CN215922542U

CN215922542U - Tilt rotor aircraft with variable shutter wings

Info

Publication number: CN215922542U
Application number: CN202122635012.XU
Authority: CN
Inventors: 张鑫; 李宜恒; 杨超; 窦兆起; 张振浩
Original assignee: Zero Gravity Nanjing Aircraft Industry Co ltd
Current assignee: Zero Gravity Aircraft Industry Hefei Co Ltd
Priority date: 2021-10-29
Filing date: 2021-10-29
Publication date: 2022-03-01
Anticipated expiration: 2031-10-29

Abstract

The utility model discloses a tilt rotor aircraft with variable shutter wings, which relates to the technical field of aircrafts and aims at solving the problem that downwash airflow generated by the wings can influence the hovering or taking-off and landing efficiency of the aircrafts. The utility model provides a tilt rotor aircraft with variable shutter wings, which can enable downwash airflow generated by a rotor wing to directly pass through a wing assembly, reduce the influence of the airflow on the upper surface of the wing assembly, and further improve the vertical take-off and landing performance of the aircraft.

Description

Tilt rotor aircraft with variable shutter wings

Technical Field

The utility model relates to the technical field of aircrafts, in particular to a tilt rotor aircraft with variable shutter wings.

Background

At present, although a helicopter can vertically take off, land and hover, the helicopter has the limitations of short voyage range, low speed, limited load ratio capacity and the like during navigation; although the fixed-wing aerodynamic layout aircraft has high-speed flight and large load ratio capacity, the requirements of vertical take-off and landing, hovering and the like cannot be met, the requirement on a take-off and landing site is high, and the use requirement of the fixed-wing aerodynamic layout aircraft in a complex environment is difficult to adapt; therefore, a model which fills the gap between the helicopter and the fixed-wing aircraft in performance and application is needed.

Early in the 60 s of the 20 th century, early research on the basic technology and key design technology related to the aircraft was conducted by Bell corporation in the early stage of the XV-3 research aircraft, and breakthrough was made in the XV-15 tiltrotor aircraft in the 70 s. The U.S. military invested huge investment in 80 s, V-22 tiltrotor aircrafts were jointly developed by Bell/Boeing company, V-22 was successful in 90 s and was delivered to army for use in 1999, taking V-22 as an example, tiltrotors have the characteristic of fast response, compared with conventional helicopters, tiltrotors have the advantages of fast cruising speed, small noise, small vibration, long range, large load capacity, low oil consumption and the like; compare with the fixed wing aircraft of screw, but the rotorcraft that verts VTOL has reduced the demand to take off and land place and ground equipment, has enlarged the flight envelope curve, has bigger use flexibility.

However, when the rotorcraft needs to tilt, new problems are generated; aerodynamic interference problems, aeroelastic stability problems, flight control problems, and the like. The research and the solution of the problem of aerodynamic interference of rotor and wing components are one of the key technologies in the aspects of aerodynamics and hydrodynamics. In the hovering state, the lower wash-off field of the rotor causes the upper surface of the wing assembly to be affected by a large degree of pressure, which leads to low vertical take-off and landing and hovering efficiency of the tiltrotor aircraft, and affects the flight performance, maneuverability and stability of the rotorcraft during flight.

The conventional tiltrotor aircraft therefore has the following drawbacks:

1. when the tilt rotor aircraft hovers or vertically takes off and lands, the downward washing airflow generated by the rotor can seriously affect the hovering or taking off and landing efficiency of the aircraft.

2. If the whole wing assembly is tilted to avoid the influence of downwash airflow, the weight of the airplane can be increased due to the large tilting structure corresponding to the whole wing assembly.

3. If the vertical take-off and landing capability is improved by increasing the size of the rotor, the sailing speed is severely affected by the larger rotor.

In summary, the conventional tiltrotor aircraft cannot fully exert its excellent comprehensive performance.

SUMMERY OF THE UTILITY MODEL

Objects of the utility model

In order to solve the technical problems in the background art, the utility model provides a tilt rotor aircraft with variable shutter wings, which can enable downwash airflow generated by the wings to directly pass through the wings, reduce the influence of the airflow on the upper surfaces of the wings and further improve the vertical take-off and landing performance of the aircraft.

(II) technical scheme

The utility model provides a tilting rotor aircraft with variable shutter wings, which comprises an airframe, wing assemblies are arranged on two sides of the airframe, each wing assembly comprises a main wing, a horizontal tail wing and a front wing, the main wings are fixedly connected with two sides of the middle of the airframe, a V-shaped tail wing is arranged at the tail part of the airframe, the horizontal tail wings are fixedly connected with two sides of the V-shaped tail wing, the front wings are fixedly connected with two sides of the head part of the airframe, the sides of the wing assemblies, which are far away from the airframe, are provided with rotor wings, the rotor wings and the wing assemblies are in a horizontal state or a vertical state, when the rotor wings and the wing assemblies are in the horizontal state, the aircraft is in a cruising state, when the rotor wings and the wing assemblies are in the vertical state, the aircraft is in a take-off and landing state or a hovering state, and shutter mechanisms are arranged in the wing assemblies, the shutter mechanism is used for changing the shape of the wing assembly so that the airflow at the bottom of the wing assembly is communicated with the airflow at the top of the wing assembly.

As a further optimization of the utility model: the louver mechanism comprises a driving assembly, a moving plate, a plurality of installation ribs and a plurality of blades, wherein the installation ribs are arranged inside the wing assembly, the installation ribs are fixedly connected with a fixed block, a communication hole is formed in the middle of the fixed block, the plurality of blades are arranged along the surface array of the wing assembly, a plurality of rocker arm assemblies penetrating through the communication hole are further arranged on one sides of the blades, the driving assembly is arranged inside the wing assembly and controls the rocker arm assemblies to drive the blades to rotate along the central axis of the communication hole through the moving plate, a fixed plate is further arranged in the wing assembly, and the moving plate is connected with the fixed plate in a sliding mode.

As a further optimization of the utility model: the rocking arm subassembly includes rocking arm one pole and rocking arm two poles, the one end and the blade fixed connection of rocking arm one pole, the other end run through the intercommunicating pore with two pole fixed connection of rocking arm, a plurality of first removal holes have been seted up on the movable plate, the one end that two poles of rocking arm deviate from rocking arm one pole extends to one side that the movable plate deviates from the installation rib through first removal hole.

As a further optimization of the utility model: the driving assembly comprises a steering engine, a rotating plate and a rotating rod, the rotating plate is fixedly connected with an output shaft of the steering engine, a second moving hole is formed in the moving plate, one end of the rotating rod is connected with the rotating plate, and the other end of the rotating rod extends to one side, deviating from the fixed plate, of the moving plate through the second moving hole.

As a further optimization of the utility model: the fixed plate has seted up the spout towards one side of movable plate, one side that the movable plate faced the fixed plate still is provided with the slider, the slider cover is established in the spout and is connected with spout sliding connection.

As a further optimization of the utility model: one side that the fixed plate deviates from the movable plate still is provided with a plurality of mounting brackets, and is a plurality of the mounting bracket is used for setting up the fixed plate fixedly in the wing subassembly.

As a further optimization of the utility model: the surface of the main wing is provided with a plurality of leading edge flaps towards one side of the head of the fuselage, the surface of the main wing is provided with a plurality of trailing edge flaps towards one side of the tail, and ailerons are arranged on one sides of the leading edge flaps and the trailing edge flaps.

As a further optimization of the utility model: the bottom of fuselage still is provided with the undercarriage subassembly, the undercarriage subassembly includes fore-stock and a plurality of collateral branch frame, the fore-stock is erect and is arranged in the bottom of fuselage head, and is a plurality of the both sides fixed connection of collateral branch frame and fuselage, the bottom of fore-stock and a plurality of collateral branch frame all is provided with the movable pulley.

Compared with the prior art, the technical scheme of the utility model has the following beneficial technical effects:

this device is through installing shutter mechanism, the wing subassembly, rotor and landing gear subassembly isotructure, wherein drive the rotor plate through starting the steering wheel and rotate, and the rotor plate can drive the dwang again and rotate, the dwang further can drive the movable plate and move along the spout on the fixed plate, and the movable plate drives the two poles of rocking arm through first removal hole and moves in the motion, the two poles of rocking arm can drive the blade through a rocking arm pole again and rotate, when the blade rotates to perpendicular with the wing subassembly, then accomplish the deformation of shutter mechanism, at this moment, the air current of wing subassembly bottom circulates with the air current at wing subassembly top mutually, make the air current of wing subassembly bottom and the air current at wing subassembly top relatively stable, and then strengthen the VTOL and the ability of hovering of aircraft. The utility model provides a tilt rotor aircraft with variable shutter wings, which can enable downwash airflow generated by a rotor wing to directly pass through a wing assembly, reduce the influence of the airflow on the upper surface of the wing assembly, and further improve the vertical take-off and landing performance of the aircraft.

Drawings

FIG. 1 is a schematic perspective view of the whole device;

FIG. 2 is a schematic perspective view of a blind mechanism of the present device;

FIG. 3 is a schematic view of a deformed structure of a louver mechanism in the device;

FIG. 4 is an exploded view of the shutter mechanism of the present apparatus;

fig. 5 is a schematic perspective view of the rocker arm assembly of the present device.

Reference numerals: 1. a body; 2. a wing assembly; 21. a main wing; 22. a horizontal rear wing; 23. a front wing; 3. a V-shaped tail; 4. a rotor; 5. a blind mechanism; 51. a drive assembly; 511. a steering engine; 512. a rotating plate; 513. rotating the rod; 52. moving the plate; 521. a first moving hole; 522. a second moving hole; 523. a slider; 53. installing ribs; 531. a fixed block; 532. a communicating hole; 54. a blade; 6. a rocker arm assembly; 61. a first rocker arm; 62. a rocker arm II; 7. a fixing plate; 71. a mounting frame; 72. a chute; 8. a leading edge flap; 81. a trailing edge flap; 82. an aileron; 9. a landing gear assembly; 91. a front bracket; 92. a side bracket; 93. a sliding wheel.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention will be described in further detail with reference to the accompanying drawings in conjunction with the following detailed description. It should be understood that the description is intended to be exemplary only, and is not intended to limit the scope of the present invention. Moreover, in the following description, descriptions of well-known structures and techniques are omitted so as to not unnecessarily obscure the concepts of the present invention.

As shown in figure 1, the tilting rotor 4 aircraft with variable shutter wings, provided by the utility model, comprises a fuselage 1, wing assemblies 2 are arranged on both sides of the fuselage 1, each wing assembly 2 comprises a main wing 21, a horizontal tail wing 22 and a front wing 23, the main wing 21 is fixedly connected with both sides of the middle part of the fuselage 1, a V-shaped tail wing 3 is arranged at the tail part of the fuselage 1, the horizontal tail wing 22 is connected with both sides of the V-shaped tail wing 3, the front wing 23 is fixedly connected with both sides of the head part of the fuselage 1, the tail wing of the aircraft is the V-shaped tail wing 3 which is detachably connected with the upper side of the tail part of the fuselage 1, the V-shaped tail wing 3 has good flight stability, and is matched with the wing assemblies 2 to complete cruising, the flying speed and range of the aircraft can be ensured, the V-shaped tail wing 3 and connecting rods can be quickly detached and assembled so as to reduce the storage and transportation space of the aircraft, and one side of the wing assemblies 2, which is far away from the fuselage 1, is provided with the rotor 4, the aircraft is in a cruising state when the rotor 4 and the wing assembly 2 are in a horizontal state or a vertical state, the aircraft is in a taking-off and landing or hovering state when the rotor 4 and the wing assembly 2 are in the horizontal state, the aircraft is in a cruising state, the rotor 4 and the wing assembly 2 are in the vertical state, the six rotors 4 are symmetrically distributed on the aircraft, each pair of rotors 4 are located at different vertical positions of the fuselage 1, the mutual interference of airflows is reduced while sufficient power is provided for the aircraft, meanwhile, the rotors 4 are tilted by the motor, shutter mechanisms 5 are arranged inside the wing assembly 2, and the shutter mechanisms 5 are used for changing the shape of the wing assembly 2, so that the airflows at the bottom of the wing assembly 2 are communicated with the airflows at the top of the wing assembly 2.

As shown in fig. 2 to 4, the louver mechanism 5 includes a driving assembly 51, a moving plate 52, an installation rib 53, and a plurality of blades 54, the installation rib 53 is disposed inside the wing assembly 2 to ensure the stability of the whole deformation structure, the installation rib 53 is also fixedly connected with a fixed block 531, a communication hole 532 is disposed in the middle of the fixed block 531, the plurality of blades 54 are arrayed along the surface of the wing assembly 2, a rocker arm assembly 6 penetrating through the communication hole 532 is further disposed on one side of the plurality of blades 54, the driving assembly 51 is disposed inside the wing assembly 2, the driving assembly 51 controls the rocker arm assembly 6 through the moving plate 52 to drive the blades 54 to rotate along the central axis of the communication hole 532, a fixed plate 7 is further disposed inside the wing assembly 2, and the moving plate 52 is slidably connected with the fixed plate 7.

As shown in fig. 2 to 4, the rocker arm assembly 6 includes a first rocker arm rod 61 and a second rocker arm rod 62, one end of the first rocker arm rod 61 is fixedly connected to the vane 54, the other end of the first rocker arm rod 61 penetrates through the communication hole 532 and is fixedly connected to the second rocker arm rod 62, the moving plate 52 is provided with a plurality of first moving holes 521, one end of the second rocker arm rod 62, which is far away from the first rocker arm rod 61, extends to one side, which is far away from the mounting rib 53, of the moving plate 52 through the first moving holes 521, the vane 54 rotates around the communication hole 532 through the first rocker arm rod 61 to achieve a deformation effect, and the second rocker arm rod 62 contacts with the first moving holes 521 of the moving plate 52, so that the second rocker arm rod 62 can slide up and down in the first moving holes 521 of the moving plate 52.

As shown in fig. 2 to 5, the driving assembly 51 includes a steering engine 511, a rotating plate 512 and a rotating rod 513, the steering engine 511 is fixed inside the wing assembly 2 to provide a power source for structural deformation of the wing assembly 2, the rotating plate 512 is fixedly connected to an output shaft of the steering engine 511, a second moving hole 522 is formed in the moving plate 52, one end of the rotating rod 513 is connected to the rotating plate 512, and the other end of the rotating rod extends to a side of the moving plate 52 away from the fixed plate 7 through the second moving hole 522, when the rotating plate 512 of the steering engine 511 rotates from right to left, the rotating rod 513 applies a leftward force to the second moving hole 522 of the moving plate 52, the moving plate 52 moves leftward under the action of the force, the force is transmitted to the second rocker arm 62 along the first moving hole 521, so that the second rocker 62 moves along the first moving hole 521 and simultaneously drives the first rocker 61 to rotate, and further drives the whole blade 54 to tilt 90 degrees along a central axis of the communicating hole 532, finally, the deformation is completed.

As shown in fig. 2-5, a sliding groove 72 is formed in one side of the fixed plate 7 facing the moving plate 52, a sliding block 523 is further disposed on one side of the moving plate 52 facing the fixed plate 7, the sliding block 523 is sleeved in the sliding groove 72 and is slidably connected with the sliding groove 72, and the moving plate 52 is matched with the sliding groove 72 on the fixed plate 7 through the sliding block 523, so that the moving plate 52 can slide on the fixed plate 7 while being limited by the fixed plate 7; the side of the fixed plate 7 facing away from the moving plate 52 is further provided with a plurality of mounting brackets 71, and the plurality of mounting brackets 71 are used for fixedly arranging the fixed plate 7 in the wing assembly 2.

As shown in fig. 2 to 5, a plurality of leading edge flaps 8 are disposed on the surface of the main wing 21 facing the head of the fuselage 1, a plurality of trailing edge flaps 81 are disposed on the surface of the main wing 21 facing the tail, ailerons 82 are disposed on both sides of the leading edge flaps 8 and the trailing edge flaps 81, and when the leading edge flaps 8 and the trailing edge flaps 81 work simultaneously, the area of the wing assembly 2 can be increased, the camber of the wing tangent plane can be increased, and the high lift wing assembly has a good high lift effect and is simple in structure.

As shown in fig. 2 to 5, the bottom of the fuselage 1 is further provided with a landing gear assembly 9, the landing gear assembly 9 includes a front bracket 91 and a plurality of side brackets 92, the front bracket 91 is disposed at the bottom of the head of the fuselage 1, the side brackets 92 are fixedly connected to both sides of the fuselage 1, and the bottoms of the front bracket 91 and the side brackets 92 are provided with sliding wheels 93.

The working principle is as follows: when the aircraft hovers and vertically takes off and lands, the steering engine 511 is started to drive the rotating plate 512 to rotate, the rotating plate 512 can drive the rotating rod 513 to rotate, the rotating rod 513 can further drive the moving plate 52 to move along the sliding groove 72 on the fixed plate 7, the moving plate 52 drives the rocker arm second rod 62 to move through the first moving hole 521 while moving, the rocker arm second rod 62 can drive the blade 54 to rotate through the rocker arm first rod 61, when the blade 54 rotates to be perpendicular to the wing assembly 2, the deformation of the louver mechanism 5 is completed, at the moment, the airflow at the bottom of the wing assembly 2 is communicated with the airflow at the top of the wing assembly 2, the airflow at the bottom of the wing assembly 2 is relatively stable with the airflow at the top of the wing assembly 2, and the vertical take off and landing and hovering capabilities of the aircraft are further enhanced.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the equipment or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered 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, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically defined otherwise.

The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art should be considered to be within the technical scope of the present invention, and equivalent alternatives or modifications according to the technical solution of the present invention and the inventive concept thereof should be covered by the scope of the present invention.

Claims

1. A tiltrotor aircraft with variable shutter wings, comprising a fuselage (1), characterized in that: wing assemblies (2) are arranged on two sides of the fuselage (1), each wing assembly (2) comprises a main wing (21), a horizontal tail wing (22) and a front wing (23), the main wing (21) is fixedly connected with the two sides of the middle part of the fuselage (1), the horizontal tail wing (22) is connected with the tail part of the fuselage (1), the front wing (23) is fixedly connected with the two sides of the head part of the fuselage (1), the end of the wing component (2) departing from the fuselage (1) is provided with a rotor wing (4) in a rotating way, the rotor (4) can rotate to be in the same plane or vertical state with the wing component (2), shutter mechanisms (5) are arranged in the wing components (2), the shutter mechanism (5) is used for changing the shape of the wing assembly (2) so as to enable the airflow at the bottom of the wing assembly (2) to be communicated with the airflow at the top.

2. A variable shutter wing tiltrotor aircraft according to claim 1, wherein: the shutter mechanism (5) comprises a driving component (51), a moving plate (52), a mounting rib (53) and a plurality of blades (54), the mounting ribs (53) are fixed inside the wing component (2), the plurality of blades (54) are arrayed along the surface of the wing component (2), a rocker arm component (6) penetrating through the mounting ribs (53) is further arranged on one side of the plurality of blades (54), the mounting rib (53) is rotationally connected with the rocker arm component (6), a fixing plate (7) is fixed in the wing component (2), the movable plate (52) is connected with the fixed plate (7) in a sliding way along the horizontal direction of the wing assembly (2), the driving assembly (51) is arranged in the wing assembly (2), and the driving assembly (51) controls the rocker arm assembly (6) to drive the blade (54) to rotate through the moving plate (52).

3. A variable shutter wing tiltrotor aircraft according to claim 2, wherein: the mounting rib (53) is fixedly connected with a fixing block (531), a communication hole (532) is formed in the middle of the fixing block (531), and the rocker arm assembly (6) is rotatably connected with the communication hole (532).

4. A variable shutter wing tiltrotor aircraft according to claim 3, wherein: the rocker arm assembly (6) comprises a first rocker arm rod (61) and a second rocker arm rod (62), one end of the first rocker arm rod (61) is fixedly connected with the blade (54), the other end of the first rocker arm rod penetrates through the communication hole (532) and is fixedly connected with the second rocker arm rod (62), a plurality of first moving holes (521) are formed in the moving plate (52), one end, deviating from the first rocker arm rod (61), of the second rocker arm rod (62) extends to one side, deviating from the mounting rib (53), of the moving plate (52) through the first moving holes (521).

5. A variable shutter wing tiltrotor aircraft according to claim 2, wherein: drive assembly (51) include steering wheel (511), rotor plate (512) and dwang (513), steering wheel (511) and wing subassembly (2) fixed connection, rotor plate (512) with the output shaft fixed connection of steering wheel (511), second removal hole (522) have been seted up on movable plate (52), the one end and the rotor plate (512) of dwang (513) are connected, and the other end removes one side that hole (522) extended to movable plate (52) and deviates from fixed plate (7) through the second.

6. A variable shutter wing tiltrotor aircraft according to claim 2, wherein: the sliding device is characterized in that a sliding groove (72) is formed in one side, facing the moving plate (52), of the fixed plate (7), a sliding block (523) is further arranged on one side, facing the fixed plate (7), of the moving plate (52), and the sliding block (523) is sleeved in the sliding groove (72) and is in sliding connection with the sliding groove (72).

7. A variable shutter wing tiltrotor aircraft according to claim 2, wherein: one side of the fixed plate (7) departing from the moving plate (52) is further provided with a plurality of mounting frames (71), and the mounting frames (71) are used for fixedly arranging the fixed plate (7) in the wing assembly (2).

8. A variable shutter wing tiltrotor aircraft according to claim 1, wherein: the surface of the main wing (21) is provided with a plurality of leading edge flaps (8) towards one side of the head of the fuselage (1), the surface of the main wing (21) is provided with a plurality of trailing edge flaps (81) towards one side of the tail, and the leading edge flaps (8) and one side of the trailing edge flaps (81) are both provided with ailerons (82).

9. A variable shutter wing tiltrotor aircraft according to claim 1, wherein: the bottom of fuselage (1) still is provided with landing gear subassembly (9), landing gear subassembly (9) include fore-stock (91) and a plurality of collateral branch frame (92), fore-stock (91) set up in the bottom of fuselage (1) head, and are a plurality of collateral branch frame (92) and the both sides fixed connection of fuselage (1), the bottom of fore-stock (91) and a plurality of collateral branch frame (92) all is provided with movable pulley (93).

10. A variable shutter wing tiltrotor aircraft according to claim 1, wherein: the tail of the machine body (1) is provided with a V-shaped tail wing (3), and the horizontal tail wing (22) is connected with two sides of the V-shaped tail wing (3).