CN219225719U - Low-speed simulated aircraft - Google Patents
Low-speed simulated aircraft Download PDFInfo
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- CN219225719U CN219225719U CN202223140275.4U CN202223140275U CN219225719U CN 219225719 U CN219225719 U CN 219225719U CN 202223140275 U CN202223140275 U CN 202223140275U CN 219225719 U CN219225719 U CN 219225719U
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
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Abstract
The application discloses a low-speed simulation aircraft, include: fuselage, left wing, right wing and V-shaped tail; the front end of the machine body is provided with a propeller, both sides of the machine body are provided with first connecting pieces, and the rear end of the machine body is provided with second connecting pieces; the left wing is provided with a left wing connecting piece, and is detachably connected with a first connecting piece positioned at the left side of the fuselage through the left wing connecting piece; the right wing is provided with a right wing connecting piece, and is detachably connected with a first connecting piece positioned on the right side of the fuselage through the right wing connecting piece; the V-shaped tail wing is provided with a tail wing connecting piece, and is detachably connected with the second connecting piece through the tail wing connecting piece. The method has the technical effects of being convenient to transport and maintain and reducing production cost.
Description
Technical Field
The application relates to the technical field of low-speed simulated aircrafts, in particular to a low-speed simulated aircrafts.
Background
The body of the traditional low-speed simulated aircraft mainly comprises a body device, power, flight control and power supply; the body device mainly comprises: fuselage, wings, empennage, etc. The materials of the conventional body devices are usually lightweight metal materials (such as aluminum alloy, titanium alloy and the like), wood materials (such as balsa wood, tung wood and the like) and foaming materials (such as polypropylene plastics, KT plates and the like).
Since conventional low-speed simulated aircraft are developed from aeromodelling, there are the following disadvantages when performing high-intensity, fast-paced tasks:
(1) The traditional low-speed simulated aircraft body device has higher cost and is not beneficial to mass production:
the purchase cost of traditional material is higher, and the processing of traditional material needs more manual work, and production efficiency is lower, therefore, traditional analog aircraft's manufacturing cost is higher, and mass production does not have the advantage.
(2) The traditional engine body device of the low-speed simulated aircraft is inconvenient to transport and maintain and cannot respond quickly:
the production and final assembly of the traditional simulated aircraft are all required to be completed in factories, and the fuselage, wings and tail wings are assembled into a whole when leaving factories, and are inconvenient to detach. After installing wing and fin to the fuselage for the size of organism device itself increases substantially, needs occupy more space, and is difficult for fixing, makes the transportation degree of difficulty greatly increased, simultaneously, when meeting partial organism device damage after accomplishing the task, can't carry out quick maintenance or change, when facing high strength task, lacks the ability of quick response.
Disclosure of Invention
The purpose of this application is to provide a low-speed simulation aircraft, has the transportation of being convenient for and maintenance to and manufacturing cost's technical effect has been reduced.
To achieve the above object, the present application provides a low-speed simulated aircraft, comprising: fuselage, left wing, right wing and V-shaped tail; the front end of the machine body is provided with a propeller, both sides of the machine body are provided with first connecting pieces, and the rear end of the machine body is provided with second connecting pieces; the left wing is provided with a left wing connecting piece, and is detachably connected with a first connecting piece positioned at the left side of the fuselage through the left wing connecting piece; the right wing is provided with a right wing connecting piece, and is detachably connected with a first connecting piece positioned on the right side of the fuselage through the right wing connecting piece; the V-shaped tail wing is provided with a tail wing connecting piece, and is detachably connected with the second connecting piece through the tail wing connecting piece.
As above, the left wing and the right wing have the same structure, and both the left wing and the right wing further include: the main beam, a plurality of upper ribs, a plurality of lower ribs, a flank skin, a front wall and a rear wall; the main beam comprises a first beam, a second beam and a third beam, wherein two ends of the second beam are respectively and vertically connected with one end of the first beam and one end of the second beam to form a C-shaped structure; the main beams are arranged along the wing length direction of the left wing or the right wing, each upper rib is arranged along the wing width direction and connected with the first beam, a plurality of upper ribs are uniformly arranged at intervals along the wing length direction, each lower rib is arranged along the wing width direction and connected with the third beam, and a plurality of lower ribs are uniformly arranged at intervals along the wing length direction, so that a wing frame is formed after the arrangement is completed; the flank skin is arranged on the outer side of the flank frame; the front wall is arranged on the inner side of the flank frame and is positioned at the root end of the flank frame; the rear wall is arranged on the inner side of the flank frame and positioned at the wing tip end of the flank frame; the left wing connecting piece or the right wing connecting piece is respectively arranged at one side of the left wing or the right wing connected with the fuselage, and after connection, the wingtip of the left wing and the wingtip of the right wing are both positioned at one side far away from the propeller.
As above, the main beams are carbon fiber pi beams.
As above, the front wall and the rear wall are square pine strips.
As above, the wing skin is a sandwich structure of glass fiber reinforced plastic foam.
As above, wherein the V-shaped tail comprises a first tail and a second tail; the first fin and the second fin structure are the same, and first fin and second fin all include: the tail wing skin, tail wing filler, tail support and laminate frame; forming a tail frame through a tail skin; the tail filler is filled in the tail frame; one end of the laminate frame is connected with the upper inner wall of the tail wing frame, the other end of the laminate frame is connected with the lower inner wall of the tail wing frame, one end of the tail stay is connected with the laminate frame, and the other end of the tail stay is connected with the inner side of the wing tip of the tail wing frame; the fin connecting piece sets up in the one side that first fin/second fin and fuselage are connected, and after the connection, the wing point position of first fin and the wing point of second fin all are located the one side that keeps away from left wing/right wing.
As above, the tail skin is a glass fiber reinforced plastic skin.
As above, the tail boom is a conical tube made of carbon fiber composite material.
As above, the left wing connector is connected with the first connector at the left side of the machine body through the locating pin; the right wing connecting piece is connected with the first connecting piece positioned on the right side of the machine body through a locating pin.
As above, wherein the tail connector is connected to the second connector by a locating pin.
The method has the technical effects of being convenient to transport and maintain and reducing production cost.
Drawings
In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following description will briefly introduce the drawings that are required to be used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are only some embodiments described in the present application, and other drawings may also be obtained according to these drawings for a person having ordinary skill in the art.
FIG. 1 is a schematic structural view of one embodiment of a low-speed simulated aircraft;
FIG. 2 is a cross-sectional view of one embodiment of a left wing;
FIG. 3 is a bottom view of an embodiment of a left wing;
FIG. 4 is a cross-sectional view of an embodiment of a first flight;
FIG. 5 is a schematic view of an embodiment of a fuselage;
FIG. 6 is a schematic view of an embodiment of a hollow dowel pin;
FIG. 7 is a schematic view of an embodiment of a hollow pin;
FIG. 8 is a schematic structural view of an embodiment of a connection between a left wing and a right wing.
Detailed Description
The following description of the embodiments of the present utility model will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the utility model. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
As shown in fig. 1-5, the present application provides a low-speed simulated aircraft comprising: a fuselage 1, a left wing 2, a right wing 3 and a V-shaped tail wing 4; the front end of the machine body 1 is provided with a propeller 5, both sides of the machine body 1 are provided with first connecting pieces 11, and the rear end of the machine body 1 is provided with a second connecting piece 12; the left wing 2 is provided with a left wing connector 20, and is detachably connected with a first connector 11 positioned at the left side of the fuselage 1 through the left wing connector 20; the right wing 3 is provided with a right wing connector 31, and is detachably connected with the first connector 11 positioned on the right side of the fuselage 1 through the right wing connector 31; the V-shaped flight 4 is provided with a flight connection 41, which is detachably connected to the second connection 12 via the flight connection 41.
Further, as shown in fig. 1-3, the left wing 2 and the right wing 3 have the same structure, and each further includes: a main beam 21, a plurality of upper ribs, a plurality of lower ribs 22, a side wing skin 23, a front wall 24 and a rear wall 25; the main beam 21 comprises a first beam 211, a second beam 212 and a third beam 213, wherein two ends of the second beam 212 are respectively and vertically connected with one end of the first beam 211 and one end of the second beam 212 to form a C-shaped structure; the main beams 21 are arranged along the wing length direction of the left wing 2 or the right wing 3, each upper rib is arranged along the wing width direction and is connected with the first beam 211, a plurality of upper ribs are uniformly arranged at intervals along the wing length direction, each lower rib 22 is arranged along the wing width direction and is connected with the third beam 213, and a plurality of lower ribs 22 are uniformly arranged at intervals along the wing length direction, so that a wing frame is formed after the arrangement is completed; the flank skin 23 is arranged outside the flank frame; the front wall 24 is arranged on the inner side of the flank frame and is positioned at the root end of the flank frame; the rear wall 25 is arranged on the inner side of the flank frame and positioned at the wing tip end of the flank frame; the left wing connector 20 or the right wing connector 31 is respectively arranged at one side of the left wing 2 or the right wing 3 connected with the fuselage 1, and after connection, the wingtips of the left wing 2 and the right wing 3 are both positioned at one side far away from the propeller 5.
Further, the left wing link 20 and the right wing link 31 are both positioning pins, but are not limited to positioning pins, and the positioning pins are preferable in this application.
Further, as an embodiment, the positioning pin is a hollow positioning pin, but not limited to a hollow positioning pin, and the present application is preferably a hollow positioning pin.
Specifically, as shown in fig. 6 and 7, the hollow positioning pin 6 includes at least: the bolt 61, the hollow pin 62, the first gasket 63, the baffle ring 64, the second gasket 65 and the self-locking nut 66, wherein the bolt 61 comprises a bolt head 611 and a bolt rod 612, and one end of the bolt rod 612 is connected with the bolt head 611; the hollow pin 62 includes: a pin body 621, and a pin ring 622 is provided at one side of the pin body 621. In use, the hollow pin 62 penetrates through an object to be fixedly connected, the bolt rod 612 sequentially penetrates through the first gasket 63, the hollow pin 62, the baffle ring 64, the second gasket 65 and the self-locking nut 66, the bolt head 611 is located on one side of the pin body 621, where the pin ring 622 is arranged, the bolt rod 612 is exposed on one side of the pin body 621, where the pin ring 622 is far away from, the first gasket 63 is arranged between the bolt head 611 and the pin ring 622, the baffle ring 64 is arranged on one side of the pin body 621, where the pin ring 622 is far away from, and the second gasket 65 is located between the baffle ring 64 and the self-locking nut 66. The axial position of the hollow pin 62 is limited by the baffle ring 64, the first gasket 63, the second gasket 65, the bolt 61 and the self-locking nut 66, so that the hollow pin 62 is prevented from axial displacement when the wing is subjected to load vibration.
As an embodiment, the first connecting piece 11 is a connecting through hole, and the main beam 21 of the left wing 2 penetrates through the connecting through hole on the left side of the fuselage 1; the girder of the right wing 3 penetrates through the connecting through hole on the right side of the fuselage 1, and after the girder of the right wing 3 positioned in the fuselage 1 is attached to the girder 21 of the left wing 2 positioned in the fuselage 1, the girders are fixedly connected through hollow positioning pins. As shown in fig. 8, the hollow pins 62 of the hollow locating pins penetrate through the main beams 21 of the left wing 2 and the main beams of the right wing 3; the retainer ring 64 is attached to the main beam 21 of the left wing 2, and the pin ring 622 is attached to the main beam of the right wing 3.
As another embodiment, the first connecting member 11 is a fixed beam; the main beam 21 of the left wing 2 is fixedly connected with the fixedly connected beam at the left side of the fuselage 1 through a hollow locating pin; the main beam of the right wing 3 is fixedly connected with the fixedly connected beam on the right side of the fuselage 1 through a hollow locating pin.
Further, the main beams 21 are used to withstand bending moments and shearing forces. The main beams 21 are carbon fiber pi-type beams, but are not limited to carbon fiber pi-type beams, and are preferably carbon fiber pi-type beams in the present application.
Further, the front wall 24 and the rear wall 25 are square pine strips, but not limited to Fang Xingsong strips, and square pine strips are preferred in this application.
Further, the wing skin 23 is a glass fiber reinforced plastic foam sandwich structure, but not limited to a glass fiber reinforced plastic foam sandwich structure, and the wing skin is preferably a glass fiber reinforced plastic foam sandwich structure, so that the number of ribs can be reduced, and the wing skin has the technical effect of reducing the overall weight and improving the rigidity.
Further, as shown in fig. 1 and 4, the V-shaped tail 4 includes a first tail 42 and a second tail 43, the first tail 42 and the second tail 43 are identical in structure, and the first tail 42 and the second tail 43 each include: tail skin 421, tail filler 422, tail struts 423, and ply frames 424; the tail frame is formed by a tail skin 421; the tail filler 422 is filled in the tail frame; one end of the laminate frame 424 is connected with the upper inner wall of the tail wing frame, the other end of the laminate frame is connected with the lower inner wall of the tail wing frame, one end of the tail stay 423 is connected with the laminate frame 424, and the other end of the tail stay 423 is connected with the inner side of the wing tip of the tail wing frame; the tail connector 41 is disposed on a side of the first tail 42/second tail 43 connected to the fuselage 1, and after connection, the wingtips of the first tail 42 and the second tail 43 are located on a side far from the left wing 2/right wing 3.
Further, the tail connector 41 is a locating pin, but not limited to a locating pin, which is preferred in the present application.
Further, as an embodiment, the positioning pin is a hollow positioning pin, but not limited to a hollow positioning pin, and the present application is preferably a hollow positioning pin.
Specifically, as an embodiment, the second connecting piece 12 provided at the rear end of the body 1 is a connecting through hole; the first tail wing 42 and the second tail wing 43 are fixedly connected with each other through hollow locating pins inside the machine body 1 after penetrating through the connecting through holes respectively.
As another example, the second connector 12 is a fastening beam; the first tail wing 42 and the second tail wing 43 are fixedly connected with the fixedly connected beam through hollow positioning pins respectively.
Further, the tail skin 421 is a glass fiber reinforced plastic skin, but is not limited to a glass fiber reinforced plastic skin, and is preferably a glass fiber reinforced plastic skin.
Further, the tail stay 423 is a carbon fiber composite conical tube, but is not limited to the carbon fiber composite conical tube, and is preferably a carbon fiber composite conical tube.
Further, as shown in fig. 5, the fuselage 1 is composed of a fuselage skin, a fuselage frame, and fuselage stringers. Structurally, the fuselage 1 only improves the connection structure and connection mode with the left wing 2 and the right wing 3, and the connection structure and connection mode with the V-shaped tail wing 4, and the setting positions and setting modes of other parts are consistent with those of the existing structure, and the quick installation and disassembly can be realized by improving the connection structure and connection mode with the left wing 2 and the right wing 3, and the connection structure and connection mode with the V-shaped tail wing 4, and the transportation is convenient. In terms of materials, the body skin is made of glass fiber reinforced plastic composite materials, the body frame and the body stringer are made of carbon fiber materials, and compared with the traditional simulated aircraft body materials, the composite materials have the characteristics of high specific strength and specific rigidity, small thermal expansion coefficient, and strong fatigue resistance and vibration resistance, and can reduce the weight by 25-30% when being applied to the low-speed simulated aircraft body structure. The composite material has the advantages of light weight, complex or large structure, easy dry forming, large design space, high specific strength and specific rigidity, small thermal expansion coefficient and the like. After a large amount of composite materials are used, the low-speed simulated aircraft body greatly lightens the weight of an air fuselage, increases the effective load, improves the safety and stealth, and has a great improvement in performance compared with the traditional low-speed simulated aircraft body.
The beneficial effects realized by the application are as follows:
(1) The fuselage and the wing are made of a large amount of composite materials, so that the production cost of the fast simulation aircraft body is greatly reduced, and compared with the low-speed simulation aircraft body made of traditional materials, the production cost of the aircraft body device is reduced by more than 50%.
(2) By adopting a modularized design, each module can be disassembled and transported, the single module is smaller, the occupation of space can be greatly reduced, the transportation and the maintenance are more convenient, and the requirements of various fields on the novel low-speed simulation aircraft can be met.
While preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the scope of the present application be interpreted as including the preferred embodiments and all alterations and modifications that fall within the scope of the present application. It will be apparent to those skilled in the art that various modifications and variations can be made in the present application without departing from the spirit or scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the protection of the present application and the equivalents thereof, the present application is intended to cover such modifications and variations.
Claims (10)
1. A low-speed simulated aircraft, comprising: fuselage, left wing, right wing and V-shaped tail;
the front end of the machine body is provided with a propeller, both sides of the machine body are provided with first connecting pieces, and the rear end of the machine body is provided with second connecting pieces;
the left wing is provided with a left wing connecting piece, and is detachably connected with the first connecting piece positioned at the left side of the fuselage through the left wing connecting piece;
the right wing is provided with a right wing connecting piece, and is detachably connected with the first connecting piece positioned on the right side of the fuselage through the right wing connecting piece;
the V-shaped tail wing is provided with a tail wing connecting piece, and the V-shaped tail wing is detachably connected with the second connecting piece through the tail wing connecting piece.
2. The low-speed simulated aircraft of claim 1, wherein the left wing and the right wing are identical in structure, each further comprising: the main beam, a plurality of upper ribs, a plurality of lower ribs, a flank skin, a front wall and a rear wall;
the main beam comprises a first beam, a second beam and a third beam, wherein two ends of the second beam are respectively and vertically connected with one end of the first beam and one end of the second beam to form a C-shaped structure;
the main beams are arranged along the wing length direction of the left wing or the right wing, each upper rib is arranged along the wing width direction and connected with the first beam, a plurality of upper ribs are uniformly arranged at intervals along the wing length direction, each lower rib is arranged along the wing width direction and connected with the third beam, and a plurality of lower ribs are uniformly arranged at intervals along the wing length direction, so that a wing frame is formed after the arrangement is completed;
the flank skin is arranged on the outer side of the flank frame;
the front wall is arranged on the inner side of the side wing frame and is positioned at the root end of the side wing frame;
the rear wall is arranged on the inner side of the side wing frame and is positioned at the tip end of the wing of the side wing frame;
the left wing connecting piece or the right wing connecting piece is respectively arranged on one side of the left wing or the right wing connected with the fuselage, and after connection, the wingtips of the left wing and the right wing are both positioned on one side far away from the propeller.
3. The low-speed simulated aircraft of claim 2, wherein the main beams are carbon fiber pi beams.
4. A low speed simulated aircraft as claimed in claim 3, wherein said front wall and said rear wall are square pine strips.
5. The low-speed simulated aircraft of claim 4, wherein the wing skin is a fiberglass foam sandwich structure.
6. The low-speed simulated aircraft of claim 5, wherein the V-tail comprises a first tail and a second tail; the first tail wing and the second tail wing have the same structure, and the first tail wing and the second tail wing both comprise: the tail wing skin, tail wing filler, tail support and laminate frame; forming a tail frame by the tail skin; the tail filler is filled in the tail frame; one end of the laminate frame is connected with the upper inner wall of the tail wing frame, the other end of the laminate frame is connected with the lower inner wall of the tail wing frame, one end of the tail stay is connected with the laminate frame, and the other end of the tail stay is connected with the inner side of the wing tip of the tail wing frame; the fin connecting piece set up in first fin/the second fin with one side that the fuselage is connected, after the connection, the wingtip position of first fin with the wingtip of second fin all is located and keeps away from left wing/one side of right wing.
7. The low-speed simulated aircraft of claim 6, wherein the tail skin is a glass fiber reinforced plastic skin.
8. The low-speed simulated aircraft of claim 7, wherein the tail boom is a carbon fiber composite conical tube.
9. The low speed simulated aircraft of claim 8, wherein the left wing connector is connected to the first connector on the left side of the fuselage by a locating pin; the right wing connecting piece is connected with the first connecting piece positioned on the right side of the machine body through a positioning pin.
10. The low speed simulated aircraft of claim 9, wherein the tail connector is connected to the second connector by a dowel.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223140275.4U CN219225719U (en) | 2022-11-25 | 2022-11-25 | Low-speed simulated aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223140275.4U CN219225719U (en) | 2022-11-25 | 2022-11-25 | Low-speed simulated aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219225719U true CN219225719U (en) | 2023-06-20 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202223140275.4U Active CN219225719U (en) | 2022-11-25 | 2022-11-25 | Low-speed simulated aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219225719U (en) |
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- 2022-11-25 CN CN202223140275.4U patent/CN219225719U/en active Active
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