Fuselage structure of a cross-media aircraft

Abstract

The present invention discloses a fuselage structure of a cross-media aircraft, which includes a fuselage body, two wings, a connection assembly, and two driving members respectively corresponding to the two wings. The fuselage body is provided with two wing receiving grooves along its length direction for receiving the two wings respectively. The fuselage body is movably connected to the two wings through the connection assembly respectively. The driving members are fixedly connected to the fuselage body, and their output ends are connected to the corresponding wings for driving the wings to retract or deploy. In the retracted state, the wings are accommodated in the corresponding wing receiving grooves for underwater navigation, and the fuselage body and the two wings cooperate with each other to form a rotating body shape for reducing water flow resistance. In the deployed state, the wings are laterally deployed relative to the fuselage body for air flight, and the wings form an appropriate angle of attack with the oncoming air for providing lift.

Description

Technical Field

[0001] The present invention belongs to the field of cross - medium aircraft, and particularly relates to a fuselage structure of a cross - medium aircraft. Background Art

[0002] The cross - medium aircraft has its unique application background. On the one hand, it can perform underwater navigation tasks and serve as a scientific research and underwater patrol mission; on the other hand, it can leap out of the water for aerial flight and perform aerial patrol and other tasks.

[0003] The cross - medium aircraft has various uses and can adapt to two environments, underwater and aerial. When flying in the air, in addition to power propulsion, it needs to rely on wings with airfoils to generate lift. When navigating underwater, the cross - medium aircraft preferably has an outer shape similar to a rotating body to reduce the water flow resistance during navigation. However, currently, there is no cross - medium aircraft that can achieve two postures of aerial flight and underwater navigation. Summary of the Invention

[0004] To solve the above problems, the present invention provides a fuselage structure of a cross - medium aircraft.

[0005] The technical solution of the present invention is as follows:

[0006] A fuselage structure of a cross - medium aircraft includes a fuselage body, two wings, a connection assembly, and two driving members corresponding to the two wings respectively;

[0007] The fuselage body is provided with two wing receiving grooves along its length direction for receiving the two wings respectively; the fuselage body is movably connected to the two wings through the connection assembly, and the driving member is fixedly connected to the fuselage body, and its output end is connected to the corresponding wing for driving the wing to retract or unfold;

[0008] In the retracted state, the wings are received in the corresponding wing receiving grooves for underwater navigation, and the fuselage body and the two wings cooperate with each other to form a rotating - body outer shape for reducing water flow resistance; in the unfolded state, the wings are horizontally unfolded relative to the fuselage body for aerial flight, and the wings form a suitable angle of attack with the on - coming air for providing lift.

[0009] Preferably, a locking and unlocking mechanism is provided between the fuselage body and the wing for locking the relative positions of the wing and the fuselage body in the unfolded state.

[0010] Preferably, the locking and unlocking mechanism includes:

[0011] A groove is provided on the wing, and a clamping groove is provided on the inner wall of the groove;

[0012] The bump is provided on the fuselage body, and a clamping block is slidably connected to the bump; in the retracted state, the bump is received in the groove, and the clamping block is clamped and locked with the groove.

[0013] An electric control part is provided between the bump and the clamping block, which is used to control the sliding of the clamping block relative to the bump.

[0014] Preferably, the connecting component includes:

[0015] A rotating base, which is slidably connected to the fuselage body, and the sliding direction is the length direction of the fuselage body;

[0016] Two rotating parts corresponding to the two wings respectively, the two rotating parts are respectively rotatably connected to the rotating base, and the two rotation axes are parallel to each other and the plane where they are located is perpendicular to the length direction of the fuselage body; the rotating part is rotatably connected to the corresponding wing, and its rotation axis is parallel to the length direction of the wing.

[0017] Preferably, the rotating base is slidably connected to the fuselage body through a limiting part, and the limiting part is slidably connected to the fuselage body, and its sliding direction is the same as the length direction of the fuselage body;

[0018] A slider is provided on the limiting part, a sliding groove is provided on the rotating base, and the slider is slidably connected in the sliding groove, and the sliding direction is the same as the length direction of the fuselage body.

[0019] Preferably, the rotation axes of the rotating part and the rotating base are positioning axes, and the plane where the two positioning axes are located is the positioning plane;

[0020] An activity shaft is provided on the rotating part, and its axis is parallel to the positioning axis. An activity groove is provided on the limiting part, and the activity shaft is slidably connected in the activity groove, and the sliding direction is parallel to the positioning plane.

[0021] Preferably, the limiting part and the fuselage body are connected by a fixing part; the fixing part is connected to the fuselage body, a slide bar is provided on the limiting part, a slide bar hole is provided on the fixing part, and the slide bar is slidably connected in the slide bar hole, and the sliding direction is the same as the length direction of the fuselage body.

[0022] Preferably, the driving part is an electric control telescopic rod, the fixed end of the electric control telescopic rod is movably connected to the fuselage body, and the output end of the electric control telescopic rod is movably connected to the wing.

[0023] Preferably, the fixed end of the electric control telescopic rod and the fuselage body are connected by two series-connected rotating pairs, and the rotation axes of the two rotating pairs are perpendicular to each other;

[0024] The output end of the electric telescopic rod is rotatably connected to the wing, and its rotation axis is parallel to the rotation axis of the rotation pair close to the electric control telescopic rod among the two rotation pairs.

[0025] Due to the adoption of the above technical solutions, the present invention has the following advantages and positive effects compared with the prior art:

[0026] For the fuselage structure of the cross-media aircraft provided by the present invention, when flying in the air, the driving member drives the wing to unfold, and the wing forms a suitable angle of attack with the oncoming air to provide lift; when sailing underwater, the driving member drives the wing to fold up, and the wing is accommodated in the wing accommodation groove, and cooperates with the fuselage body to form a rotating body shape to reduce water flow resistance. Description of the Drawings

[0027] By reading the following detailed description of the preferred embodiments, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of showing the preferred embodiments and are not considered to be a limitation of the present invention.

[0028] Figure 1 It is a schematic structural diagram of the fuselage structure of a cross-media aircraft of the present invention in the folded state;

[0029] Figure 2 It is a schematic structural diagram of the fuselage structure of a cross-media aircraft of the present invention in the unfolded state;

[0030] Figure 3 It is a partial schematic structural diagram of the fuselage structure of a cross-media aircraft of the present invention in the folded state;

[0031] Figure 4 It is a partial schematic structural diagram of the fuselage structure of a cross-media aircraft of the present invention in the unfolded state;

[0032] Figure 5 It is a schematic structural diagram of a wing of the present invention;

[0033] Figure 6 It is a schematic structural diagram of a rotating member of the present invention;

[0034] Figure 7 It is a schematic structural diagram of a limiting member of the present invention;

[0035] Figure 8 It is a schematic structural diagram of a rotating base of the present invention;

[0036] Figure 9 It is a schematic structural diagram of a fixing member of the present invention;

[0037] Figure 10Schematic diagram of the mating connection between the wing and the rotating part of the present invention;

[0038] Figure 11 Schematic diagram of the mating connection between the rotating part and the rotating base of the present invention;

[0039] Figure 12 Schematic diagram of the mating connection between the rotating part and the limiting part of the present invention;

[0040] Figure 13 Schematic diagram of the mating connection between the limiting part and the fixing part of the present invention;

[0041] Figure 14 Schematic diagram of the mating connection between the rotating base and the limiting part of the present invention;

[0042] Figure 15 Schematic diagram of the rotation of a connection component of the present invention;

[0043] Figure 16 Schematic diagram of the structure of a bump of the present invention;

[0044] Figure 17 Schematic diagram of the structure of a fixing plate of the present invention;

[0045] Figure 18 Schematic diagram of the mating connection between the wing and the bump of the present invention;

[0046] Figure 19 Schematic diagram of the structure of an electric control telescopic rod of the present invention;

[0047] Figure 20 Schematic diagram of the mating connection between the electric control telescopic rod and the fuselage body of the present invention;

[0048] Figure 21 Schematic diagram of the mating connection between the electric control telescopic rod and the wing of the present invention;

[0049] Figure 22 Schematic diagram of the structure of the present invention when the wing is about to unfold;

[0050] Figure 23 Schematic diagram of the structure of the present invention when the wing is unfolded by 30°;

[0051] Figure 24 Schematic diagram of the structure of the present invention when the wing is unfolded by 60°;

[0052] Figure 25 Schematic diagram of the structure of the present invention when the wing is unfolded by 90°;

[0053] Figure 26 Schematic diagram of the working principle of each structure during the unfolding process of the wing of the present invention.

[0054] Description of the reference numerals:

[0055] 1: fuselage body; 2: wing; 21: wing connection groove; 22: driving position; 23: groove; 3: rotating member; 31: positioning shaft; 32: movable shaft; 33: wing connection hole; 4: rotating base; 41: positioning shaft hole; 42: chute; 5: limiting member; 51: movable groove; 52: slider; 53: slide bar; 6: fixing member; 61: slide bar hole; 7: convex block; 71: clamping block; 8: fixing plate; 9: electric control telescopic rod. Detailed implementation manners

[0056] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the specific implementation manners of the present invention will be described below with reference to the accompanying drawings. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings, and other implementation manners can also be obtained.

[0057] For the sake of simplicity of the drawings, only the parts related to the present invention are schematically shown in each drawing, and they do not represent their actual structures as products. In addition, for the sake of simplicity and easy understanding of the drawings, in some drawings, parts with the same structure or function are only schematically shown for one of them, or only one of them is marked. In this article, "one" not only means "only this one", but also means "more than one" situation.

[0058] Refer to Figures 1 to 26 , this embodiment provides a fuselage structure of a cross-media aircraft, including a fuselage body 1, two wings 2, a connection assembly, and two driving members corresponding to the two wings 2 respectively. The fuselage body 1 is provided with two wing accommodation grooves along its length direction, which are respectively used to accommodate the two wings 2. The fuselage body 1 is movably connected to the two wings 2 through the connection assembly respectively, and the driving member is fixedly connected to the fuselage body 1, and its output end is connected to the corresponding wing 2 to drive the wing 2 to retract or unfold.

[0059] In the retracted state, the wing 2 is accommodated in the corresponding wing accommodation groove for underwater navigation, and the fuselage body 1 and the two wings 2 cooperate with each other to form a rotating body shape to reduce the water flow resistance. In the unfolded state, the wing 2 is laterally unfolded relative to the fuselage body 1 for air flight, and the wing 2 forms a suitable angle of attack with the oncoming air to provide lift.

[0060] Now, the structure of this embodiment will be described.

[0061] For the fuselage structure of the cross-media aircraft provided in this embodiment, in the retracted state, the outer side of the wing 2 and the fuselage body 1 are complementary to form a smooth, unified and complete curved surface shape, such as Figure 1As shown; in the deployed state, the wing 2 has an airfoil structure and can generate lift through convection in the air to achieve the flight of the aircraft, as Figure 2 shown.

[0062] Specifically, the length of the wing 2 needs to be in an appropriate proportion to the fuselage body 1, and the wing 2 has a corresponding airfoil. When the wing 2 is deployed, it can provide sufficient lift for the aircraft. Through the mutual cooperation of connecting components, driving parts, etc., the wing 2 can be fixed, rotated and moved in the corresponding degrees of freedom, and finally reach the deployed or retracted state; and in the deployed state, the wing 2 is located above the fuselage body 1 (relative to the in-air flight state), that is, the aircraft has a high-wing layout when the wing 2 is deployed, and the airfoil of the wing 2 can form a suitable angle of attack with the oncoming air flow so that it can generate sufficient lift.

[0063] The connecting components include a rotating base 4, two rotating parts 3 corresponding to the two wings 2 respectively, a limiting part 5 and a fixing part 6. The rotating part 3 is provided with a positioning shaft 31, a movable shaft 32 and a wing connection hole 33, and the rotating base 4 is provided with two positioning shaft holes 41. The positioning shaft 31 on the rotating part 3 is inserted into the corresponding positioning shaft hole 41 to realize the rotational connection between the rotating part 3 and the rotating base 4, as Figure 11 shown. The rotation axes of the rotating part 3 and the rotating base 4 are positioning axes, the two rotation axes are parallel to each other, the plane where the two positioning axes are located is the positioning plane, and the positioning plane is perpendicular to the length direction of the fuselage body 1.

[0064] The rotating base 4 is provided with a sliding groove 42, the limiting part 5 is provided with a sliding block 52, and the sliding block 52 is slidably connected in the sliding groove 42, and the sliding direction is the same as the length direction of the fuselage body 1, as Figure 14 shown. The rotating part 3 is provided with a movable shaft 32, the axis of which is parallel to the positioning axis, and the movable shaft 32 is slidably connected in the movable groove 51, and the sliding direction is parallel to the positioning plane, as Figure 12 shown. The fixing part 6 is connected to the fuselage body 1. The limiting part 5 is provided with a sliding rod 53, and the fixing part 6 is provided with a sliding rod hole 61. The sliding rod 53 is slidably connected in the sliding rod hole 61, and the sliding direction is the same as the length direction of the fuselage body 1, as Figure 13 shown. The rotating part 3 is rotationally connected to the corresponding wing 2. Specifically, a wing connection groove 21 is provided on the wing 2, and the wing connection hole 33 on the rotating part 3 cooperates with the wing connection groove 21, and the rotational connection can be realized through structures such as a rotating shaft, and the rotation axis is parallel to the length direction of the wing 2, as Figure 10 shown. When the wing 2 drives the rotating part 3 to rotate, under the cooperation of the movable shaft 32 and the movable groove 51, the limiting part 5 is driven to move along the length direction of the fuselage body 1 under the limitation of the rotating base 4 and the fixing part 6.

[0065] A locking and unlocking mechanism is provided between the fuselage body 1 and the wing 2, which is used to lock the relative positions of the wing 2 and the fuselage body 1 in the deployed state, and can also strengthen the structural strength of the fuselage body 1 and the wing 2 in the deployed state. Specifically, the locking and unlocking mechanism may include a groove 23 and a convex block 7. The groove 23 is provided on the wing 2, and a clamping groove is provided on the inner wall of the groove 23. The convex block 7 is provided on the fuselage body 1, and a clamping block 71 is slidably connected to the convex block 7. In the retracted state, the convex block 7 is received in the groove 23 (the convex block 7 and the groove 23 do not fit exactly, and the volume of the groove 23 is larger than that of the convex block 7 to facilitate buckling the groove 23 onto the convex block 7 during the movement of the wing 2), and the clamping block 71 is clamped and locked with the groove 23, as Figure 18 shown. An electric control part is provided between the convex block 7 and the clamping block 71, which is used to control the sliding of the clamping block 71 relative to the convex block 7. When the wing 2 needs to be locked after being fully deployed, the electric control part drives the clamping block 71 to slide out and engage with the clamping groove to achieve clamping and locking; when the wing 2 needs to be retracted, the electric control part drives the clamping block 71 to slide back and retract from the clamping groove to release the lock. Specifically, the electric control part can be an electric telescopic rod or the like, as long as it can make the clamping block 71 expand and contract relative to the convex block 7 and can be fixed after reaching the extended position, and there is no limitation here.

[0066] Due to the need to provide structures such as the convex block 7, the clamping block 71, and the electric control part, it is necessary to open a slot on the fuselage body 1. In order to make the outer surface of the fuselage body 1 as complete a curved surface as possible, a fixing plate 8 is covered on the slot to close the slot, and through holes are opened on the fixing plate 8 to allow the clamping block 71 and part of the convex block 7 used for locking to protrude. The outer curved surface of the fixing plate 8 is consistent with the outer shape curve of the fuselage body 1, which plays a role in maintaining the outer shape curve of the fuselage body 1 and fixing the convex block 7.

[0067] Refer to Figures 19 to 21 , the driving part can be an electric control telescopic rod 9. The fixed end of the electric control telescopic rod 9 is movably connected to the fuselage body 1, and the output end of the electric control telescopic rod 9 is movably connected to the wing 2. Specifically, in this embodiment, the electric control telescopic rod 9 is in a hydraulic driving form. The specific structure of the driving part or the specific driving method of the electric control telescopic rod 9 can adopt other structures or driving methods in other embodiments, and there is no limitation here. The fixed end of the electric control telescopic rod 9 and the fuselage body 1 are connected by two series-connected rotating pairs, and the rotation axes of the two rotating pairs are perpendicular to each other. A driving position 22 is provided on the wing 2 for rotatably connecting with the output end of the electric telescopic rod, and its rotation axis is parallel to the rotation axis of the rotating pair close to the electric control telescopic rod 9 among the two rotating pairs. Under the pushing action of the electric control telescopic rod 9, the wing 2 rotates, driving the rotating part 3 to rotate.

[0068] Refer to Figures 22 to 26 , taking the deployment of the wing 2 as an example, as Figure 22As shown, when the wing 2 is about to be deployed, it is vertically pushed up by the electric control telescopic rod 9. At this time, the rotating part 3 has not yet rotated relative to the rotating base 4; as Figure 23 and Figure 24 shown, the electric telescopic rod continues to extend. Since the rotating part 3 and the wing 2 have reached their rotation positions and cannot rotate further, the rotating part 3 begins to rotate relative to the rotating base 4 (while also driving the wing 2 to rotate). The connection between the electric telescopic rod and the fuselage body 1 also begins to rotate, and the electric telescopic rod begins to push obliquely, while also driving the entire wing 2 to move towards the tail direction of the fuselage body 1. At this time, it will also drive the rotating part 3 and the limiting part 5 to move towards the tail direction of the fuselage body 1; as Figure 25 shown, until the wing 2 is horizontally deployed in place, drive the electric control telescopic rod 9 to contract slightly to adjust the elevation angle between the wing 2 and the oncoming air, and at the same time make the groove 23 cover the convex block 7. Stop the telescopic movement of the electric control telescopic rod 9 until the wing 2 is in place, and drive the latch 71 on the convex block 7 to snap into the card slot for locking.

[0069] The embodiments of the present invention have been described in detail above in conjunction with the accompanying drawings, but the present invention is not limited to the above embodiments. Even if various changes are made to the present invention, provided that these changes fall within the scope of the claims of the present invention and their equivalent technologies, they still fall within the protection scope of the present invention.

Claims

1. The fuselage structure of a cross-media aircraft, characterized in that It includes a fuselage body, two wings, a connecting component, and two driving members corresponding to the two wings respectively; The fuselage body is provided with two wing receiving grooves along its length direction for receiving the two wings respectively; the fuselage body is movably connected to the two wings through the connecting component, and the driving member is fixedly connected to the fuselage body, and its output end is connected to the corresponding wing for driving the wing to fold or unfold; In the folded state, the wings are received in the corresponding wing receiving grooves for underwater navigation, and the fuselage body and the two wings cooperate with each other to form a rotating body shape for reducing water flow resistance; In the unfolded state, the wings are laterally unfolded relative to the fuselage body for air flight, and the wings form a suitable angle of attack with the oncoming air for providing lift; Wherein, the connecting component includes a rotating base and two rotating members corresponding to the two wings respectively; the rotating base is slidably connected to the fuselage body, and the sliding direction is the length direction of the fuselage body; the two rotating members are respectively rotatably connected to the rotating base, and the two rotation axes are parallel to each other and the plane where they are located is perpendicular to the length direction of the fuselage body; the rotating member is rotatably connected to the corresponding wing, and its rotation axis is parallel to the length direction of the wing; The rotating base is slidably connected to the fuselage body through a limiting member, and the limiting member is slidably connected to the fuselage body, and its sliding direction is the same as the length direction of the fuselage body; a slider is provided on the limiting member, and a chute is provided on the rotating base, and the slider is slidably connected in the chute, and the sliding direction is the same as the length direction of the fuselage body; The rotation axes of the rotating member and the rotating base are positioning axes, and the plane where the two positioning axes are located is a positioning plane; a movable shaft is provided on the rotating member, and its axis is parallel to the positioning axis, and a movable groove is provided on the limiting member, and the movable shaft is slidably connected in the movable groove, and the sliding direction is parallel to the positioning plane.

2. The fuselage structure of the cross-medium aircraft according to claim 1, characterized in that, A locking and unlocking mechanism is provided between the fuselage body and the wing for locking the relative positions of the wing and the fuselage body in the unfolded state.

3. The fuselage structure of the cross-media aircraft according to claim 2, characterized in that, The locking and unlocking mechanism includes: A groove is provided on the wing, and a clamping groove is provided on the inner wall of the groove; A convex block is provided on the fuselage body, and a clamping block is slidably connected to the convex block; in the folded state, the convex block is received in the groove, and the clamping block is clamped and locked with the groove; An electric control part is provided between the convex block and the clamping block for controlling the sliding of the clamping block relative to the convex block.

4. The fuselage structure of the cross-media aircraft according to claim 1, characterized in that, The limiting member and the fuselage body are connected through a fixing member; the fixing member is connected to the fuselage body, a sliding rod is provided on the limiting member, and a sliding rod hole is provided on the fixing member, and the sliding rod is slidably connected in the sliding rod hole, and its sliding direction is the same as the length direction of the fuselage body.

5. The fuselage structure of the cross-media aircraft according to claim 1, characterized in that, The driving member is an electric control telescopic rod, the fixed end of the electric control telescopic rod is movably connected to the fuselage body, and the output end of the electric control telescopic rod is movably connected to the wing.

6. The fuselage structure of the cross-media aircraft according to claim 5, characterized in that, The fixed end of the electric control telescopic rod and the fuselage body are connected by two series-connected revolute pairs, and the rotation axes of the two revolute pairs are perpendicular to each other; The output end of the electric telescopic rod is rotatably connected to the wing, and its rotation axis is parallel to the rotation axis of the revolute pair close to the electric control telescopic rod among the two revolute pairs.

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