-locking and unidirectional nature of the worm gear transmission power is fully utilized.

Description of drawings

Fig. 1 is the bottom view of the utility model embodiment aircraft;

Fig. 2 is a schematic structural view of the interchanging assembly of the utility model embodiment;

Fig. 3 is a schematic diagram of the variation of the wings of the aircraft according to the embodiment of the present invention.

Detailed ways

In order to make the purpose, technical solution and advantages of the utility model clearer, the utility model will be further described in detail below with reference to the accompanying drawings and examples.

As shown in Figure 1, a kind of fixed-wing and rotary-wing interchanging aircraft comprise fuselage 1, wing 2, interchanging assembly 3, propeller 4, empennage 5; The two sides of the variable assembly 3 are connected to the wing 2, the propeller 4 is installed on the wing 2, and the empennage 5 is installed at the rear of the fuselage 1.

As shown in FIG. 2 , the interchanging assembly 3 includes: a fuselage connection tube 6 , a locking mechanism 7 , a cross connector 8 , a servo motor 9 , a wing tube beam 11 , a worm gear 12 , and a casing 14 , the first bearing 10, the second bearing 13, the third bearing 15, the fourth bearing 16, the fifth bearing 18 and the sixth bearing 19;

The fuselage connecting pipe 6 is connected to the front and rear fuselages, the outside of which is covered with a third bearing 15 and a fourth bearing 16, and the wing circular pipe beams 11 are arranged on both sides of the fuselage connecting pipe 6 for connecting and fixing the wings 2, The wing circular tube beam 11 passes through the first bearing 10 and the second bearing 13, and the outer walls of the first bearing 10 and the second bearing 13 are fixed to the inner wall of the cross connector 8; the outer walls of the third bearing 15 and the fourth bearing 16 are connected to the cross connector 8, the inner wall is fixed, and the cross connector 8 is free to rotate around the fuselage connecting tube 6 and is axially fixed.

The wing circular tube beam 11 can freely rotate around the interchanging assembly 3 and is axially fixed.

The rotation angle of the wing 2 is controlled by a servo motor 9 rigidly connected to the cross connector 8 through a worm rod to control a worm gear 12 rigidly connected to the wing spar.

The locking mechanism 7 is fixed on the fuselage, and the rotation of the interchanging assembly 3 is controlled by an electronically controlled locking pin.

The casing 14 is a covering part, which is smooth and excessive with the outer wall of the fuselage 1 and the outer wall of the wing 2 .

As shown in Figure 3, the fuselage axis is defined as the X axis, the wing spar axis is the Y axis, the Z axis is perpendicular to the X axis, and the Y axis plane passes through the intersection of the X axis and the Y axis. The function of the interchanging assembly 3 is to make the wing and the assembly rotate around the X axis; the wing can rotate around the Y axis, and the angle of attack of the wing is continuously variable in the Y and Z planes. The angle of attack is controlled by a servo motor 9 rigidly connected to the cross connector 8 through a worm rod to control a worm gear 12 rigidly connected to the wing spar. Make full use of the self-locking and one-way nature of the power transmission of the worm gear.

The flight modes of the aircraft are various, including the following modes:

Fixed-wing taxi take-off and landing mode:

The interchanging assembly 3 and the fuselage are locked by the locking mechanism 7. At this time, the aircraft is provided with forward pulling force by the propeller 4 to offset the resistance. The servo motor 9 controls the angle of attack of the full-fledged wing 2, changes the lift of the two half-wings 2 to realize the roll of the aircraft, and the elevator and the vertical tail rudder surface control the pitch and direction of the aircraft respectively to realize normal flight. The vertical tail is equipped with a wheel that rotates with the rudder surface, and the tail wheel and the main landing gear form a rear tricycle landing gear.

Rotor VTOL mode:

The X-axis of the aircraft stands upright to the ground, and the four wheels on the tip of the flat tail support the aircraft upright. The two wings rotate 90 degrees differentially, and the aircraft enters the vertical take-off and landing mode. When the propeller rotates, a pulling force is generated in the direction of the arrow. Under the action of the moment, the wing will rotate around the X axis in the YZ plane, and the other symmetrical wing will rotate in the same way. Although the airfoil has cut the air at this time, there is no pressure difference between the upper and lower surfaces of the symmetrical airfoil. When the wing is driven by the servo steering gear, the chord line forms an angle a with the YZ plane. At this time, the principle of lift produced by the rotating wing is the same as that of the helicopter's propeller, and the force in the X direction is opposite to the direction of wing rotation. The resistance is offset by the propeller pull and does not produce anti-twist to the fuselage. The attitude of the aircraft during vertical take-off and landing is controlled by the vertical tail rudder surface. The downwash airflow of the main rotor acts on the wing surface, and the deflection of the rudder surface generates a corresponding moment that acts on the center of gravity of the aircraft to maintain and change the attitude.

Rotor to fixed wing mode:

The aircraft takes off vertically, reaches a safe altitude, and will change to fixed-wing mode flight. The first is to change the attitude of the aircraft through the vertical tail rudder surface. The angle between the X axis and the horizontal plane gradually decreases. The component force of the plane becomes smaller gradually, the rotation of the wing assembly around the X axis slows down and stops, the locking mechanism 7 is locked, and the assembly is rigidly connected with the fuselage. The servo steering gear controls the full-fledged wings to achieve roll attitude control and realize fixed-wing mode flight.

Fixed-wing and rotary-wing mode:

When the aircraft needs to land vertically or stay in the air, it needs to switch from fixed wing to rotor mode. This mode is divided into head down and tail down, which can be selected according to the load situation. When the aircraft arrives near the landing point, the locking mechanism 7 is unlocked, and the servo motor 9 controls the wing helix angle. Under the action of inertia and the pulling force of the propeller 4, the assembly accelerates to rotate around the X axis. At this time, the wing rotation plane helps the aircraft to decelerate horizontally . The horizontal tail controls the angle between the X axis of the fuselage and the horizontal plane to increase and keeps the fuselage upright. Finally, the lift of the rotor is balanced with the gravity, the speed of the rotor and the helix angle are reduced, and the aircraft descends slowly. When approaching the ground, the distance from the ground is measured by the distance sensor, and the flight control The system controls the rotor speed and helix angle to change slowly, and finally touches down and lands.

Head down landing method: when the aircraft arrives near the landing point, the locking mechanism 7 is unlocked, the servo steering gear controls the wing helix angle, and under the action of inertia and the pulling force of the propeller, the assembly accelerates to rotate around the X-axis. At this time, the wing The plane of rotation provides lift to balance the weight of the aircraft. However, there is not enough airflow to flow through the vertical tail, and there must be a certain descending speed to maintain the effect of the airflow on the vertical tail; when the aircraft approaches the ground, the distance from the ground is measured by the distance sensor, and the flight control system controls the rotor speed and the spiral The angle changes slowly, and the lift is increased quickly, so that the aircraft slows down and touches the ground slowly. This method is selected according to the nature of the load, and the front landing gear needs to be installed.

Those of ordinary skill in the art will appreciate that the embodiments described here are to help readers understand the implementation method of the present utility model, and it should be understood that the protection scope of the present utility model is not limited to such special statements and examples . Those skilled in the art can make various other specific modifications and combinations based on the technical revelations disclosed in the utility model without departing from the essence of the utility model, and these variations and combinations are still within the protection scope of the utility model.

Claims (2)

1. a kind of fixed-wing and the aircraft of rotor change, it is characterised in that including：Fuselage (1), wing (2), change assembly (3), propeller (4), empennage (5)；Change assembly (3) is set in the middle part of fuselage (1), change assembly (3) both sides connect wing (2), Propeller (4), fuselage (1) afterbody installation empennage (5) are installed on wing (2)；

The change assembly (3) includes：Fuselage connecting circular tube (6), lockable mechanism (7), cross connecting piece (8), servomotor (9), wing pipe beam (11), turbo tooth (12), housing (14), clutch shaft bearing (10), second bearing (13), 3rd bearing (15), fourth bearing (16), 5th bearing (18) and 6th bearing (19)；

Fuselage connecting circular tube (6) connection before and after fuselage, outside be cased with 3rd bearing (15) and fourth bearing (16), wing pipe Beam (11) is arranged on fuselage connecting circular tube (6) both sides, and for connecting fixed wing (2), wing pipe beam (11) passes through first axle (10) and second bearing (13) are held, clutch shaft bearing (10) and second bearing (13) outer wall are fixed with cross connecting piece (8) inner wall；The Three bearings (15) and fourth bearing (16) outer wall are fixed with cross connecting piece (8) inner wall, and cross connecting piece (8) is connected around fuselage to be justified Pipe (6) rotates freely and axial restraint；

Wing pipe beam (11) can be rotated freely around change assembly (3) and axial restraint；

The rotational angle of wing (2) is connected by the servomotor (9) for being rigidly connected in cross connecting piece (8) by scroll bar control rigidity Turbo tooth (12) control being connected on wingbar；

Lockable mechanism (7) is fixed on fuselage, by automatically controlled lock pin change assembly (3) is controlled to rotate；

Housing (14) is covering, round and smooth excessively with fuselage (1) outer wall and wing (2) outer wall.

2. a kind of fixed-wing according to claim 1 and the aircraft of rotor change, it is characterised in that：Define fuselage axis For X-axis, wing spar axis is Y-axis, and Z axis crosses X-axis, Y-axis intersection point perpendicular to X-axis, Y-axis plane；Change assembly (3) act on It is rotated in alloing wing and assembly around X-axis；Wing can be rotated around Y-axis, and wing (2) angle of attack in Y-axis, Z axis plane is continuous It is variable；Angle of attack angle is rigidly connected in wing by the servomotor (9) for being rigidly connected in cross connecting piece (8) by scroll bar control Turbo tooth (12) control on beam；Make full use of the self-locking performance and one-way of worm and gear passing power.