Electric adjustment mechanism for the flight angle of attack of the engine of the electric vertical lift co-rotating wing aircraft

Abstract

The present invention proposes an electric adjustment mechanism for the flight angle of attack of the engine of an electric culvert vertical lift co-rotating wing aircraft, comprising a movable sleeve connected to the engine, a co-rotating beam and a fixed sleeve connected thereto, the movable sleeve and the fixed sleeve being coaxially arranged and mutually rotatably sleeved; a first slideway which is at a certain angle to the axial direction of the movable sleeve is provided on the side wall of the movable sleeve, and a second slideway which is parallel to the axial direction of the fixed sleeve is provided on the side wall of the fixed sleeve; a slide bar is provided between the first slideway and the second slideway, and the slide bar is linked to an electric telescopic mechanism. The electric adjustment mechanism for the flight angle of attack of the engine of an electric culvert vertical lift co-rotating wing aircraft provided by the present invention can not only obtain a wider range of optimal cruising speeds, but also have lower overall flight energy consumption and be more energy-efficient.

Description

Technical Field

[0001] The invention relates to the field of aircraft engines, and in particular to an electric adjustment mechanism for the flight attack angle of an engine of an electric culvert vertical lift co-rotating wing aircraft. Background Art

[0002] The engine flight angle of attack refers to the angle between the engine thrust direction and the main lift surface of the aircraft. When the engine flight angle of attack is fixed and the thrust direction is horizontal, the corresponding cruising speed at this time is the optimal cruising speed (the energy consumption is the lowest in this state). When the gross weight is determined, any engine flight angle of attack will correspond to an optimal cruising speed. The smaller the engine flight angle of attack, the higher the corresponding optimal cruising speed. Therefore, if the aircraft's engine flight angle of attack can be adjusted, its optimal cruising speed range will be wider and the flight energy consumption will be lower. This is also the reason why many large aircraft now spend a lot of money to realize the engine flight angle of attack adjustment function.

[0003] The electric-assisted vertical-lift co-rotating wing aircraft is a new type of small aircraft whose main target market is ordinary families. It requires the special development of an "engine flight angle of attack electric adjustment mechanism" to meet the specific needs of the electric-assisted vertical-lift co-rotating wing aircraft. Summary of the invention

[0004] In view of the technical problems mentioned in the background technology, the present invention provides an electric adjustment mechanism for the engine flight angle of attack of an electric culvert vertical lift co-rotating wing aircraft, which can not only obtain a wider optimal cruising speed range, but also has lower comprehensive flight energy consumption and is more energy-saving.

[0005] The technical solution of the present invention is achieved in this way:

[0006] An electric adjustment mechanism for the flight angle of attack of an engine of an electric vertical lift corotating wing aircraft comprises a moving sleeve connected to the engine, a corotating beam and a fixed sleeve connected thereto, the moving sleeve and the fixed sleeve being coaxially arranged and rotatably sleeved with each other; a first slideway which forms a certain angle with the axial direction of the moving sleeve is provided on the side wall of the moving sleeve, and a second slideway which is parallel to the axial direction of the fixed sleeve is provided on the side wall of the fixed sleeve; a slide bar is passed between the first slide bar and the second slide bar, and the slide bar is linked to an electric telescopic mechanism.

[0007] Furthermore, the movable sleeve is provided with at least two first slideways, the fixed sleeve is provided with at least two second slideways, and each end of the slide rod passes through the first slideway and the second slideway.

[0008] Furthermore, a positioning bolt is connected to the side wall of the fixed sleeve, a positioning sliding hole is provided on the side wall of the movable sleeve, the length direction of the positioning sliding hole is parallel to the axis of the movable sleeve, and the positioning bolt is slidably matched with the positioning sliding hole.

[0009] Further, a first maintenance hole is provided on the side wall of the moving sleeve, and a second maintenance hole is provided on the side wall of the fixed sleeve; the first maintenance hole and the second maintenance hole are arranged adjacent to each other.

[0010] Further, the electric telescopic mechanism includes an externally threaded telescopic rod member and an internally threaded rotating cylinder that are threadedly engaged with each other, and further includes an electric telescopic mechanism housing and a second motor; the sliding rod is connected to the externally threaded telescopic rod member; the internally threaded rotating cylinder is rotatably connected to the electric telescopic mechanism housing, and the output end of the second motor is linked with the internally threaded rotating cylinder through a transmission mechanism.

[0011] Further, the transmission mechanism includes a driving gear, a double-gear transmission rod member, and external teeth that are engaged in sequence; the driving gear is connected to the output end of the second motor, the double-gear transmission rod member is rotatably connected to the electric telescopic mechanism housing, and the external teeth are arranged in a ring shape on the outer wall of the internally threaded rotating cylinder.

[0012] Further, the double-gear transmission rod member includes a second gear, a transmission rod, and a third gear that are connected in sequence; the driving gear is engaged with the second gear, and the third gear is engaged with the external teeth of the internally threaded rotating cylinder.

[0013] Beneficial Effects

[0014] The advantages of the engine flight angle of attack electric adjustment mechanism of the electric culvert vertical takeoff and co-rotating wing aircraft of the present invention are as follows:

[0015] 1. The co-rotating beam is used to install the ailerons of the electric culvert vertical takeoff and co-rotating wing aircraft. By driving the sliding rod to move along the second slideway and the first slideway through the electric telescopic mechanism, the moving sleeve can be rotated relative to the fixed sleeve by a certain angle, thereby changing the angle between the engine thrust and the aileron, and further adjusting the engine flight angle of attack, enabling the aircraft to not only obtain a wider range of optimal cruise speeds, but also have lower overall flight energy consumption and be more energy-efficient.

[0016] 2. At least two first slideways are provided on the moving sleeve, and at least two second slideways are provided on the fixed sleeve. Each end of the sliding rod passes through the corresponding first slideway and second slideway. When the sliding rod moves, since the force application points of the moving sleeve are at least two, its rotation is more stable. The externally threaded telescopic rod member will not rotate under the limiting action of the second slideway.

[0017] 3. The rotation between the fixed sleeve and the moving sleeve is limited by the cooperation of the positioning slide hole and the positioning bolt, avoiding rotation beyond the preset stroke.

[0018] 4. The first maintenance hole of the moving sleeve and the second maintenance hole of the fixed sleeve are arranged adjacent to each other, facilitating personnel to reach into the inner side of the sleeve from the outside for maintenance.

[0019] 5. In the electric telescopic mechanism, the second motor reduces the speed and increases the torque in sequence through the driving gear, the double-gear transmission rod, the external teeth of the internal screw cylinder, and the internal thread of the internal screw cylinder, so that the external screw rod member has a large thrust to drive the sliding rod to move, thereby promoting the rotation of the engine relative to the co-rotating beam. Due to the step-by-step amplification effect of the force transmission and the clamping effect formed between the sliding rod and the first slideway and the second slideway, the entire mechanism will not rotate due to the torque of the engine. Description of the Drawings

[0020] In order to more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the 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 also be obtained based on these drawings.

[0021] Figure 1 Top view of the electric adjustment mechanism for the flight angle of attack of the engine;

[0022] Figure 2 Front view of the electric adjustment mechanism for the flight angle of attack of the engine;

[0023] Figure 3 For Figure 1 View A-A of

[0024] Figure 4 For Figure 2 View B-B of

[0025] Figure 5 For Figure 4 View C-C of

[0026] Figure 6 For Figure 4 View D-D of

[0027] Figure 7 Cross-sectional view of the co-rotating beam and the fixed sleeve;

[0028] Figure 8 Schematic diagram of the clamp;

[0029] Figure 9 Relationship diagram of the power direction and the lift surface when parked on the ground, co-rotating at 0 degrees, and the engine angle of attack at 0 degrees;

[0030] Figure 10 Relationship diagram of the power direction and the lift surface when cruising optimally in the air, co-rotating at 0 degrees, and the engine angle of attack at 3.5 degrees;

[0031] Figure 11 Relationship diagram of the power direction and the lift surface when cruising optimally in the air, co-rotating at 0 degrees, and the engine angle of attack at 7 degrees. DETAILED DESCRIPTION

[0032] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0033] See also Figures 1 to 11 , an electric adjustment mechanism for the flight angle of attack of an engine of an electric vertical lift co-rotating wing aircraft, comprising a moving sleeve 41 connected to an engine 5, a co-rotating beam 42 and a fixed sleeve 43 connected thereto, the moving sleeve 41 and the fixed sleeve 43 being coaxially arranged and mutually rotatably sleeved. A first slideway 411 which is at a certain angle to the axial direction of the moving sleeve 41 is provided on the side wall, and a second slideway 431 which is parallel to the axial direction of the fixed sleeve 43 is provided on the side wall. A slide bar 446 is provided between the first slideway 411 and the second slideway 431, and the slide bar 446 is linked to an electric telescopic mechanism.

[0034] Two first slideways 411 are provided on the movable sleeve 41 , and two second slideways 431 are provided on the fixed sleeve 43 . Both ends of the slide rod 446 pass through the corresponding first slideways 411 and second slideways 431 .

[0035] A positioning bolt 432 is connected to the side wall of the fixed sleeve 43, and a positioning sliding hole 412 is provided on the side wall of the movable sleeve 41. The length direction of the positioning sliding hole 412 is parallel to the axis of the movable sleeve 41, and the positioning bolt 432 is slidably matched with the positioning sliding hole 412. Preferably, there are four sets of positioning bolts 432 and positioning sliding holes 412 and they are symmetrically arranged on both sides of the positioning sliding hole 412.

[0036] A first inspection hole 413 is provided on the side wall of the movable sleeve 41, and a second inspection hole 433 is provided on the side wall of the fixed sleeve 43. The first inspection hole 413 and the second inspection hole 433 are arranged adjacent to each other.

[0037] The electric telescopic mechanism includes an outer screw telescopic rod 444 and an inner screw rotating cylinder 445 which are threadedly matched with each other, and also includes an electric telescopic mechanism housing 442 and a second motor 441. The slide bar 446 is connected to the outer screw telescopic rod 444. The inner screw rotating cylinder 445 is rotatably connected to the electric telescopic mechanism housing 442, and the output end of the second motor 441 is linked to the inner screw rotating cylinder 445 through a transmission mechanism.

[0038] The middle part of the sliding rod 446 horizontally passes through one end of the externally threaded telescopic rod member 444. A pin rod 4461 is passed through the side wall of the externally threaded telescopic rod member 444, and the pin rod 461 also horizontally passes through the middle part of the sliding rod 446. A clamp 4462 is clamped on the outer wall of one end of the pin rod 4461 located outside the externally threaded telescopic rod member 444. The middle part of the clamp 4462 includes an insertion rod 4463 that horizontally passes through the externally threaded telescopic rod member 444, which can improve the connection stability.

[0039] The transmission mechanism includes a driving gear 4411, a double-gear transmission rod member 443, and an external gear 4451 that are meshed in sequence. The driving gear 4411 is connected to the output end of the second motor 441. The double-gear transmission rod member 443 is rotatably connected to the electric telescopic mechanism housing 442. The external gear 4451 is annularly arranged on the outer wall of the internally threaded rotating cylinder 445. An inspection cover 421 is provided on the co-rotating beam 42. The second motor 441 and the electric telescopic mechanism housing 442 are both fixedly installed in the inner cavity of the co-rotating beam 42. The inspection can be carried out by opening the inspection cover 421.

[0040] The double-gear transmission rod member 443 includes a second gear 4431, a transmission rod 4432, and a third gear 4433 that are connected in sequence. The driving gear 4411 is meshed with the second gear 4431, and the third gear 4433 is meshed with the external gear 4451 of the internally threaded rotating cylinder 445.

[0041] Among them, the second motor 441 drives the driving gear 4411 to engage with the double-gear transmission rod member 443 (deceleration by about 2 times), the double-gear transmission rod member 443 engages with the internally threaded rotating cylinder 445 (deceleration by about 4 times), the internally threaded rotating cylinder 445 drives the externally threaded telescopic rod member 444 by screw (deceleration by about 20 times), and the externally threaded telescopic rod member 444 is connected to the sliding rod 446 to push the moving sleeve 41 to connect the engine 5 to rotate (deceleration by about 4 times).

[0042] In this embodiment, according to the power performance of the electric ducted vertical takeoff and co-rotating wing aircraft, when the flight angle of attack is 7 degrees, the optimal cruise speed is about 90 Km / h, which is an ideal minimum level flight speed. Therefore, the adjustable angle range of the engine flight angle of attack is set to 0 - 7 degrees, and the corresponding optimal cruise speed range is 90 - 500 Km / h (theoretically, when the engine flight angle of attack is 0 degrees, the optimal cruise speed is infinite, but the maximum set flight speed of the electric ducted vertical takeoff and co-rotating wing aircraft is 500 Km / h).

[0043] As can be seen from the above control process, although the torque required for the engine to rotate is relatively large (about 300 N.m) at high speeds (such as 500 Km / h), the motor required after multiple levels of deceleration (about 2 * 4 * 20 * 4 = 640 times) is very small (about 0.5 N.m). If a DC motor with a speed of 100 revolutions per second is used, the time required for the maximum stroke (from 0 degrees to 7 degrees) is about 35 seconds. It can be seen that both the time and force of the electric control mechanism for the flight angle of attack are appropriate. At the same time, the entire mechanism is integrated into the power wing beam, and the additional weight is extremely small.

[0044] The mechanism of the electric control mechanism for the flight angle of attack of the engine to adjust the flight attitude is as follows:

[0045] When the co-rotation is 0 degrees, all the wings and the belly form a unified lift surface: the lift-to-drag ratio of the aircraft in this state is the largest (the lift-to-drag ratio of the electric ducted vertical lift co-rotating wing aircraft is about 12 at this time). Therefore, the co-rotation of all fixed wings of the electric ducted vertical lift co-rotating wing aircraft is 0 degrees during flight. Compared with the "vertical takeoff and landing membrane wing aircraft", this is further improved in terms of economic performance and control simplification, which is also an obvious benefit of setting up the electric control mechanism for the flight angle of attack of the engine.

[0046] When the aircraft is cruising at a certain speed, when the engine attack angle is adjusted so that the engine thrust direction is horizontal, the aircraft (with an up-tilted angle of attack) flies horizontally, that is, the lift is completely provided by the unified lift surface, and the engine power only needs to counteract the horizontal resistance of the aircraft: thus achieving the best cruise speed for flight within a certain speed range (90 - 500 Km / h).

[0047] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it can be directly on the other element or indirectly on the other element. When an element is referred to as being "connected to" another element, it can be directly connected to the other element or indirectly connected to the other element.

[0048] It should be understood that the orientation or positional relationship indicated by the terms "length", "width", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention.

[0049] The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. An electric adjustment mechanism for the flight angle of attack of the engine of a coaxial rotor aircraft with electric hoisting, characterized in that, It includes a moving sleeve (41) for connecting with an engine (5), a co-rotating beam (42) connected thereto, and a fixed sleeve (43). The moving sleeve (41) and the fixed sleeve (43) are coaxially arranged and rotatably sleeved with each other; a first slideway (411) is provided on the side wall of the moving sleeve (41) at a certain angle to its axis, and a second slideway (431) parallel to its axis is provided on the side wall of the fixed sleeve (43); a slide bar (446) is inserted between the first slideway (411) and the second slideway (431), and the slide bar (446) is linked with an electric telescopic mechanism; at least two first slideways (411) are provided on the moving sleeve (41), and at least two second slideways (431) are provided on the fixed sleeve (43), and each end of the slide bar (446) passes through the first slideway (411) and the second slideway (431); the electric telescopic mechanism includes an externally threaded telescopic rod member (444) and an internally threaded rotating cylinder (445) that are threadedly engaged with each other, and also includes an electric telescopic mechanism housing (442) and a second motor (441); the slide bar (446) is connected to the externally threaded telescopic rod member (444); the internally threaded rotating cylinder (445) is rotatably connected to the electric telescopic mechanism housing (442), and the output end of the second motor (441) is linked with the internally threaded rotating cylinder (445) through a transmission mechanism.

2. The electric adjustment mechanism for the engine flight angle of attack of an electric vertical lift co-rotating wing aircraft according to claim 1 is characterized in that: A positioning bolt (432) is connected to the side wall of the fixed sleeve (43), and a positioning slide hole (412) is provided on the side wall of the moving sleeve (41). The length direction of the positioning slide hole (412) is parallel to the axis of the moving sleeve (41), and the positioning bolt (432) is slidably engaged with the positioning slide hole (412).

3. The electric adjustment mechanism for the engine flight angle of attack of an electric vertical lift co-rotating wing aircraft according to claim 1 is characterized in that: A first inspection hole (413) is provided on the side wall of the moving sleeve (41), and a second inspection hole (433) is provided on the side wall of the fixed sleeve (43); the first inspection hole (413) and the second inspection hole (433) are arranged adjacent to each other.

4. The electric adjustment mechanism for the flight angle of attack of the engine of a coaxial rotor aircraft with electric hoisting as claimed in claim 1, wherein, The transmission mechanism includes a driving gear (4411), a double-gear transmission rod member (443), and an external tooth (4451) that are sequentially engaged; the driving gear (4411) is connected to the output end of the second motor (441), the double-gear transmission rod member (443) is rotatably connected to the electric telescopic mechanism housing (442), and the external tooth (4451) is annularly arranged on the outer wall of the internally threaded rotating cylinder (445).

5. The electric adjustment mechanism for the flight angle of attack of the engine of a coaxial rotor aircraft with electric hoisting as claimed in claim 4, wherein, The double-gear transmission rod member (443) includes a second gear (4431), a transmission rod (4432), and a third gear (4433) that are sequentially connected; the driving gear (4411) is engaged with the second gear (4431), and the third gear (4433) is engaged with the external tooth (4451) of the internally threaded rotating cylinder (445).

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