A separation mechanism for the main and sub-aircraft of a combined aircraft

Abstract

The present invention discloses a mechanism for separating a main and sub-machines of a combined aircraft. Two sub-machines are mounted on either side of the main aircraft's wings via the separation mechanism to form a combined aircraft. The combined aircraft comprises a main cantilever beam and a secondary cantilever beam. One end of each of the main cantilever beam and the secondary cantilever beam is connected to the end rib of the main aircraft's wing. The other end of the main cantilever beam is connected to one side of a symmetrical plane on the sub-machine's fuselage via a first fixed slide. The other end of the secondary cantilever beam is connected to the other side of the symmetrical plane on the sub-machine's fuselage via a second fixed slide. The first and second fixed slides are both connected to the sub-machine's fuselage via bolts, and the bolts are fitted with explosive shears. The explosive shears of each sub-machine can be driven by the same signal to shear the bolts. The present invention can solve the problem that conventional combined aircraft in which the main aircraft's trailing edge and the sub-machine's leading edge are mounted cannot achieve efficient separation.

Description

Technical Field

[0001] The present invention relates to the field of aircraft mechanical structure design, and in particular to a main-machine and sub-machine separation mechanism for a combined aircraft. Background Art

[0002] A combined aircraft is a new aircraft design concept that combines multiple aircraft with different functions into one coordinated flight to achieve specific combat objectives. In order to achieve coordinated flight between one main aircraft and multiple main aircraft, or multiple main aircraft and multiple sub-aircraft, and at the same time realize the function of "one aircraft becoming multiple aircraft" in aerial combat, the sub-aircraft must be effectively and safely separated in the air. Due to differences in the aerodynamic layout of the main aircraft and the sub-aircraft, physical collisions between the sub-aircraft and the main aircraft may occur during the separation process, thus affecting the safe separation of the sub-aircraft. Therefore, the design of an efficient and safe mechanism for separating the sub-aircraft from the main aircraft plays a vital role in the engineering application of this type of combined aircraft. Combined aircraft is a new type of aircraft. The combined mounting and separation of the main aircraft and the sub-aircraft are difficult. So far, there is no practical combined aircraft, and there is no mechanism that can efficiently achieve the separation of this type of combined aircraft. Summary of the Invention

[0003] The present invention aims to provide a main-submachine separation mechanism for a combined aircraft, so as to solve the problem that the combined aircraft with the existing main-submachine trailing edge and submachine leading edge mounting method cannot achieve efficient separation.

[0004] In order to achieve the above object, the present invention provides the following technical solutions:

[0005] A combined aircraft main-sub aircraft separation mechanism, wherein two sub aircraft are mounted on the wings on both sides of the main aircraft through the separation mechanism to form a combined aircraft, comprising a main cantilever beam and a secondary cantilever beam, one end of the main cantilever beam and the secondary cantilever beam being connected to the end rib of the main aircraft wing, the other end of the main cantilever beam being connected to one side of the symmetrical plane on the sub aircraft fuselage through a first fixed slide, and the other end of the secondary cantilever beam being connected to the other side of the symmetrical plane on the sub aircraft fuselage through a second fixed slide, the first fixed slide and the second fixed slide being connected to the sub aircraft fuselage through bolts, and the bolts being provided with explosive shears, the explosive shear of each sub aircraft being able to be driven by the same signal to cut the bolts.

[0006] Furthermore, the main engine wing end rib is fixedly connected to a displacement drive servo and two slide rails, and a slider is slidably connected to the slide rail. The sliders of the two slide rails are respectively fixedly connected to the main cantilever beam and the auxiliary cantilever beam. The side of the main cantilever beam away from the slider is fixedly connected to a rack, and a gear meshing with the rack is provided on the output shaft of the displacement drive servo.

[0007] Furthermore, a rotating shaft hole is provided at one end of the first fixed slide, a semicircular waist-shaped groove is provided at the other end of the first fixed slide, a servo rocker arm mounting hole is integrally connected to the middle part of the first fixed slide, an angle-driven servo is installed at the end of the main cantilever beam close to the sub-machine, and the rocker arm of the angle-driven servo is connected to the servo rocker arm mounting hole, a rotating shaft passing through the rotating shaft hole is provided at the end of the main cantilever beam close to the sub-machine, a first protrusion slidably connected to the semicircular waist-shaped groove is provided at the middle part of the main cantilever beam, the lower end of the first fixed slide; the end of the auxiliary cantilever beam close to the sub-machine is provided with a waist-shaped groove, and the top of the second fixed slide is provided with a second protrusion slidably connected to the waist-shaped groove.

[0008] Furthermore, the signal response time corresponding to the explosive shear of each sub-machine is less than 0.1S.

[0009] Furthermore, the forward sweep angle of the main engine inner wing section is the same as the backward sweep angle of the outer wing section, the sub-machine adopts a single leading edge flying wing layout, and the forward sweep angle of the sub-machine leading edge is the same as the backward sweep angle of the main engine outer wing section.

[0010] Compared with the prior art, the present invention has the following advantages:

[0011] Existing aircraft assembly modes mainly use belly, wing, or internal mounting. The present invention provides a different inventive concept and application strategy, namely, the main aircraft trailing edge and the sub-aircraft leading edge mounting method. The separation mechanism of the present invention lays a technical foundation for the combination of multiple aircraft to form a new plane shape. The separation mechanism of the present invention uses a double cantilever beam connection, and the two cantilever beams are located on both sides of the symmetry plane of the sub-aircraft fuselage to prevent the sub-aircraft from generating a significant rolling effect due to the sub-aircraft's own rolling torque after separation. The separation mechanism of the present invention uses a three-point connection to ensure the rigidity of the main and sub-aircraft combination configuration and prevent the sub-aircraft from being instability caused by a single point or two points during flight. The separation mechanism of the present invention can change the longitudinal position of the sub-aircraft relative to the main aircraft during flight. At the same time, it can change the installation angle of attack of the sub-aircraft relative to the main aircraft. The change in the installation angle of attack of the sub-aircraft can cause a change in the pitch moment of the combined aircraft, thereby changing the aerodynamic force acting on the sub-aircraft, so that the sub-aircraft reaches an aerodynamically favorable position when separated. The movement of the sub-aircraft's front and rear position can also change the center of gravity and focus of the combined aircraft. The separation mechanism of the present invention not only achieves a secure connection and fixation between the main and sub-machines, but also provides ample space for the sub-machine to separate from the main machine, reducing or utilizing aerodynamic interference to ensure that the main and sub-machines do not collide during the separation process. It can also achieve the simultaneous separation of multiple sub-machines or the orderly separation of individual sub-machines, providing a structural feasibility solution for further research on aerial variant technology and cluster deployment. Therefore, the separation mechanism of the present invention is a new type of connection and separation mechanism for combined aircraft with specific planar shapes. It can provide guarantees for the safe separation of combined aircraft during flight, can simultaneously perform the functions of the connection mechanism and change aerodynamic characteristics, and can further promote the engineering application of combined aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 A schematic diagram of the structure of the main and sub-machine combination state of the combined aircraft provided by an embodiment of the present invention;

[0013] Figure 2 A schematic diagram of the combined position of the main and sub-machines of a combined aircraft provided in an embodiment of the present invention;

[0014] Figure 3 A schematic structural diagram of a separation mechanism provided in an embodiment of the present invention;

[0015] Figure 4 A schematic structural diagram of the connection between the main cantilever beam and the main machine provided in an embodiment of the present invention;

[0016] Figure 5 A schematic structural diagram of a slide rail and a slider provided in an embodiment of the present invention;

[0017] Figure 6 A schematic diagram of a sub-unit with a separation mechanism provided by an embodiment of the present invention;

[0018] Figure 7 A schematic structural diagram of a first fixed slide provided in an embodiment of the present invention;

[0019] Figure 8 A schematic diagram of the internal structure of a sub-machine provided in an embodiment of the present invention;

[0020] Figure 9 A schematic structural diagram of an explosive shear provided in an embodiment of the present invention;

[0021] Figure 10 A schematic diagram of the structure of a combined aircraft in the separation state of the main and sub-machines provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0022] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments:

[0023] The figure marks in the drawings of the specification include: 1. main engine; 2. sub-engine; 3. main cantilever beam; 4. auxiliary cantilever beam; 5. displacement-driven servo; 6. slide rail; 7. slider; 8. rack; 9. first fixed slide; 10. shaft hole; 11. semicircular waist-shaped groove; 12. servo rocker arm mounting hole; 13. angle-driven servo; 14. waist-shaped groove; 15. mounting seat; 16. fixing seat; 17. explosive shear.

[0024] like Figures 1 to 10 As shown, a combined aircraft includes a main aircraft 1 and two sub-aircraft 2. The forward sweep angle of the inner wing section of the main aircraft 1 is the same as the sweep angle of the outer wing section. The sub-aircraft 2 adopts a single leading edge flying wing layout, and the forward sweep angle of the leading edge of the sub-aircraft 2 is the same as the sweep angle of the outer wing section of the main aircraft 1.

[0025] A combined aircraft main and sub-machine separation mechanism is disclosed. Two sub-machines 2 are mounted on either side of the wings of a main machine 1 via this separation mechanism to form the combined aircraft. The separation mechanism includes a main cantilever beam 3 and a secondary cantilever beam 4. Both the main cantilever beam 3 and the secondary cantilever beam 4 are made of metal, their dimensions determined by the dimensions of the sub-machine 2, and their cross-sectional shapes individually designed based on the weight and overload of the sub-machine 2. One end of the main cantilever beam 3 and the secondary cantilever beam 4 are connected to the end ribs of the main machine 1's wings. The end ribs of the main machine 1's wings are fixedly connected to a displacement-driven servo 5 and two slide rails 6. Slide blocks 7 are slidably connected to the slide rails 6. The slide blocks 7 of the two slide rails 6 are fixedly connected to the main cantilever beam 3 and the secondary cantilever beam 4, respectively. A rack 8 is fixedly connected to the side of the main cantilever beam 3 away from the slide blocks 7. The rack 8 is directly tightened to the slide blocks 7 of the main cantilever beam 3 using M4 bolts. A gear meshing with the rack 8 is provided on the output shaft of the displacement-driven servo 5. The rack 8 is driven by the displacement-driven servo 5, which drives the cantilever beam to move in the direction of the slide rail 6. The structure is firm and reliable, and can realize the real-time adjustment of the position of the sub-machine 2 in the air. The movement range of the rack 8 is related to the design length of the rack 8. At the same time, the rotation speed of the displacement-driven servo 5 can be adjusted, thereby adjusting the speed of the sub-machine 2 moving forward and backward.

[0026] The end of the main cantilever beam 3 close to the sub-machine 2 is connected to the side of the symmetrical plane on the fuselage of the sub-machine 2 through the first fixed slide 9. A rotating shaft hole 10 is opened at one end of the first fixed slide 9, and a semicircular waist groove 11 is opened at the other end of the first fixed slide 9. The middle part of the first fixed slide 9 is integrally connected with the steering gear rocker arm mounting hole 12. A steering gear fixing seat with a concave cross-section is installed at the end of the main cantilever beam 3 close to the sub-machine 2. The concave part of the steering gear fixing seat is fixedly connected to the main cantilever beam 3 on the side close to the main cantilever beam 3, and the concave part of the steering gear fixing seat is away from the side of the main cantilever beam 3. An angle drive steering gear 13 is installed. The first fixed frame 9 is connected to the main cantilever beam 2 through a rotating shaft passing through the rotating shaft hole 10. The cantilever beam 3 is rotatably connected, and the rocker arm of the angle-driven servo 13 is connected to the servo rocker arm mounting hole 12. A first protrusion is provided in the middle of the main cantilever beam 3, which is slidably connected to the semicircular waist-shaped groove 11. By controlling the angle to drive the servo 13 to rotate, the first fixed frame 9 is driven to rotate around the rotating shaft and the first protrusion slides along the semicircular waist-shaped groove 11, thereby realizing the adjustment of the installation angle of the sub-machine 2 in the air; the end of the auxiliary cantilever beam 4 close to the sub-machine 2 is connected to the other side of the symmetrical plane on the fuselage of the sub-machine 2 through the second fixed slide, and the end of the auxiliary cantilever beam 4 close to the sub-machine 2 is provided with a waist-shaped groove 14, and the top of the second fixed slide is provided with a second protrusion slidably connected to the waist-shaped groove 14.

[0027] A mounting seat 15 is provided at each end of the lower side of the first fixed slide, and a mounting seat 15 is also provided on the lower side of the second fixed slide. A fixing seat 16 is provided inside the body of the sub-machine 2 below the mounting seat 15. The mounting seat 15 and the fixing seat 16 are connected by bolts, and the bolts are penetrated by explosive shears 17. The explosive shears 17 of each sub-machine 2 can be driven by the same signal to shear the bolts. In other words, each sub-machine 2 is designed with three explosive shears 17. By being driven by the same signal, the synchronization of the three explosive shears 17 can be achieved, and the response time is within 0.1s, which can ensure the safe separation of the sub-machine 2. After the explosive shears 17 shear the bolts, the sub-machine 2 naturally falls off under the action of gravity and aerodynamic force. After the sub-machine 2 falls off, the surface of the sub-machine 2 is smooth and free of any protrusions, which can ensure that the aerodynamic shape of the sub-machine 2 is not damaged. After the slave unit 2 is separated, two cantilever beams are left on the outer surface of the main unit 1. Since the size of the cantilever beams is very small relative to the main unit 1, and the positions where the cantilever beams of the main unit 1 extend are protected by fairing covers, the impact of the separation mechanism on the aerodynamic shape of the main unit 1 is minimized.

[0028] The two cantilever beams are located on either side of the symmetry plane of the aircraft's fuselage. However, their distances from the plane vary, primarily to account for the influence of the ailerons on the outer wing sections of the mainframe. Placing the two cantilever beams on either side of the fuselage is necessary to prevent the adverse effects of the rolling moment on the aircraft's asymmetric downwash caused by the aircraft's wings, while also minimizing the impact of the symmetrical fuselage connection on the aircraft's aircraft intake.

[0029] The above is only an embodiment of the present invention, and the common knowledge such as the specific technical solutions and / or characteristics in the solution are not described in detail here. It should be pointed out that for those skilled in the art, without departing from the technical solution of the present invention, several variations and improvements can be made, which should also be regarded as the scope of protection of the present invention, and these will not affect the effect of the implementation of the present invention and the practicality of the patent. The scope of protection required by this application shall be based on the content of its claims, and the specific implementation methods and other records in the description can be used to interpret the content of the claims.

Claims

1. A combined aircraft main and sub-machine separation mechanism, wherein two sub-machines (2) are mounted on the wings of a main machine (1) via the separation mechanism to form a combined aircraft, characterized in that: The invention comprises a main cantilever beam (3) and a secondary cantilever beam (4), one end of each of the main cantilever beam (3) and the secondary cantilever beam (4) is connected to the wing end rib of the main machine (1), the other end of the main cantilever beam (3) is connected to one side of the symmetric plane on the fuselage of the sub-machine (2) through a first fixed slide (9), and the other end of the secondary cantilever beam (4) is connected to the other side of the symmetric plane on the fuselage of the sub-machine (2) through a second fixed slide, the first fixed slide (9) and the second fixed slide are both connected to the fuselage of the sub-machine (2) through bolts, and the bolts are penetrated with explosive shears, and the explosive shear of each sub-machine (2) can be driven by the same signal to shear the bolts; The wing end rib of the main engine (1) is fixedly connected to a displacement driving steering engine (5) and two slide rails (6); a slider (7) is slidably connected to the slide rails (6); the sliders (7) of the two slide rails (6) are fixedly connected to the main cantilever beam (3) and the auxiliary cantilever beam (4), respectively; a rack (8) is fixedly connected to the side of the main cantilever beam (3) away from the slider (7); and a gear meshing with the rack (8) is provided on the output shaft of the displacement driving steering engine (5); One end of the first fixed slide (9) is provided with a rotating shaft hole (10), the other end of the first fixed slide (9) is provided with a semicircular waist-shaped groove (11), the middle part of the first fixed slide (9) is integrally connected with a steering gear rocker arm mounting hole (12), the end of the main cantilever beam (3) close to the sub-machine (2) is installed with an angle-driven steering gear (13), the rocker arm of the angle-driven steering gear (13) is connected to the steering gear rocker arm mounting hole (12), the end of the main cantilever beam (3) close to the sub-machine (2) is provided with a rotating shaft passing through the rotating shaft hole (10), the middle part of the main cantilever beam (3) is provided with a first protrusion slidably connected to the semicircular waist-shaped groove (11), the lower end of the first fixed slide (9); the end of the auxiliary cantilever beam (4) close to the sub-machine (2) is provided with a waist-shaped groove (14), and the top of the second fixed slide is provided with a second protrusion slidably connected to the waist-shaped groove (14).

2. The main and auxiliary aircraft separation mechanism of a combined aircraft according to claim 1, characterized in that: The signal response time corresponding to the explosive shear of each sub-machine (2) is less than 0.1S.

3. A combined aircraft main-sub aircraft separation mechanism according to claim 1 or 2, characterized in that: The forward sweep angle of the inner wing section of the main engine (1) is the same as the backward sweep angle of the outer wing section; the sub-engine (2) adopts a single leading edge flying wing layout; the forward sweep angle of the leading edge of the sub-engine (2) is the same as the backward sweep angle of the outer wing section of the main engine (1).

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