CN217706305U - Aeroengine extension shaft and rotating mechanism - Google Patents

Abstract

The utility model discloses an aeroengine extension shaft and slewing mechanism, including the extension shaft, extension shaft support prolongs the support, universal joint coupling, transmission shaft, mechanism in the lateral deviation returns. The connection relationship is: a sectional lengthened shaft, namely a lengthened shaft and a transmission shaft, is connected between a rotating shaft disc and a propeller of the engine, the lengthened shaft is connected with the rotating shaft disc of the engine, and a support of the lengthened shaft supports the lengthened shaft and is arranged on an extension bracket of the engine; the output end of the lengthened shaft is connected with a universal joint coupler, the output end of the universal joint coupler is connected with a transmission shaft, and the output end of the transmission shaft is connected with a propeller of an engine; the lateral deviation centering mechanism is supported and connected with the transmission shaft and can drive the transmission shaft to move laterally or in centering through the steering engine mechanism, and the lateral deviation centering mechanism is arranged on an extension bracket of the engine. The utility model discloses a scheme can be used to adjust the aircraft focus to the screw power vector that can change the transmission shaft and connect produces the yaw moment.

Description

Aeroengine extension shaft and rotating mechanism

Technical Field

The utility model belongs to aircraft global design and flight control technique to and the aviation field of making.

Background

The general design of the general aviation aircraft, the selection and the layout of the engine are important links for several reasons. The method has the advantages that firstly, almost no power with the right applicable index exists, secondly, the reliability of the power is considered, and thirdly, the economical efficiency of the power is considered. In the overall design link, the overall design scheme is influenced by power type selection and layout, and the design target of improving reliability and economy can be achieved by selecting a plurality of starting distributed layouts.

Wherein, the wing double-engine layout is more common, and the four-engine layout is not suitable for the light and small airplane. Meanwhile, the problem of cross wind resistance of the airplane is difficult to solve by controlling the rotating speed or the thrust difference of the engine.

In the prior art, a patent (publication No. CN 1984812) filed 2005 by french air bus corporation discloses a multi-engine aircraft comprising at least two front engines and a third engine arranged in a plane perpendicular to the symmetry of the fuselage, at the tail of the fuselage containing a rear tail which defines a duct symmetrical with respect to the longitudinal plane of the fuselage, said third engine being arranged in a plane of symmetry of the duct corresponding to the longitudinal plane and mounted in a raised manner on the upper part of the fuselage and in front of the tail so that the outlet of the third engine is located approximately at the inlet of the duct defined by the tail.

In this solution, the two first engines are respectively connected at the wings of the fuselage symmetrically with respect to the vertical symmetrical longitudinal plane of the fuselage, the rear tail delimiting the duct comprising a horizontal tail equipped with stabilizers, the stabilizers of which are symmetrically slightly inclined towards the rear of the fuselage, as seen in a horizontal plane perpendicular to the vertical longitudinal plane, so as to constitute an open V, the point of which corresponds to the tail of the fuselage. In this solution, the concept of the rear tail and the arrangement of the third engine at the inlet of the duct can significantly reduce the noise problems previously described. Because the noise generated by the third engine of the fuselage is drawn away by the duct and thus expelled along the length of the duct at a height away from the fuselage, the noise generated is also shielded by the acoustic barrier formed by the rear tail of the fuselage. This solution considers that the use of three engines does not imply an increase in the weight of the aircraft (since the wing engines would be smaller) compared to an aircraft with two engines. The additional weight associated with the duct concept defined by the rear tail is mainly compensated by the reduced weight of the landing gear, since smaller engine landing gears are smaller in volume and size.

However, the above prior art has not considered the difficulty of the full-airplane three-release office that the center of gravity of the airplane is not easy to arrange. Regarding the design of the center of gravity of an airplane, the invention patent (publication number is CN 104317996A) applied by Shenyang airplane design research institute of China aviation industry group company discloses a method for designing and evaluating the center of gravity of an airplane, belonging to the field of airplane weight engineering and comprising the following steps: firstly, defining an airplane layout boundary, and completing conversion from an airplane plane layout diagram coordinate system to an airplane body coordinate system; second, the center of gravity of the part is evaluated. The technical scheme realizes the visual editing of the gravity center of the airplane component and the real-time display of the gravity center evaluation of the airplane. Compared with the traditional method, the method greatly improves the calculation precision and the calculation efficiency. In addition, the prior art with publication No. CN108408041A discloses a vertical lift fixed-wing aircraft with a variable lift center position tilt propeller, wherein one or more pairs of swing arms capable of swinging horizontally (the swing arms are bilaterally symmetrical to the longitudinal axis of the aircraft) are provided at the top and the front and the back of the center of gravity of the aircraft, one end of each swing arm is hinged at the top of the aircraft, the other end of each swing arm is provided with a tilt propeller, the swing arms at the front and the back of the center of gravity of the aircraft are symmetrical to the center of gravity of the aircraft, the rotation direction of the left propeller at the longitudinal axis of the aircraft is opposite to that at the right, when the propeller is replaced by a turbofan jet engine, the swing arm at the front of the center of gravity of the aircraft is hinged at the bottom of the aircraft, the aircraft adopts a middle (or lower) single-wing layout, and is provided with a vertical tail wing, a horizontal tail wing and a wheel type landing gear. The method of changing the center of lift force by the swing arm overcomes the backward-leaning interference during tilting operation, is beneficial to the stability and safety when vertical lifting flight and horizontal rapid flight are in transition, does not increase the strength requirement of the fixed wing by the left and right longitudinal propeller structures, and is easy to produce and manufacture.

However, it is a difficult problem for those skilled in the art to design how to improve the connection relationship between the engine and the propeller in the three-engine rear engine layout. In addition, how to solve the engineering design difficulties of resisting large crosswind and reducing the roll angle of the airplane body in the takeoff and landing stage of the airplane needs to be considered, and finally the yaw performance of the airplane is improved.

Disclosure of Invention

The utility model aims at overcoming the not enough of prior art and providing an aeroengine extension shaft and slewing mechanism.

The technical scheme of the utility model is realized like this:

firstly, the utility model discloses to three overall arrangements, solve the focus design difficulty of fuselage rear engine overall arrangement, improve aircraft yaw performance simultaneously, take following method:

firstly, connect between engine shaft dish and screw and be connected the extension axle to the engine can be close to the installation of aircraft focus, and the screw still arranges at fuselage rearmost end. And the lengthened shaft is segmented and connected with a universal joint coupler and a lateral deviation centering mechanism to drive the transmission shaft to realize variable-angle transmission, and the power vector of the propeller is realized to generate lateral deviation torque, and particularly, the yaw thrust vector is applied to the rear fuselage of the airplane to generate yaw thrust vectors with right and left angles along the course, so that the engineering design difficulties of the gravity center layout of the overall design of the airplane, the large-crosswind resistance of the airplane in the take-off and landing stages and the reduction of the roll angle of the fuselage are solved.

The utility model discloses the achievement can be used to the overall arrangement of many engines of general aviation aircraft, synthesizes and solves aircraft focus design, the anti crosswind of flight and reduces aircraft overall optimal design targets such as roll angle. The improvement of the crosswind resistance is beneficial to improving the attendance rate of the airplane, and the reduction of the roll angle is beneficial to obtaining aerial survey data with high quality.

Specifically, the lengthening shaft and the rotating mechanism of the aircraft engine designed by the method are as follows:

comprises an extension shaft, an extension shaft support, an extension bracket, a universal joint coupler, a transmission shaft and a lateral deviation centering mechanism. The connection relationship is: a sectional lengthened shaft, namely a lengthened shaft and a transmission shaft, is connected between a rotating shaft disc and a propeller of the engine, the lengthened shaft is connected with the rotating shaft disc of the engine, and a support of the lengthened shaft supports the lengthened shaft and is arranged on an extension bracket of the engine; the output end of the lengthened shaft is connected with a universal joint coupler, the output end of the universal joint coupler is connected with a transmission shaft, and the output end of the transmission shaft is connected with a propeller of an engine; the lateral deviation centering mechanism is supported and connected with the transmission shaft and can drive the transmission shaft to move laterally or centering through the steering engine mechanism, and the lateral deviation centering mechanism is arranged on an extension bracket of the engine; as shown in figure 1.

In some embodiments, the mechanism is preferably designed by engineering, and the length of the lengthened shaft is about 300mm, so that the lengthened shaft can be separately connected with a cantilever of an engine rotating shaft disc; if the lengthened shaft is longer, the lengthened shaft support is adopted to restrain the eccentric moment of high-speed rotation; the lengthened shaft is combined with the transmission shaft and is connected into the universal joint coupler to provide a variable-angle transmission effect.

As a necessary scheme, the lateral deviation centering mechanism consists of mechanical parts and a mechanism, and comprises a rotating shaft supporting shaft sleeve connected with a transmission shaft, a rotating mechanism of the rotating shaft supporting shaft sleeve, a moving frame capable of driving the rotating shaft supporting sleeve to move, a rotating shaft sliding groove of the moving frame, a support for supporting the moving frame, a lateral deviation centering rudder machine for driving the moving frame and an elastic centering device.

In the scheme, the connection and movement relation of all the parts is that the movable frame connects the side deviation centering mechanism to the engine extension bracket; the movable frame support is supported by a sliding key and connected with the movable frame, the movable frame can only horizontally move along the sliding key relative to a horizontal reference plane of the movable frame support along with the push-pull driving of the side-deflection middle steering engine, and the push-pull acting force of the elastic middle-returning device and the side-deflection middle steering engine generates opposite assisting force to prevent the movable frame from deviating from the axis of the lengthened shaft and play a stabilizing role; the rotating shaft supporting shaft sleeve is arranged in the moving frame through the rotating mechanism and can use a wear-resistant material gasket to assist the rotating mechanism to rotate smoothly, the driving shaft rotates on a bearing in the rotating shaft supporting shaft sleeve, the rotating mechanism of the rotating shaft supporting shaft sleeve rotates and moves in a rotating shaft sliding groove of the moving frame, and the rotating mechanism can be provided with a bearing in the rotating shaft sliding groove to assist the rotating mechanism to rotate smoothly; when the lateral deviation middle steering engine pushes and pulls the moving frame to deviate from the axial line of the lengthened shaft, horizontal variable-angle transmission of the lengthened shaft and the two shafts of the transmission shaft can be realized, so that the power vector of the propeller driven by the transmission shaft is deflected, namely the direction of the pulling force or the pushing force of the propeller is changed to generate lateral deviation moment, and the general use condition can be controlled to be not more than 15 degrees of lateral deviation, so that the size of the moving length of the moving frame and the installation position of a support of the moving frame relative to a universal joint coupler can be selected, particularly, the deflection parallel to the horizontal datum line of the airplane is carried out, the propeller is driven to laterally deviate, and the power vector of the propeller generates yawing moment on the airplane.

In some embodiments, it is preferable that the steering engine can automatically relax and suspend during the lateral deviation in the case of power failure of the aircraft, for example, a built-in electromagnetic positioning lock is designed, or an alternative design scheme is adopted, and the control logic is that the power supply of a power failure state storage battery only enables the steering engine to keep the transmission shaft in the centering position, and the movable frame and the transmission shaft are driven to return to the center of the axis and keep the coaxiality with the lengthened shaft (1) of the engine under the action of an elastic piece built in the elastic centering device.

In some embodiments, it is preferred that the mechanism be mounted on an aircraft structure, typically in the aft fuselage of the aircraft, with the overall layout of the aircraft being such that the centre of gravity of the aft engine is mounted as close as possible to the centre of the aircraft, so that an extended shaft, or a design of the extended shaft and drive shaft, of the mechanism may be used.

In the previous solution, in a detailed design, the engine can be mounted centrally with respect to the horizontal reference line of the fuselage (as shown in fig. 5), or higher than the horizontal reference line, i.e. on the back of the rear fuselage structure or even protruding from the latter, in order to design the cargo passage of the rear door of the fuselage (as shown in fig. 6), depending on the overall arrangement of the thrust axis of the rear engine. The extension bracket of the engine is structurally connected with the engine so as to be convenient for adjusting the installation position together with the engine, particularly when the engine is arranged on a structure which can adjust the position along the course relative to the airplane body, the design of the mechanism can be adopted to conveniently adjust the gravity center position of the airplane and ensure the coaxiality of the installation of the lengthened shaft; the installation of the mechanism on the aircraft should preferably be made of light materials for each mechanical part and mechanism.

In some embodiments, it is preferred that the mechanism is adapted to be arranged on the engine nacelle of the front fuselage section or wing, in addition to the rear fuselage section, for which purpose shorter extension shafts and propeller shafts are used, as well as connecting the cardan coupling and the yaw centering mechanism, so that a pulling force vector can be generated to exert a horizontal yawing action.

The utility model discloses an aeroengine extension shaft and slewing mechanism can be applied to propeller engine, are fit for unmanned aerial vehicle, and the navigation aircraft also is fit for hovercar to and ship on the water.

Compared with the prior art, the length of the engine rotating shaft is prolonged by connecting the extension shaft between the engine rotating shaft disc and the propeller, and the extension shaft can be used for adjusting the gravity center of the airplane; the lengthened shaft is segmented and connected into the universal joint coupler and the steering engine driving mechanism to realize variable-angle transmission of the two shafts, so that the power vector of a propeller connected with the transmission shaft can be changed to generate a lateral deviation moment.

Moreover, the mechanism is installed on the airplane and can be used for resisting the crosswind of the airplane and reducing the roll angle of the airplane body. The lengthening shaft transmission mechanism has the advantages of mature technical scheme and high transmission efficiency, and can improve the overall layout engineering design efficiency of the airplane, improve the crosswind resistance and improve the aerial photography quality.

Drawings

Fig. 1 is a side view of the equipment layout of the mechanism for laterally deflecting back into the center of the invention;

fig. 2 is a plan view of the equipment layout of the mechanism of the present invention, in fig. 2, a represents the right side of the propeller, B represents the axis of the propeller is centered, and C represents the left side of the propeller;

FIG. 3 is a reverse view of the lateral deviation centering mechanism of the present invention (the sliding keys connecting the upper and lower surfaces of the movable frame to the support are not shown);

fig. 4 is a plan view (top cross-sectional view of the moving frame and a plan view of the rotary shaft chute) of the yaw centering mechanism of the present invention, in fig. 4, D represents a propeller centering axis, and E represents a propeller yaw axis;

fig. 5 is a rear engine centering line installation illustration of the present invention;

fig. 6 is a rear-mounted engine back-mounted illustration of the present invention.

The labels in the figures are: 1-lengthened shaft, 2-lengthened shaft support, 3-extended support, 4-universal joint coupler, 5-transmission shaft, 6-lateral deviation centering mechanism, 61-rotating shaft support shaft sleeve, 62-rotating mechanism, 63-moving frame, 64-rotating shaft sliding groove, 65-moving frame support, 66-lateral deviation centering rudder, 67-elastic centering device, 7-propeller, 8-engine rotating shaft disc, 9-tail fairing, 10-fuselage and 11-engine.

Detailed Description

The technical solution of the present invention will be described clearly and completely with reference to the accompanying drawings 1 to 6 and the description of the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.

Example 1:

in the design of the navigation aircraft, the influence of the model selection and layout scheme of the engine 11 on the design of the center of gravity of the aircraft is large. Because the selectable power is not much, the safety and the economy of the power are considered, the scheme of selecting two powers and four powers is more, and the scheme of selecting three powers and installing one power on the rear fuselage has the defects that the engine 11 arranged on the rear fuselage increases the gravity center of the airplane and the overall layout is difficult to design, the engine has the advantages that the engine of the fuselage is installed in the fuselage 10, the aerodynamic resistance is low, and the heat dissipation and cooling technical scheme of the rear engine is mature.

The design idea of the embodiment is as follows: aiming at a rear propeller engine of a fuselage, firstly, the installation position of the engine of the fuselage is arranged as close to the gravity center of the aircraft as possible, secondly, a lengthened shaft 1 with a certain length is added between an engine rotating shaft disc 8 and a propeller 7 to meet the requirement that the gravity center position of an engine 11 is close to the gravity center of the aircraft, and the propeller 7 is arranged at a certain distance outside the rear end of the fuselage 10, thirdly, a plurality of lengthened shaft supports 2 are provided for the lengthened shaft 1 so as to ensure the transmission concentricity, fourthly, in order to adjust the installation position of the engine 11, a rigid support for connecting the engine 11 and the lengthened shaft supports 2 to be installed together is designed, namely, an extended support 3 of the engine is designed, and the layout flexibility of the scheme is superior to that the engine 11 and the installation support are respectively structurally connected with the fuselage 10.

In addition, the engine 11 is installed at the rear fuselage section, and a cargo access passage of a rear cabin door arranged on the fuselage 10 can be partially blocked, so that the installation position of the engine 11 close to the back of the fuselage can be improved as much as possible. By adopting the design scheme of the lengthened shaft of the engine, the added mechanism weight and the economic cost are relatively low, but a simple and feasible scheme is provided for the design of the center of gravity of the airplane.

Example 2:

the embodiment 1 adopts the design scheme of the engine extension shaft, and can be further improved, on one hand, the difficulty that the power of an aircraft engine 11 is adjusted or the thrust is poor can be solved by means of the extension shaft 1, namely, the problem of cross wind resistance of the aircraft is improved, and on the other hand, the aircraft body roll angle is reduced to improve the flight quality of aviation mapping in a bending area.

The design idea is as follows: the front-mounted or rear-mounted engine on the airframe 10 has no essential difference on solving the wind resistance problem of the unmanned aerial vehicle, and the rear-mounted engine is selected for the manned navigation aircraft; aiming at the basis of the engine extension shaft 1 in the embodiment 1, the extension shaft 1 is segmented and can be divided into two sections, namely the extension shaft 1 and a transmission shaft 5, a universal joint coupler 4 is added between the extension shaft 1 and the transmission shaft 5 to form a variable-angle transmission mechanism, a lateral deflection centering mechanism 6 driven by a steering engine is adopted, so that the transmission shaft 5 connected with a propeller can horizontally deflect a certain angle and drive the course of the propeller 7 to horizontally deflect, and then a thrust vector of an engine 11 generates a horizontal yawing moment which is complementary with a rolling yawing moment generated by an airplane pneumatic control surface, particularly an aileron, so that the anti-crosswind performance of the airplane is enhanced.

At the same time, the yaw produced by the horizontal yaw moment reduces the roll angle of the fuselage. The yaw thrust vector is a direct force, the generated fuselage roll angle is smaller, the yaw is different from the yaw of the roll angle generated by the deflection of the ailerons, the direct force can improve the crosswind resistance of the airplane, and simultaneously, the fuselage roll angle is reduced, so that the aerial survey operation is facilitated.

The above embodiments are merely illustrative of the technical idea of the present invention, and it is obvious to those skilled in the art that the present invention is not limited to the details of the above embodiments, and the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.

Claims (8)

1. The utility model provides an aeroengine adds major axis and slewing mechanism which characterized in that: the device comprises an extension shaft (1), an extension shaft support (2), an extension bracket (3), a universal joint coupler (4), a transmission shaft (5) and a lateral deviation centering mechanism (6); the connection relationship is: a segmented lengthened shaft is connected between an engine rotating shaft disc (8) and a propeller (7), the segmented lengthened shaft comprises a lengthened shaft (1) and a transmission shaft (5), the lengthened shaft (1) is connected with the engine rotating shaft disc (8), and a lengthened shaft support (2) is adopted to support the lengthened shaft (1) and is installed on an extension support (3) of an engine (11); the output end of the lengthened shaft (1) is connected with a universal joint coupler (4), the output end of the universal joint coupler (4) is connected with a transmission shaft (5), and the output end of the transmission shaft (5) is connected with a propeller (7) of an engine (11); the side-bias centering mechanism (6) is supported and connected with the transmission shaft (5) and can drive the transmission shaft (5) to move in a side-bias or centering way, and the side-bias centering mechanism (6) is arranged on an extension bracket (3) of the engine.

2. The aircraft engine lengthening shaft and rotating mechanism according to claim 1, wherein: the lateral deviation centering mechanism (6) consists of mechanical parts and mechanisms and comprises a rotating shaft supporting shaft sleeve (61) connected with the transmission shaft (5) and a rotating mechanism (62) thereof, a moving frame (63) of the rotating shaft supporting shaft sleeve (61) and a rotating shaft sliding groove (64) thereof, a moving frame support (65) used for supporting the moving frame (63), a lateral deviation centering rudder (66) for driving the moving frame (63) and an elastic centering device (67).

3. The aircraft engine extension shaft and rotation mechanism of claim 2, wherein: the connection or motion relation of the lateral deviation centering mechanism (6) is that the moving frame (63) connects the lateral deviation centering mechanism (6) to the engine extension bracket (3); the movable frame support (65) is supported and connected with the movable frame (63) through a sliding key, the movable frame (63) is allowed to horizontally move along the sliding key relative to a horizontal reference plane of the movable frame support (65) only along with the push-pull driving of the side-deflection middle steering engine (66), and the elastic centering device (67) and the push-pull acting force of the side-deflection middle steering engine (66) generate opposite assisting force to prevent the movable frame (63) from deviating from the axis of the lengthened shaft (1) and play a stabilizing role; the rotating shaft supporting shaft sleeve (61) is installed in the moving frame (63) through a rotating mechanism (62), the transmission shaft (5) rotates on a bearing in the rotating shaft supporting shaft sleeve (61), and the rotating mechanism (62) of the rotating shaft supporting shaft sleeve (61) rotates and moves in a rotating shaft sliding groove (64) of the moving frame (63); when the lateral deviation middle rudder machine (66) pushes and pulls the moving frame (63) to deviate from the axis of the lengthened shaft (1), horizontal variable-angle transmission of the two shafts of the lengthened shaft (1) and the transmission shaft (5) can be realized, so that the power vector of a propeller driven by the transmission shaft (5) is changed, and a yaw moment is generated.

4. The aircraft engine lengthening shaft and rotating mechanism according to claim 3, wherein: the yaw moment is controlled to be not more than 15 degrees in lateral deviation; the yaw moment is formed by: by selecting the size of the moving length of the moving frame (63) and the installation position of the support (65) relative to the universal joint coupler (4), the offset parallel to the horizontal datum line of the airplane is carried out, and the propeller is driven to offset, so that a propeller power vector is formed to generate a yaw moment on the airplane.

5. The aircraft engine lengthening shaft and rotating mechanism according to claim 3, wherein: when the airplane is powered off, the rudder (66) automatically relaxes and suspends in the lateral deflection centering process, and the movable frame (63) and the transmission shaft (5) are driven to be centered and keep the coaxiality with the engine lengthened shaft (1) under the action of an elastic piece arranged in the elastic centering device (67).

6. The aircraft engine extension shaft and rotation mechanism of claim 3, wherein: the motive machine (11) can be arranged in the center relative to the horizontal datum line of the fuselage (10) or higher than the horizontal datum line, namely arranged at the back of the rear fuselage structure and even protruding out of the fuselage back structure so as to design a cargo loading and unloading channel of the rear cabin door of the fuselage; wherein the extension bracket (3) of the engine is structurally connected with the engine (11) so as to adjust the installation position together with the engine.

7. The aircraft engine lengthening shaft and rotating mechanism according to claim 6, wherein: the aircraft engine extension shaft and the rotating mechanism are arranged on a rear fuselage section or on a front fuselage section or an engine nacelle of a wing, for which purpose shorter extension shafts (1) and transmission shafts (5) can be used, and a universal joint coupling (4) and a lateral deflection centering mechanism (6) are connected, so that a tension vector can be generated to exert a horizontal yawing effect.

8. The aircraft engine extension shaft and rotation mechanism according to any one of claims 1 to 7, wherein: the aero-engine lengthened shaft and the rotating mechanism are applied to vehicles adopting propeller engines, and comprise unmanned aerial vehicles, navigation airplanes, flying vehicles or waterborne ships.

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