A wing rotation mechanism for a carrier-based transport aircraft

Abstract

The invention discloses a wing rotation mechanism of a carrier-based transport aircraft in the field of aircraft, comprising a wing mounted on a fuselage via a rotation system, wherein the rotation system comprises: a guide rail assembly fixed on the fuselage and used for a support assembly to rotate circumferentially at its top, the support assembly being fixedly connected to the wing; a roller assembly fixedly connected to the bottom of the support assembly and driving the support assembly to rotate along the guide rail assembly; an actuating assembly fixed on the guide rail assembly and the wing and providing power to drive the wing to rotate; a locking assembly fixed on the fuselage and the wing and locking the wing with the fuselage after the wing is unfolded. The wing rotation scheme adopted by the invention rotates the wing to a direction parallel to the fuselage, which can greatly reduce the space occupied by the tilt-rotor aircraft.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a carrier-based transport aircraft. Background Art

[0002] Fixed-wing aircraft generate lift through wings and provide forward speed through the thrust of one or more jet engines or propellers. When the aircraft flies forward, air flows over the wing surface, and the airflow speed on the upper and lower surfaces of the wing is inconsistent, causing a pressure difference between the upper and lower surfaces of the wing to provide lift to support the aircraft's flight. However, fixed-wing aircraft usually require a very long runway to take off and land.

[0003] In contrast, VTOL aircraft do not require a runway to take off, hover, and land vertically. For example, helicopters use one or more sets of rotors to provide lift and thrust to the aircraft. Helicopters are not only able to hover and take off and land vertically, but they are also able to fly forward, backward, and laterally. These attributes make helicopters versatile and can be used for rescue work in confined, isolated, or remote areas. However, helicopters generally lack the forward airspeed of fixed-wing aircraft due to the rotor speed, the forward blades generating shock waves, and the backward blades stalling.

[0004] Tilt-rotor aircraft combines the advantages of vertical take-off and landing aircraft and fixed-wing aircraft. When on the ground, it has the function of vertical take-off and landing aircraft, and the propeller is vertically raised and lowered from the ground. When the aircraft takes off, the propeller gradually tilts to a horizontal state as the forward flight speed increases. In this way, the tilt-rotor aircraft combines the vertical take-off and landing capability of a helicopter with the speed and range advantages of a fixed-wing aircraft. However, when the tilt-rotor aircraft is used as a carrier-based transport aircraft, it will occupy a large area compared to a helicopter. For example, when the deck storage space of an aircraft carrier or an amphibious landing ship is limited, the larger area occupied by the tilt-rotor aircraft will not be an advantage. Therefore, it is necessary to improve the storage mode of the tilt-rotor aircraft.

[0005] The prior art discloses a foldable aircraft with an anhedral stabilizing wing, the publication number of which is CN107856842 A and the publication date of which is 2018-03-30, and the aircraft includes a wing mounted on a fuselage via a rotating system. However, the disadvantage is that the specific structure and connection method of the rotating system are not disclosed. Summary of the invention

[0006] In view of the deficiencies in the prior art, the present invention provides a wing rotation mechanism for a carrier-based transport aircraft, which solves the problem in the prior art that the specific structure of the rotation system is unclear and cannot be realized, and realizes stable and reliable rotation of the wing.

[0007] The object of the present invention is achieved as follows: A wing rotation mechanism for a carrier-based transport aircraft comprises a wing mounted on a fuselage via a rotation system, wherein the rotation system comprises:

[0008] The guide rail assembly is fixed on the fuselage and is used for the support assembly to rotate circumferentially at its top.

[0009] A support assembly fixedly connected to the wing;

[0010] The roller assembly is fixedly connected to the bottom of the support assembly and drives the support assembly to rotate along the guide rail assembly;

[0011] The actuator assembly is fixed to the guide rail assembly and the wing, providing power to drive the wing to rotate;

[0012] The locking assembly is fixed to the fuselage and the wing, and locks the wing to the fuselage after the wing is unfolded.

[0013] As a preferred technical solution of the wing rotation mechanism of a carrier-based transport aircraft described in the present invention, the guide rail assembly is a cylindrical structure, and flange edges are processed on the inner and outer sides of the top of the guide rail assembly.

[0014] As a preferred technical solution of the wing rotation mechanism of a carrier-based transport aircraft described in the present invention, the support assembly includes four support blocks, two support blocks are respectively fixed on the front and rear surfaces of the wing, the spacing between the two support blocks in front of the wing is smaller than the spacing between the two support blocks located behind the wing, the front end height of the guide rail assembly is lower than the rear end height, the front and rear ends have a smooth transition, and the top surface of the guide rail assembly is sloped.

[0015] As a preferred technical solution for the wing rotation mechanism of a carrier-based transport aircraft described in the present invention, the roller assembly includes a slide seat, the top of the slide seat is fixed to the bottom of the support assembly, a roller that moves along the top surface of the guide rail assembly is provided in the slide seat, and a plurality of V-shaped sliders that cooperate with the flange edges are installed on both sides of the slide seat.

[0016] As a preferred technical solution of the wing rotation mechanism of a carrier-based transport aircraft described in the present invention, the actuating assembly includes a first actuating member, the first actuating member is fixed inside the guide rail assembly, the output shaft of the first actuating member is transmission-connected with a driving gear, and the bottom of the wing is fixed with an arc-shaped rack meshing with the driving gear.

[0017] As a preferred technical solution of the wing rotation mechanism of a carrier-based transport aircraft described in the present invention, the locking assembly includes a connecting bracket fixed on the wing, a plurality of single ear pieces are provided at the bottom of the connecting bracket, a double ear piece corresponding to the single ear piece is installed on the fuselage, and the single ear piece and the double ear piece are provided with corresponding plug holes, a circular rotating bracket is provided on the fuselage and located in the guide rail assembly, a second actuating member for driving the circular rotating bracket to rotate is provided on the fuselage, a plurality of connecting rods are hinged on the outer periphery of the circular rotating bracket, a latch rod is hinged on the connecting rod, a plurality of through holes cooperating with the latch rod are provided on the guide rail assembly, and the latch rod is inserted into the plug hole to lock the single ear piece and the double ear piece.

[0018] Compared with the prior art, the beneficial effect of the present invention is that the wing rotation scheme adopted by the present invention rotates the wing to a direction parallel to the fuselage, which can greatly reduce the space occupied by the tilt-rotor aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0020] Figure 1 It is a schematic diagram of the external structure of the present invention.

[0021] Figure 2 It is a schematic diagram of the internal structure of the present invention.

[0022] Figure 3 It is a schematic diagram of the structure of the rotating system in the present invention.

[0023] Figure 4 It is a schematic diagram of the coordination of the guide rail assembly, the support assembly and the roller assembly in the present invention.

[0024] Figure 5 for Figure 4 Enlarged view of point A in the middle.

[0025] Figure 6 for Figure 4 Side view of the assembly.

[0026] Figure 7 for Figure 4 Top view of the component.

[0027] Figure 8 It is a schematic diagram of the connection structure of the actuating components in the present invention.

[0028] Fig. 9 for Figure 8 Enlarged view of point B in the middle.

[0029] Fig.10 It is a schematic diagram of the connection structure of the locking component in the present invention.

[0030] Fig.11 for Fig.10 Top view of the components in the figure.

[0031] Fig.12 A partial enlarged view of the locking component in the present invention.

[0032] Fig.13 This is the state diagram before the wing rotates.

[0033] Fig.14 This is the state diagram of the wing during rotation.

[0034] Fig.15 This is the state diagram after the wing rotates.

[0035] Among them, 100 guide rail assembly, 101 flange edge, 101a pointed profile, 102 through hole, 200 support assembly, 201 support block, 300 roller assembly, 301 slide seat, 301a bottom plate, 301b U-shaped bracket, 302 roller, 303 V-shaped slider, 400 actuator assembly, 401 first actuator, 402 drive gear, 403 arc-shaped rack, 404 reducer, 500 locking assembly, 501 connecting bracket, 501a single ear piece, 502 double ear piece, 503 circular rotating bracket, 504 second actuator, 505 connecting rod, 506 latch rod, 600 fuselage, 601 longitudinal beam, 700 wing, 800 fairing, 900 rotating system. DETAILED DESCRIPTION

[0036] The following will be combined with the 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.

[0037] like Figure 1-15 The wing rotation mechanism of a carrier-based transport aircraft shown in the figure comprises a wing 700 mounted on a fuselage 600 via a rotation system 900, wherein the rotation system 900 comprises:

[0038] The guide rail assembly 100 is fixed on the fuselage 600 and is used for the support assembly 200 to rotate circumferentially at its top.

[0039] The support assembly 200 is fixedly connected to the wing 700;

[0040] The roller assembly 300 is fixedly connected to the bottom of the support assembly 200, driving the support assembly 200 to rotate along the guide rail assembly 100;

[0041] The actuating assembly 400 is fixed to the guide rail assembly 100 and the wing 700, and provides power to drive the wing 700 to rotate;

[0042] The locking assembly 500 is fixed on the fuselage 600 and the wing 700, and locks the wing 700 and the fuselage 600 after the wing 700 is unfolded.

[0043] Specifically, Figure 3 As shown, the guide rail assembly 100 fixes the top of the fuselage 600, specifically the top of the longitudinal beam 601; the support assembly 200 is fixedly connected to the wing 700 by rivets; the roller assembly 300 supports and is connected to the guide rail assembly 100 by axial (up and down) limiting means, and the guide rail assembly 100 is a circular structure, so that the support assembly 200 can rotate at its top under the action of the roller assembly 300; the actuating assembly 400 is divided into two parts, namely, an active part and a driven part, the active part is installed in the guide rail assembly 100, and the driven part is installed at the bottom of the wing 700, and the wing 700 is driven to rotate by the cooperation of the active part and the driven part; the locking assembly 500 is divided into a fixed part, a moving part and a locking part, the fixed part is fixed on the longitudinal beam 601, and the moving part is fixed on the wing 700, and after the moving part moves to the storage position of the wing 700, the fixed part and the moving part are locked by using the locking part.

[0044] It should be noted that when the wing 700 needs to rotate to be parallel to the fuselage 600, the locking part is unlocked, so that the fixed part is separated from the moving part and the locking relationship is broken, the actuating assembly 400 is opened, and the active part of the actuating assembly 400 drives the driven part to move to realize the rotation of the wing 700. With the cooperation of the support assembly 200 and the roller assembly 300, the wing 700 rotates along the guide rail assembly 100. After rotating to a position where the wing 700 is parallel to the fuselage 600, the actuating part stops. At the same time, the cooperation relationship between the active part and the driven part can realize the locking of the wing 700 and the fuselage 600. Since the aircraft is in a parking state at this time, the cooperation relationship between the active part and the driven part is sufficient to realize the locking of the two, and then the aircraft is transported to the ship cabin hangar; the rotation and storage of the wing 700 can be easily realized through the present invention.

[0045] Further, such as Figure 4 As shown, the guide rail assembly 100 is a cylindrical structure, and flange edges 101 are processed on the inner and outer sides of the top of the guide rail assembly 100.

[0046] Specifically, a flange edge 101 is also processed at the bottom of the guide rail assembly 100 to facilitate fixing the guide rail assembly 100 on the longitudinal beam 601.

[0047] It should be noted that the flange edge 101 at the top increases the contact area of the roller assembly 300, providing a support basis for the operating environment of the roller assembly 300. Especially for axial limit, it further improves the stability of the roller assembly 300 when moving on the top of the guide rail assembly 100.

[0048] Furthermore, as Figure 4-7 shown, the support assembly 200 includes four support blocks 201. Two support blocks 201 are respectively fixed on the front and rear surfaces of the wing 700. The distance between the two support blocks 201 in front of the wing 700 is less than the distance between the two support blocks 201 behind the wing 700 (d1 < d2). The front end height of the guide rail assembly 100 is lower than the rear end height (a1 < a2), and there is a smooth transition between the front and rear ends. The top surface of the guide rail assembly 100 is in a slope shape.

[0049] Specifically, there are 4 support blocks 201 in total, and there are also 4 corresponding roller assemblies 300. The support block 201 is an L-shaped long plate structure, and there are rib plates on the long plate. The two support blocks 201 in front are symmetrically arranged along the central plane of the wing 700, and the two support blocks 201 behind are also symmetrically arranged along the central plane of the wing 700.

[0050] It should be noted that the structure of the support block 201 designed in this way can minimize the weight while ensuring the strength. In addition, the difference in the distance between the front and rear groups of support blocks 201, combined with the slope design of the top surface of the guide rail assembly 100, realizes that when the wing 700 is changed from a parallel state to a vertical state with the fuselage 600, the load is smaller, that is, the wing 700 will open faster. Specifically, there is a 3° inclination forward between the rotation axis of the wing 700 and the vertical direction. When the wing is in the folded state, the overall center of gravity of the wing is in front of the selection center. At this time, an additional moment will be generated to help the wing to be deployed faster, and it can be quickly put into use in the actual application environment.

[0051] Furthermore, as Figure 5 shown, the roller assembly 300 includes a slide base 301. The top of the slide base 301 is fixed to the bottom of the support assembly 200. There are rollers 302 moving along the top surface of the guide rail assembly 100 inside the slide base 301. A plurality of V-shaped sliders 303 cooperating with the flange edge 101 are installed on both sides of the slide base 301.

[0052] Specifically, the slide 301 includes a bottom plate 301a and a U-shaped bracket 301b. The U-shaped bracket 301b is inverted and fixed on the bottom plate 301a. The bottom plate 301a has a hole corresponding to the position of the U-shaped bracket 301b. The roller 302 is installed in the U-shaped bracket 301b and passes through the hole to contact the top surface of the guide rail assembly 100. The roller 302 is composed of three parts. The outer roller 302 sleeve is made of high-strength steel or wear-resistant nylon material. A cylindrical roller bearing is installed in the roller 302 sleeve. Ball bearings and cylindrical roller bearings have higher radial load-bearing capacity. The roller 302 shaft is fixed in the slide seat 301 and adopts an interference fit with the cylindrical roller bearing. There are four V-shaped sliders 303 in each roller assembly 300. The four V-shaped sliders 303 are installed on the base plate 301a by bolt suspension. They are arranged in pairs on the inner and outer sides of the guide rail assembly 100. The flange edge 101 on the top of the guide rail assembly 100 is also processed into a pointed surface 101a that cooperates with the V-shaped slider 303.

[0053] It should be noted that the slide 301 of such a structure can ensure its long service life and stable working condition; the accuracy maintenance during the rotation of the wing 700 (that is, the precise movement of the locking assembly 500) is mainly achieved by the roller assembly 300, requiring the support assembly 200 to rotate strictly in the center during the rotation process, and the rotation stability is achieved through the design of the V-shaped slider 303. At the same time, when the aircraft is in flight, the 16 V-shaped sliders 303 can share part of the pulling force due to their contact surfaces, thereby ensuring safe and stable flight.

[0054] Further, such as Figure 8-9 As shown, the actuating assembly 400 includes a first actuating member 401 , which is fixed inside the guide rail assembly 100 , and a driving gear 402 is transmission-connected to the output shaft of the first actuating member 401 , and an arc-shaped rack 403 meshing with the driving gear 402 is fixed to the bottom of the wing 700 .

[0055] Specifically, the first actuator 401 is a servo motor, the driving gear 402 is a helical gear, the servo motor and the helical gear are connected by a reducer 404, the servo motor is used as a driving element, the motor main shaft and the helical gear are connected by a flat key, the rack is connected to the bottom of the wing 700, and the rotation of the helical gear drives the rack to rotate. The transmission method is not limited to this, and can also be hydraulic cylinder actuation, wire rope transmission, etc.

[0056] It should be noted that the use of a servo motor can effectively ensure transmission accuracy, but the speed of the servo motor is usually several thousand revolutions. After calculation, the required speed of the rotating mechanism is relatively low but the torque is very large, so a reducer 404 needs to be installed between the servo motor and the gear to reduce the speed and increase the torque; the output shaft of the reducer 404 is connected to the driving gear 402 through a flat key. The driving gear 402 adopts an involute cylindrical bevel gear, and a bevel gear is installed on its transmission shaft. The bevel gear is engaged with the arc-shaped rack 403 under the wing 700, and the rotation of the rack drives the wing 700 to rotate; while the wing 700 rotates, in order to avoid interference between the blades and the fuselage 600, the blades will be folded to the span direction of the wing 700, and a limiting device is designed in the rotating mechanism to ensure that the wing 700 stops after rotating to the specified position.

[0057] Further, such as Figure 10-12 The locking assembly 500 includes a connecting bracket 501 fixed on the wing 700, a plurality of single ear pieces 501a are provided at the bottom of the connecting bracket 501, a double ear piece 502 corresponding to the single ear piece 501a is installed on the fuselage 600, and corresponding sockets are provided on the single ear piece 501a and the double ear piece 502, a circular rotating bracket 503 is provided on the fuselage 600 and located in the guide rail assembly 100, a second actuating member 504 for driving the circular rotating bracket 503 to rotate is provided on the fuselage 600, a plurality of connecting rods 505 are hinged on the periphery of the circular rotating bracket 503, a latch rod 506 is hinged on the connecting rod 505, a plurality of through holes 102 cooperating with the latch rod 506 are provided on the guide rail assembly 100, and the latch rod 506 is inserted into the socket to lock the single ear piece 501a and the double ear piece 502.

[0058] Specifically, a pair of connecting brackets 501 are provided, symmetrically arranged on both sides of the guide rail assembly 100, three single ear pieces 501a are provided at the bottom of each connecting bracket 501, and six double ear pieces 502 are fixed on the longitudinal beam 601. There are also six connecting rods 505 and latch rods 506 correspondingly. The second actuator 504 adopts a driving motor, and the driving motor is fixed on the longitudinal beam 601.

[0059] It should be noted that when unlocking is required, the driving motor works to control the circular rotating bracket 503 to rotate, and the circular rotating bracket 503 drives the latch rod 506 to retract through the connecting rod 505, thereby releasing the restriction on the single ear piece 501a and the double ear piece 502. At this time, the connecting bracket 501 can rotate; when locking is required, the driving motor works in the reverse direction to insert the latch rod 506 into the jacks on the single ear piece 501a and the double ear piece 502 to lock the two; since the six locking points are the main load-bearing units (that is, the weight of the fuselage 600 is connected to the wing 700 through these six points), such a structure can realize the synchronous locking and unlocking of the six locking points, and has higher reliability. Compared with independent locking, the reliability is higher. The independent locking unit needs to check each locking point, and if a single locking unit fails, it will have a greater impact on the reliability of the entire system. The locking assembly 500 in the solution of the present invention is a synchronous action, which solves the above problems and greatly improves the reliability.

[0060] like Figure 13-15 As shown, a tilt-rotor aircraft is taken as an example to illustrate the working process of the present invention.

[0061] The tilt-rotor aircraft mainly includes three parts: a stationary part, a rotating part, and an actuating part; the stationary parts include: a fuselage 600, a tail wing, etc.; the rotating parts include: a wing 700, a fairing 800, an engine compartment (located at both ends of the wing 700), etc.; the actuating part can adopt a gear rack transmission, a hydraulic cylinder actuation, a wire rope transmission, etc., and a gear rack transmission is adopted in this embodiment.

[0062] The working process of this embodiment is as follows: the operator issues a rotation command for the wing 700, and the blades of the wing 700 of the aircraft are folded first, the middle blade close to the wing 700 is not folded, and the blades on the other two sides are first rotated about 60° along the span direction of the blades, and then folded to a position parallel to the fuselage 600; after the blades are folded, the drive motor works, so that the latch rod 506 locked at the connection between the fuselage 600 and the wing 700 is disengaged, and at this time the load of the wing 700 acts on the slide rail of the rotating mechanism; the servo motor receives the signal and starts working The wing 700 rotates around the slide rail. When the wing 700 rotates to 45 degrees with the fuselage 600, the servo motor starts to decelerate until the wing 700 rotates to be parallel to the fuselage 600. At this time, mechanical limit is used to prevent the rotation of the wing 700 caused by external force. The double ear piece 502 connecting the fuselage 600 and the wing 700 is integrally processed with the longitudinal beam 601. The longitudinal beam 601 is connected to the main load-bearing frame of the fuselage 600 by rivets. The overall forming strength of the fuselage 600 frame and the fuselage 600 skin is relatively high.

[0063] The above embodiments are only used to help understand the method and core idea of ​​the present invention. It should be noted that, for those skilled in the art, several improvements and modifications can be made to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the scope of protection of the claims of the present invention.

Claims

1. A wing rotation mechanism for a carrier-based transport aircraft, comprising a wing (700) mounted on a fuselage (600) via a rotation system (900), characterized in that: The rotating system (900) comprises: The guide rail assembly (100) is fixed on the fuselage (600) and is used for the support assembly (200) to rotate in the circumferential direction at the top thereof. A support assembly (200) is fixedly connected to the wing (700), the support assembly (200) comprising four support blocks (201), two support blocks (201) being respectively fixed to the front and rear surfaces of the wing (700), the spacing between the two support blocks (201) in front of the wing (700) being smaller than the spacing between the two support blocks (201) located at the rear of the wing (700), the front end height of the guide rail assembly (100) being lower than the rear end height, the front and rear ends being smoothly transitioned, and the top surface of the guide rail assembly (100) being in the shape of a slope; The roller assembly (300) is fixedly connected to the bottom of the support assembly (200) and drives the support assembly (200) to rotate along the guide rail assembly (100); An actuating assembly (400) is fixed to the guide rail assembly (100) and the wing (700) and provides power to drive the wing (700) to rotate; A locking assembly (500) is fixed on the fuselage (600) and the wing (700), and locks the wing (700) and the fuselage (600) after the wing (700) is unfolded. The locking assembly (500) comprises a connecting bracket (501) fixed on the wing (700), a plurality of single ear pieces (501a) are provided at the bottom of the connecting bracket (501), and double ear pieces (502) corresponding to the single ear pieces (501a) are installed on the fuselage (600), and corresponding plug holes are provided on the single ear pieces (501a) and the double ear pieces (502). A circular rotating bracket (503) is provided on the body (600) and is located inside the guide rail assembly (100). A second actuating member (504) is provided on the body (600) for driving the circular rotating bracket (503) to rotate. A plurality of connecting rods (505) are hingedly connected to the outer periphery of the circular rotating bracket (503). A latch rod (506) is hingedly connected to the connecting rod (505). A plurality of through holes (102) cooperating with the latch rod (506) are provided on the guide rail assembly (100). The latch rod (506) is inserted into the insertion hole to lock the single ear piece (501a) and the double ear piece (502).

2. The wing rotation mechanism of a carrier-based transport aircraft according to claim 1, characterized in that: The guide rail assembly (100) is a cylindrical structure, and flange edges (101) are processed on both the inner and outer sides of the top of the guide rail assembly (100).

3. The wing rotation mechanism of a carrier-based transport aircraft according to claim 2, characterized in that: The roller assembly (300) comprises a slide seat (301), the top of the slide seat (301) is fixed to the bottom of the support assembly (200), a roller (302) is arranged in the slide seat (301) and moves along the top surface of the guide rail assembly (100), and a plurality of V-shaped sliding blocks (303) are installed on both sides of the slide seat (301) and cooperate with the flange edge (101).

4. A wing rotation mechanism for a carrier-based transport aircraft according to any one of claims 1 to 3, characterized in that: The actuating assembly (400) comprises a first actuating member (401), the first actuating member (401) being fixed inside the guide rail assembly (100), the output shaft of the first actuating member (401) being transmission-connected to a driving gear (402), and the bottom of the wing (700) being fixed with an arc-shaped rack (403) meshing with the driving gear (402).

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