An aircraft wing synchronous deployment mechanism

Abstract

The present invention discloses a wing synchronous deployment mechanism for an aircraft in the technical field of aircraft, which includes a pair of wings installed between a fuselage connecting plate and a fairing. A driving assembly is provided at the bottom of the fuselage connecting plate for synchronously driving the pair of wings to deploy. It further includes: a locking assembly for locking the wings after they are deployed. There are a pair of them, including a lock sleeve fixed to the bottom of the fuselage connecting plate. A lock pin driven by a spring is arranged in the lock sleeve. The front end of the wing is processed into an arc surface, and a chute for cooperating with the lock pin is provided on the arc surface. A lock hole for inserting the lock pin is provided at the end of the chute. The end of the lock pin is a conical head, and the lock hole is a conical hole for cooperating with the conical head. There is a clearance-free fit between the conical head and the conical hole. The present invention solves the problems of large weight, large amount of rotating pipes, and insufficient reliability after the wings are deployed in the existing mechanism.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to an aircraft wing control mechanism. Background Art

[0002] The wing deployment of existing fixed-wing aircraft is mainly used in aircraft carrier scenarios. The wings are folded and unfolded through the aircraft's internal hydraulic system to meet the storage requirements of carrier-based aircraft on aircraft carriers. The wing hydraulic deployment mechanism mainly extends the folded wings by extending the hydraulic cylinder piston rod, and locks the unfolded wings through the mechanical lock of the hydraulic cylinder. It has the advantages of reliable structure and large torque bearing.

[0003] The prior art discloses a folding wing UAV wing rapid deployment mechanism, and its publication number is: CN113955079 A, ​​which includes a base, a gas actuator, a rack and a gear. The base is provided with a guide groove along the axial direction of the aircraft; the actuator is installed on the base, and the output end is fixedly connected to the rack to push the rack to move along the guide groove; the rack is symmetrically provided with a rotating shaft seat on both sides, the gear is sleeved on the rotating shaft seat, and is limited in the axial direction of the rotating shaft by a clamping beam, and an arc-shaped guide groove is provided at the bottom, and a pin hole is provided at the end of the guide groove; the gear is fixedly connected to the wing surface and meshes with the rack. Under the thrust of the actuator, the rack moves along the guide groove to push the wing surfaces on both sides to unfold synchronously; a spring pin is provided on the rotating shaft seat, which is pushed into the arc-shaped guide groove of the gear under the action of the spring, and extends into the pin hole of the gear to lock the gear after the wing surface is unfolded to the right position.

[0004] This scheme has the following disadvantages through gear transmission:

[0005] Gear transmission is too heavy, has a large moment of inertia, is bulky and easy to get stuck, requires an actuator to provide greater thrust, and is not suitable for use in aircraft; using a spur gear structure, there is a gap when the gears are engaged, which will cause the wings to swing back and forth.

[0006] The spring pin of this solution is perpendicular to the wing and has the following disadvantages:

[0007] It was found in actual measurements that such an approach would increase the thickness of the overall structure, the fairing would protrude downward, the overall fuselage would be exposed to a larger space, and the flight resistance would increase. Summary of the invention

[0008] In view of the deficiencies in the prior art, the present invention provides a synchronous unfolding mechanism for aircraft wings, which solves the problems of heavy weight, large rotating tube volume and insufficient reliability of the prior mechanism after the wings are unfolded.

[0009] The object of the present invention is achieved as follows: an aircraft wing synchronous unfolding mechanism, comprising a pair of wings installed between a fuselage connecting plate and a fairing, a driving assembly is provided at the bottom of the fuselage connecting plate for synchronously driving the pair of wings to unfold, and further comprising:

[0010] Locking components are used to lock the wings after they are deployed. There are a pair of them, including a lock sleeve fixed to the bottom of the fuselage connecting plate. A lock pin driven by a spring is arranged in the lock sleeve. The front end of the wing is processed into an arc surface, and a chute for fitting with the lock pin is opened on the arc surface. A lock hole for inserting the lock pin is arranged at the end of the chute. The end of the lock pin is a conical head, the lock hole is a conical hole for fitting with the conical head, and there is a gapless fit between the conical head and the conical hole.

[0011] As a preferred technical solution of the wing synchronous deployment mechanism of the aircraft in the present invention, the driving component includes a gas actuator. The actuator cylinder of the gas actuator is fixed to the bottom of the fuselage connecting plate, and the piston rod of the gas actuator is connected to the wing to drive the wing to rotate and deploy.

[0012] As a preferred technical solution of the wing synchronous deployment mechanism of the aircraft in the present invention, the piston rod of the gas actuator is fixedly connected with a synchronous rod. The two ends of the synchronous rod are hinged to the two wings. The two wings are both installed on the fuselage connecting plate through bearing components. The bearing components include a rotating shaft seat fixed to the fuselage connecting plate. The wing is sleeved on the rotating shaft seat. Thrust bearings are arranged on the outer circumference of the rotating shaft seat on the top and bottom surfaces of the wing. The wing is pressed against the bottom of the fuselage connecting plate through a fairing and a thrust bearing.

[0013] As a preferred technical solution of the wing synchronous deployment mechanism of the aircraft in the present invention, a safety slot hole is arranged on the lock sleeve, a through hole is opened on the lock pin, a safety hole for fitting with the waist-shaped slot hole is arranged in the lock sleeve, a safety pin is arranged in the through hole, the safety pin passes through the through hole and is inserted into the safety hole, and the safety pin can slide along the waist-shaped slot hole.

[0014] As a preferred technical solution of the wing synchronous deployment mechanism of the aircraft in the present invention, a wire groove is opened on the bottom surface of the wing, and the bottom of the wire groove is closed by a baffle.

[0015] As a preferred technical solution of the wing synchronous deployment mechanism of the aircraft in the present invention, the deployment angle of the wing is 40° - 50°.

[0016] Compared with the prior art, the beneficial effects of the present invention are as follows:

[0017] The present invention improves the deployment speed of the wing and the reliability after the wing is deployed. Description of the Drawings

[0018] 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 the embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained according to the provided drawings.

[0019] Figure 1 It is a schematic top three-dimensional structure diagram of the present invention.

[0020] Figure 2 It is a schematic bottom three-dimensional structure diagram of the present invention.

[0021] Figure 3 It is a schematic internal structure diagram of the present invention.

[0022] Figure 4 It is a partial sectional view of the present invention.

[0023] Figure 5 It is a schematic wing structure diagram of the present invention.

[0024] Figure 6 It is a schematic locking component structure diagram of the present invention.

[0025] Figure 7 It is a sectional view of the locking component of the present invention.

[0026] Figure 8 It is a schematic connection diagram of the synchronizing rod and the piston rod in the present invention.

[0027] Figure 9 It is a deployed view of the wing in the present invention.

[0028] Figure 10 It is a schematic diagram of the cooperation between the locking pin and the locking hole in the present invention.

[0029] Among them, 100 is the fuselage connecting plate, 200 is the wing, 201 is the arc surface, 201a is the sliding groove, 201b is the locking hole, 202 is the concave platform, 203 is the wire groove, 204 is the baffle, 205 is the ear plate, 300 is the driving component, 301 is the actuating cylinder, 302 is the piston rod, 400 is the locking component, 401 is the lock sleeve, 401a is the flange edge, 401b is the safety slot hole, 402 is the locking pin, 403 is the spring, 404 is the safety pin, 405 is the safety hole, 500 is the synchronizing rod, 501 is the kidney-shaped slot hole, 600 is the thrust bearing, 700 is the rotating shaft seat, 800 is the tail wing, and 900 is the fairing. Specific embodiments

[0030] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0031] As shown in the figure, a wing synchronous deployment mechanism of an aircraft includes a pair of wings 200 installed between a fuselage connection plate 100 and a fairing 900. A driving assembly 300 is provided at the bottom of the fuselage connection plate 100 for synchronously driving the pair of wings 200 to deploy. It further includes:

[0032] A locking assembly 400 for locking the wings 200 after the wings 200 are deployed. There are a pair of them, including a lock sleeve 401 fixed to the bottom of the fuselage connection plate 100. A lock pin 402 driven by a spring 403 is provided inside the lock sleeve 401. The front end of the wing 200 is machined into an arc surface 201. A chute 201a for mating with the lock pin 402 is provided on the arc surface 201. A lock hole 201b for inserting the lock pin 402 is provided at the end of the chute 201a. The end of the lock pin 402 is a tapered head, and the lock hole 201b is a tapered hole for mating with the tapered head. There is a gapless fit between the tapered head and the tapered hole.

[0033] Specifically, the fuselage connection plate 100 is fixed to the bottom of the aircraft, and the fairing 900 is installed on the fuselage connection plate 100, and a cavity for accommodating the hinge points of the wings 200 and the locking assembly 400 is formed between the two; a flange 401a is provided at the bottom of the locking sleeve, and the locking sleeve is fixed to the bottom of the fuselage connection plate 100 by mating bolts through the flange 401a; the arc surface 201 at the front end of the wing 200 is coaxial with the hinge point, and the lock pin 402 abuts against the chute 201a of the arc surface 201 under the action of the spring 403. During the deployment process, the lock pin 402 slides along the chute 201a, and after being fully deployed, the lock pin 402 slides into the lock hole 201b.

[0034] It should be noted that in the present invention, the locking assembly 400 is independently provided on the fuselage connection plate 100, and the locking direction is changed to the radial direction. The purpose of such a design is as follows: The solution of Comparative Document 1 has also been actually tested. Since it is axially locked and the spring lock has a certain length, it will cause the fairing 900 to protrude downward in the spatial layout, the overall body has a larger exposed space, and the flight resistance increases. Since this product is applied to cruise aircraft, the disadvantages brought by its resistance and exposed space are particularly prominent, and it is more likely to be intercepted and locked; therefore, the technical solution of the present invention changes it to radial locking, greatly reducing the thickness of the overall structure, reducing the flight resistance and the exposed space of the lock pin 402, and reducing the probability of the aircraft being intercepted and locked during use.

[0035] In addition, it should be emphasized that the principle of designing the end of the locking pin 402 into a conical head and the locking hole 201b into a conical hole is not simply for easy insertion into the locking hole 201b. During the actual test process, when the wing 200 is fully deployed, due to the design requirement that the locking pin 402 and the locking hole 201b are in a clearance-free fit, the locking pin 402 will not directly insert into the locking hole 201b. After deployment, there will be a large wind resistance, which will continuously act on the wing 200. This process causes the wing 200 to vibrate slightly, and this vibration can just achieve the complete insertion of the conical head into the conical hole, realizing the complete locking of the wing 200 under the clearance-free fit, further ensuring the reliability during the flight process.

[0036] Furthermore, the drive assembly 300 includes a gas actuator. The actuator cylinder 301 of the gas actuator is fixed to the bottom of the fuselage connecting plate 100, and the piston rod 302 of the gas actuator is connected to the wing 200 to drive the wing 200 to rotate and deploy.

[0037] It should be noted that during the deployment action, the gunpowder in the actuator cylinder 301 is ignited, the pressure in the rod chamber inside the actuator cylinder 301 increases, and the piston rod 302 quickly retracts; the retraction of the piston rod 302 drives the two wings 200 to deploy. The wing 200 has a short deployment time (about 500 ms), high speed, and can launch the aircraft at low altitude without affecting safety; and because an independent power source is adopted, there is no need to rely on the carrier aircraft to provide the power source, increasing the reliability of the system.

[0038] Furthermore, a synchronizing rod 500 is fixedly connected to the piston rod 302 of the gas actuator. Both ends of the synchronizing rod 500 are hinged to the two wings 200. Both wings 200 are installed on the fuselage connecting plate 100 through bearing assemblies. The bearing assembly includes a rotating shaft seat 700 fixed to the fuselage connecting plate 100. The wing 200 is sleeved on the rotating shaft seat 700. Thrust bearings 600 are provided on the outer circumference of the rotating shaft seat 700 on both the top and bottom surfaces of the wing 200. The wing 200 is pressed against the bottom of the fuselage connecting plate 100 through the fairing 900 and the thrust bearings 600.

[0039] Specifically, both ends of the synchronizing rod 500 are symmetrical. Waist-shaped slot holes are provided at both ends of the synchronizing rod 500. Ear plates 205 that cooperate with the synchronizing rod 500 are machined on the front side of the wing 200. The ear plates 205 are hinged to both ends of the synchronizing rod 500 through connecting pins; the rotating shaft seat 700 is installed on the fuselage connecting plate 100 by means of countersunk head connection. The shaft section extends downward through the fuselage connecting plate 100. A hinged hole is provided on the wing 200 and sleeved on the shaft section. Concave platforms 202 are provided on both the top and bottom surfaces of the wing 200. The thrust bearings are installed in the concave platforms 202 and are coaxial with the rotating shaft seat 700. Screws pass through the fairing 900 and are threadedly connected to the center of the rotating shaft seat 700, thus realizing the pressing of the wing 200 under the action of the fuselage connecting plate 100 and the fairing 900.

[0040] It should be noted that the power synchronous transmission is realized by the cooperation of the synchronous rod 500 and the two thrust bearings, and the wing 200 is unfolded. Compared with the gear transmission method in the comparative document 1, the following advantages are achieved: the structure of the present invention reduces the weight, ensures flexible transmission and is easier to open; the gear is heavy, has a large moment of inertia, is bulky and easy to jam, and a larger thrust needs to be provided by the actuating cylinder 301. There is a gap in the gear meshing, which will cause the wing 200 to swing back and forth, affecting the working reliability of the wing 200. Since this mechanism is applied to special fields, any slight defect will be magnified, and every minor improvement requires a great deal of creative labor and a large number of test verifications by those skilled in the art.

[0041] Furthermore, a safety slot hole 401b is provided on the lock sleeve 401, a through hole is opened on the lock pin 402, a safety hole 405 matched with the waist-shaped slot hole 501 is arranged in the lock sleeve 401, a safety pin 404 is arranged in the through hole, the safety pin 404 passes through the through hole and is inserted into the safety hole 405, and the safety pin 404 can slide along the waist-shaped slot hole 501.

[0042] It should be noted that during the actual application process, when the aircraft executes the mission and recovers, the wing 200 needs to be refolded. The lock pin 402 can be pulled out by the safety pin 404, which is convenient for folding the wing 200; in addition, in the initial state of the locking assembly 400, the lock pin 402 is retracted in the lock sleeve 401. After the wing 200 and the locking assembly 400 are installed, the safety wire is pried open, and the lock pin 402 is inserted into the lock hole 201b, which facilitates the assembly.

[0043] Furthermore, a wire groove 203 is opened on the bottom surface of the wing 200, and the bottom of the wire groove 203 is closed by a baffle 204.

[0044] It should be noted that the design of the wire groove 203 turns over the wiring and controls the tail wing 800, and is opened at the bottom to avoid rainwater from pouring in.

[0045] Furthermore, the unfolding angle of the wing 200 is 40° - 50°.

[0046] The description of the above embodiments is only used to help understand the method and its core idea of the present invention. It should be pointed out that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and modifications can be made to the present invention, and these improvements and modifications also fall within the protection scope of the claims of the present invention.

Claims

1. An aircraft wing synchronous deployment mechanism, comprising a pair of wings (200) mounted between a fuselage connecting plate (100) and a fairing (900), wherein a driving assembly (300) is provided at the bottom of the fuselage connecting plate (100) for synchronously driving the pair of wings (200) to deploy, and is characterized in that, It further includes: A locking assembly (400) for locking the wing (200) after it is deployed. There are a pair of them, including a lock sleeve (401) fixed to the bottom of the fuselage connecting plate (100). A lock pin (402) driven by a spring (403) is arranged in the lock sleeve (401). The front end of the wing (200) is machined into an arc surface (201), and a chute (201a) for mating with the lock pin (402) is provided on the arc surface (201). A lock hole (201b) for the lock pin (402) to insert is provided at the end of the chute (201a). The end of the lock pin (402) is a tapered head, and the lock hole (201b) is a tapered hole for mating with the tapered head. There is a gapless fit between the tapered head and the tapered hole. When the wing (200) is deployed in place, the lock pin (402) will not directly insert into the lock hole (201b). After deployment, there will be a large wind resistance, and the wind resistance will act on the wing (200) all the time. During this process, the wing (200) will vibrate in a small range, and this vibration just enables the tapered head to be completely inserted into the tapered hole, realizing the complete locking of the wing (200) under the gapless fit.

2. The synchronous deployment mechanism for an aircraft wing (200) according to claim 1, characterized in that, The driving assembly (300) includes a gas actuator. The actuator cylinder (301) of the gas actuator is fixed to the bottom of the fuselage connecting plate (100), and the piston rod (302) of the gas actuator is connected to the wing (200) to drive the wing (200) to rotate and deploy.

3. A synchronous deployment mechanism for an aircraft wing (200) according to claim 2, characterized in that, The piston rod (302) of the gas actuator is fixedly connected with a synchronizing rod (500). The two ends of the synchronizing rod (500) are hinged to the two wings (200). The two wings (200) are both installed on the fuselage connecting plate (100) through bearing assemblies. The bearing assembly includes a rotating shaft seat (700) fixed to the fuselage connecting plate (100). The wing (200) is sleeved on the rotating shaft seat (700). Thrust bearings (600) are provided on the outer circumference of the rotating shaft seat (700) on both the top and bottom surfaces of the wing (200). The wing (200) is pressed against the bottom of the fuselage connecting plate (100) through a fairing (900) and thrust bearings (600).

4. A synchronous deployment mechanism for an aircraft wing (200) according to any one of claims 1-3, characterized in that, An insurance slot hole (401b) is provided on the lock sleeve (401). A through hole is provided on the lock pin (402). An insurance hole (405) for mating with the insurance slot hole (401b) is provided in the lock sleeve (401). An insurance pin (404) is provided in the through hole. The insurance pin (404) passes through the through hole and inserts into the insurance hole (405), and the insurance pin (404) can slide along the insurance slot hole (401b).

5. A synchronous deployment mechanism for an aircraft wing (200) according to any one of claims 1-3, characterized in that, A wire groove (203) is provided on the bottom surface of the wing (200), and the bottom of the wire groove (203) is closed by a baffle (204).

6. A synchronous deployment mechanism for an aircraft wing (200) according to any one of claims 1-3, characterized in that, The deployment angle of the wing (200) is 40° - 50°.

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