Variable aircraft nose cone and variable aircraft

Abstract

This application discloses a variant nose cone and variant aircraft, belonging to the field of variant aircraft. It includes: multiple nose cone shells arranged sequentially along a first direction, with adjacent nose cone shells movable relative to each other; multiple first drive chain groups and multiple second drive chain groups, with any two adjacent nose cone shells connected by the first and second drive chain groups, and the first and second drive chain groups spaced apart along a second direction; when both the first and second drive chain groups switch from an unlocked state to a locked state, adjacent nose cone shells move away from each other, causing the variant nose cone to elongate; when both the first and second drive chain groups switch from a locked state to an unlocked state, adjacent nose cone shells move closer to each other, causing the variant nose cone to shorten; when the operating speed of the first drive chain group is greater than the operating speed of the second drive chain group, the variant nose cone bends.

Description

Technical Field

[0001] This application belongs to the field of mutated aircraft, specifically relating to a mutated aircraft nose cone and a mutated aircraft. Background Technology

[0002] As a novel type of vehicle in the aerospace field, morphing aircraft can change their shape to adapt to different environments and operational requirements. The morphing nose cone is a key component of morphing aircraft; therefore, its design is crucial for their development. Currently, morphing nose cone designs are limited to achieving morphing functionality. However, the nose cone requires configuration locking before and after morphing, and existing designs lack a locking mechanism. This results in poor load-bearing capacity, reliability, and stability, making it difficult to meet the demands of actual flight environments and severely hindering the development and practical engineering applications of morphing nose cones. Summary of the Invention

[0003] The purpose of this application is to provide a variant nose cone and variant aircraft, which at least solves the problem that existing variant nose cones do not consider locking mechanism design, resulting in poor load-bearing capacity, reliability and stability, and difficulty in meeting the needs of actual flight environments.

[0004] In a first aspect, embodiments of this application provide a variant nose cone for an aircraft, the variant nose cone comprising:

[0005] Multiple head cone shells are arranged sequentially along a first direction, which is parallel to the extension direction of the axis of the head cone shell, and two adjacent head cone shells can move relative to each other;

[0006] Multiple first drive chain groups and multiple second drive chain groups are provided. Any two adjacent head cone shells are connected by at least one first drive chain group and at least one second drive chain group. The first drive chain group and the second drive chain group are distributed at intervals along a second direction, which intersects with the first direction. Both the first drive chain group and the second drive chain group switch between a locked state and an unlocked state.

[0007] When both the first drive chain group and the second drive chain group switch from the unlocked state to the locked state, the two adjacent nose cone shells move away from each other to elongate the aircraft variant nose cone; when both the first drive chain group and the second drive chain group switch from the locked state to the unlocked state, the two adjacent nose cone shells move closer to each other to shorten the aircraft variant nose cone; when the operating speed of the first drive chain group is greater than the operating speed of the second drive chain group, the aircraft variant nose cone bends.

[0008] Optionally, the first drive chain assembly includes a first drive rod, a first connecting sleeve, a first drive assembly, and a second drive assembly;

[0009] The first connecting sleeve is fitted onto the first driving rod, and the first driving rod extends along the first direction. The first driving rod is movable relative to the first connecting sleeve. The first driving assembly is movably connected to the first side of the first connecting sleeve, and the second driving assembly is movably connected to the second side of the first connecting sleeve. The two ends of the first driving assembly along the first direction are respectively connected to two adjacent head cone shells. The two ends of the second driving assembly along the first direction are respectively connected to two adjacent head cone shells. The first end of the first driving rod is connected to one of the two adjacent head cone shells.

[0010] When the first drive rod moves along a third direction, the first drive assembly and the second drive assembly cause the two adjacent head cone shells to move away from each other; when the first drive rod moves along a fourth direction, the first drive assembly and the second drive assembly cause the two adjacent head cone shells to move closer to each other. The third direction and the fourth direction are both parallel to the first direction, and the third direction is opposite to the fourth direction.

[0011] Optionally, the first drive assembly includes a first link, a second link, and a third link, and the second drive assembly includes a fourth link, a fifth link, and a sixth link;

[0012] The first end of the first connecting rod is movably connected to the first side of the first connecting sleeve. The first ends of the second connecting rod and the first ends of the third connecting rod are both movably connected to the second end of the first connecting rod. The second end of the second connecting rod is connected to one of the two adjacent head cone shells. The second end of the third connecting rod is connected to the other of the two adjacent head cone shells.

[0013] The first end of the fourth link is movably connected to the second side of the first connecting sleeve. The first ends of the fifth link and the sixth link are both movably connected to the second end of the fourth link. The second end of the fifth link is connected to one of the two adjacent head cone shells. The second end of the sixth link is connected to the other of the two adjacent head cone shells.

[0014] When the first drive rod moves along the third direction, the second end of the second link moves away from the second end of the third link, and the second ends of the fifth link and the sixth link move away from each other, so that the two adjacent head cone shells move away from each other; when the first drive rod moves along the third direction, the second end of the second link moves closer to the second end of the third link, and the second ends of the fifth link and the sixth link move closer to each other, so that the two adjacent head cone shells move closer to each other.

[0015] Optionally, a first connecting seat is provided in the head cone housing, and a first ball head is provided at the second end of the second connecting rod, the second end of the third connecting rod, the second end of the fifth connecting rod, and the second end of the sixth connecting rod. The first ball head is hinged to the first connecting seat.

[0016] Optionally, the head cone outer shell includes a first head cone shell and a plurality of second head cone shells;

[0017] The first head cone shell and a plurality of second head cone shells are distributed at intervals along the first direction, and the first head cone shell is provided with the first connecting seat.

[0018] The second head cone shell is provided with the first connecting seat and the second connecting seat, and the first end of the first drive rod is provided with the second ball head, which is hinged to the second connecting seat.

[0019] Optionally, the aircraft variant nose cone also includes multiple sets of stabilizing chains;

[0020] One end of the stabilizing chain is connected to one of the two adjacent head cone shells, and the other end of the stabilizing chain is connected to the other of the two adjacent head cone shells. The stabilizing chain is used to stabilize the two adjacent head cone shells when they are far apart or close to each other.

[0021] Optionally, the stabilizing chain assembly includes a first movable rod and a second movable rod. The first movable rod is provided with a movable groove along the axial direction of the first movable rod, and the second movable rod is partially embedded in the movable groove, and the second movable rod is movable relative to the movable groove.

[0022] The end of the first movable rod opposite to the second movable rod is connected to one of the two adjacent head cone shells, and the end of the second movable rod opposite to the first movable rod is connected to the other of the two adjacent head cone shells.

[0023] Optionally, a third connecting seat is provided in the head cone housing;

[0024] The end of the first movable rod opposite to the second movable rod is movably connected to a third connecting seat in one of the two adjacent head cone shells, and the end of the second movable rod opposite to the first movable rod is movably connected to a third connecting seat in the other of the two adjacent head cone shells.

[0025] Optionally, the number of head cone shells is 6, and the diameter of the 6 head cone shells decreases sequentially along the first direction. The diameters of the 6 head cone shells are 460 mm, 450 mm, 432 mm, 404 mm, 362 mm, and 298 mm, respectively. The wall thickness of the head cone shell is 15 mm, and the length of the head cone shell is 90 mm.

[0026] Secondly, embodiments of this application provide a variant aircraft, the variant aircraft including the variant nose cone of any one of the first aspects described above.

[0027] In this embodiment, by connecting two adjacent nose cone shells through a first drive chain group and a second drive chain group, the two adjacent nose cone shells can be moved away from or closer to each other, thereby causing the aircraft variant nose cone to lengthen or shorten. Furthermore, by adjusting the operating speed of the first and second drive chain groups, the aircraft variant nose cone can bend, thus changing the shape of the aircraft variant in this embodiment. Additionally, the first and second drive chain groups can switch between an unlocked state and a locked state. Once the first and second drive chain groups are locked, the length of the aircraft variant nose cone is fixed after lengthening. Only when the first and second drive chain groups are unlocked can the aircraft variant nose cone shorten. This ensures that in practical applications, the aircraft variant nose cone can not only deform but also be internally locked, improving its load-bearing capacity, reliability, and stability, thereby meeting the requirements of actual flight environments. Attached Figure Description

[0028] Figure 1 This is a schematic diagram illustrating the nose cone bending of an aircraft variant provided in an embodiment of this application;

[0029] Figure 2 This is a schematic diagram showing a first drive module provided in an embodiment of this application in a locked state;

[0030] Figure 3 This is a schematic diagram showing a first driving module in an unlocked state according to an embodiment of this application;

[0031] Figure 4 This diagram illustrates the distribution of a first drive module, a stabilization module, and a second drive module according to an embodiment of this application.

[0032] Figure 5 This diagram illustrates a first conical shell provided in an embodiment of this application.

[0033] Figure 6 This is one of the schematic diagrams illustrating a second-head conical shell provided in an embodiment of this application;

[0034] Figure 7 This is a second schematic diagram illustrating a second-head conical shell provided in an embodiment of this application;

[0035] Figure 8 This diagram illustrates the distribution of a first driving module and a stabilizing module according to an embodiment of this application.

[0036] Figure 9 This diagram illustrates a first driving module provided in an embodiment of this application.

[0037] Figure 10 This is an isometric view of a variant nose cone of an aircraft provided in an embodiment of this application;

[0038] Figure 11 This diagram illustrates a shortened nose cone of an aircraft variant provided in an embodiment of this application.

[0039] Figure 12 This is a schematic diagram illustrating a first connecting sleeve provided in an embodiment of this application;

[0040] Figure 13 This is a schematic diagram illustrating the nose cone extension of a variant of an aircraft provided in an embodiment of this application.

[0041] Figure label:

[0042] 10: Head cone shell; 11: First connecting seat; 12: Second connecting seat; 13: Third connecting seat; 101: First head cone shell; 102: Second head cone shell; 20: First drive chain assembly; 21: First drive rod; 22: First connecting sleeve; 23: First drive assembly; 24: Second drive assembly; 231: First connecting rod; 232: Second connecting rod; 233: Third connecting rod; 241: Fourth connecting rod; 242: Fifth connecting rod; 243: Sixth connecting rod; 2311: First ball head; 2101: Second ball head; 30: Second drive chain assembly; 40: Stabilizing chain assembly; 41: First movable rod; 42: Second movable rod. Detailed Implementation

[0043] The terms "first" and "second" in the specification and claims of this application may explicitly or implicitly include one or more of the features. In the description of this application, unless otherwise stated, "multiple" means two or more. Furthermore, "and / or" in the specification and claims indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0044] In the description of this application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this application.

[0045] In the description of this application, it should be noted that, unless otherwise expressly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application based on the specific circumstances.

[0046] like Figures 1 to 13As shown, the variant nose cone of the aircraft includes: a plurality of nose cone shells 10, which are arranged sequentially along a first direction, the first direction being parallel to the extension direction of the axis of the nose cone shell, and adjacent nose cone shells being movable relative to each other; a plurality of first drive chain groups 20 and a plurality of second drive chain groups 30, any two adjacent nose cone shells 10 being connected by at least one first drive chain group 20 and at least one second drive chain group 30, and the first drive chain groups 20 and second drive chain groups 30 being spaced apart along a second direction, the second direction intersecting the first direction, the first drive chain groups 20 and second drive chain groups 30 being... All drive chain groups 30 switch between locked and unlocked states; when both the first drive chain group 20 and the second drive chain group 30 switch from the unlocked state to the locked state, the two adjacent nose cone shells 10 move away from each other to elongate the aircraft variant nose cone; when both the first drive chain group 20 and the second drive chain group 30 switch from the locked state to the unlocked state, the two adjacent nose cone shells 10 move closer to each other to shorten the aircraft variant nose cone; when the operating speed of the first drive chain group 20 is greater than the operating speed of the second drive chain group 30, the aircraft variant nose cone bends.

[0047] In this embodiment, since multiple nose cone shells 10 are sequentially arranged along a first direction, adjacent nose cone shells 10 can move relative to each other. Therefore, adjacent nose cone shells 10 can move closer to each other, causing the aircraft variant's nose cone to shorten, or they can move further apart, causing the aircraft variant's nose cone to lengthen. Since any two adjacent nose cone shells 10 are connected by at least one first drive chain group 20 and at least one second drive chain group 30, and the first drive chain group 20 and the second drive chain group 30 are spaced apart along a second direction, and both the first drive chain group 20 and the second drive chain group 30 switch between a locked state and an unlocked state, the first drive chain group 20 and the second drive chain group 30 can be in different states, thereby causing adjacent nose cone shells 10 to move closer or further apart. Specifically, when both the first drive chain group 20 and the second drive chain group 30 switch from the unlocked state to the locked state, the adjacent two nose cone shells 10 move away from each other, and the gap between the two adjacent nose cone shells 10 increases, thereby causing the aircraft variant nose cone to elongate; when both the first drive chain group 20 and the second drive chain group 30 switch from the locked state to the unlocked state, the adjacent two nose cone shells 10 move closer to each other, and the gap between the two adjacent nose cone shells 10 decreases, thereby causing the aircraft variant nose cone to shorten; when the operating speed of the first drive chain group 20 is greater than the operating speed of the second drive chain group 30, the aircraft variant nose cone can bend.

[0048] In other words, in this embodiment, by connecting two adjacent nose cone shells 10 through the first drive chain group 20 and the second drive chain group 30, the two adjacent nose cone shells 10 can be moved away from or closer to each other, thereby causing the aircraft variant nose cone to lengthen or shorten. Furthermore, by adjusting the operating speed of the first drive chain group 20 and the second drive chain group 30, the aircraft variant nose cone can be bent, thus changing the shape of the aircraft variant in this embodiment. In addition, the first drive chain group 20 and the second drive chain group 30 can switch between an unlocked state and a locked state. Once the first drive chain group 20 and the second drive chain group 30 are in the locked state, the length of the aircraft variant nose cone is fixed after it is lengthened. Only when the first drive chain group 20 and the second drive chain group 30 are in the unlocked state can the aircraft variant nose cone shorten. This ensures that in practical applications, the aircraft variant nose cone can not only deform but also be internally locked, thereby improving the load-bearing capacity, reliability, and stability of the aircraft variant nose cone, thus meeting the requirements of actual flight environments.

[0049] It should be noted that, in this embodiment, when two adjacent nose cone shells 10 are brought closer together, causing the nose cone of the aircraft variant to shorten, the gap between the two adjacent nose cone shells 10 can be 0, meaning that adjacent nose cone shells 10 can approach each other until they contact each other, thus minimizing the length of the nose cone of the aircraft variant. When two adjacent nose cone shells 10 are moved further apart, causing the nose cone of the aircraft variant to lengthen, the states of the first drive chain group 20 and the second drive chain group 30 switch from an unlocked state to a locked state. Once the first drive chain group 20 and the second drive chain group 30 are in the locked state, the gap between the two adjacent nose cone shells 10 reaches its maximum value, and the length of the nose cone of the aircraft variant reaches its maximum value. Furthermore, when the operating speed of the first drive chain group 20 is greater than the operating speed of the second drive chain group 30, causing the gap between two adjacent nose cone shells 10 to increase, the rate at which the gap between the portions of the two adjacent nose cone shells 10 closer to the first drive chain group 20 increases is greater than the rate at which the gap between the portions closer to the second drive chain group 30 increases. As a result, the nose cone of the aircraft variant will bend. During this process, the operating speed of the second drive chain group 30 can be 0. Of course, the operating speed of the second drive chain group 30 can be greater than 0, but it is only necessary that the operating speed of the first drive chain group 20 is greater than the operating speed of the second drive chain group 30.

[0050] In some embodiments, the first drive chain assembly 20 includes a first drive rod 21, a first connecting sleeve 22, a first drive assembly 23, and a second drive assembly 24. The first connecting sleeve 22 is sleeved on the first drive rod 21, and the first drive rod 21 extends along a first direction. The first drive rod 21 is movable relative to the first connecting sleeve 22. The first drive assembly 23 is movably connected to a first side of the first connecting sleeve 22, and the second drive assembly 24 is movably connected to a second side of the first connecting sleeve 22. The two opposite ends of the first drive assembly 23 along the first direction are respectively connected to two adjacent head cone shells 10. The two ends of the first drive rod 24 are respectively connected to two adjacent head cone shells 10 along the first direction. The first end of the first drive rod 21 is connected to one of the two adjacent head cone shells 10. When the first drive rod 21 moves along the third direction, the first drive assembly 23 and the second drive assembly 24 drive the two adjacent head cone shells 10 to move away from each other. When the first drive rod 21 moves along the fourth direction, the first drive assembly 23 and the second drive assembly 24 drive the two adjacent head cone shells 10 to move closer to each other. The third direction and the fourth direction are both parallel to the first direction, and the third direction and the fourth direction are opposite to each other.

[0051] Since the first drive assembly 23 is connected to two adjacent head cone shells 10 at its two opposite ends along the first direction, and the second drive assembly 24 is connected to two adjacent head cone shells 10 at its two opposite ends along the first direction, and the first end of the first drive rod 21 is connected to one of the two adjacent head cone shells 10, friction will be generated between the first drive rod 21 and the first connecting sleeve 22 during the movement of the first drive rod 21. This friction will be transmitted to the first drive assembly 23 and the second drive assembly 24 through the first connecting sleeve 22, thereby causing the first drive assembly 23 and the second drive assembly 24 to move. As a result, the first drive assembly 23 and the second drive assembly 24 will drive the two adjacent head cone shells 10 to move closer to each other or further away from each other. Specifically, when the first drive rod 21 moves along a third direction, the friction between the first drive rod 21 and the first connecting sleeve 22 causes the first drive assembly 23 and the second drive assembly 24 to move. As a result, the first drive assembly 23 and the second drive assembly 24 drive the two adjacent nose cone shells 10 to move away from each other, causing the aircraft variant nose cone to elongate. This is equivalent to the first drive rod 21 moving along a third direction, causing the first drive chain assembly 20 to switch from an unlocked state to a locked state. When the first drive rod 21 moves along a fourth direction, the friction between the first drive rod 21 and the first connecting sleeve 22 causes the first drive assembly 23 and the second drive assembly 24 to move. As a result, the first drive assembly 23 and the second drive assembly 24 drive the two adjacent nose cone shells 10 to move closer to each other, causing the aircraft variant nose cone to shorten. This is equivalent to the first drive rod 21 moving along a fourth direction, causing the first drive chain assembly 20 to switch from a locked state to an unlocked state. That is, by setting the first drive rod 21, the first connecting sleeve 22, the first drive assembly 23 and the second drive assembly 24, it is easy for two adjacent head cone shells 10 to move closer or further apart under the action of the first drive chain group 20.

[0052] It should be noted that in this embodiment, the structure of the second drive chain group 30 is the same as that of the first drive chain group 20. That is, the second drive chain group 30 may also include a first drive rod 21, a first connecting sleeve 22, a first drive assembly 23, and a second drive assembly 24. Furthermore, the operation of the first drive rod 21 in the second drive chain group 30 is consistent with the operation of the first drive rod 21 in the first drive chain group 20, which will not be elaborated further here. Additionally, when the aircraft variant's nose cone needs to bend, the moving speed of the first drive rod 21 in the first drive chain group 20 can be made greater than the moving speed of the first drive rod 21 in the second drive chain group 30.

[0053] In some embodiments, the first drive assembly 23 includes a first link 231, a second link 232, and a third link 233, and the second drive assembly 24 includes a fourth link 241, a fifth link 242, and a sixth link 243. The first end of the first link 231 is movably connected to the first side of the first connecting sleeve 22. The first ends of the second link 232 and the third link 233 are both movably connected to the second end of the first link 231. The second end of the second link 232 is connected to one of two adjacent head cone shells 10, and the second end of the third link 233 is connected to the other of the two adjacent head cone shells 10. The first end of the fourth link 241 is movably connected to the second side of the first connecting sleeve 22, and the first ends of the fifth link 242 and the sixth link 243 are also movably connected to the second side of the first connecting sleeve 22. All are movably connected to the second end of the fourth link 241, the second end of the fifth link 242 is connected to one of the two adjacent head cone shells 10, and the second end of the sixth link 243 is connected to the other of the two adjacent head cone shells 10; when the first drive rod 21 moves along the third direction, the second end of the second link 232 and the second end of the third link 233 move away from each other, and the second ends of the fifth link 242 and the sixth link 243 move away from each other, so that the two adjacent head cone shells 10 are far apart; when the first drive rod 21 moves along the third direction, the second end of the second link 232 and the second end of the third link 233 move closer to each other, and the second ends of the fifth link 242 and the sixth link 243 move closer to each other, so that the two adjacent head cone shells 10 are close to each other.

[0054] With this configuration, when the first drive rod 21 moves along a third direction, friction is generated between the first drive rod 21 and the first connecting sleeve 22, thereby allowing the first connecting rod 231 to apply force to the second connecting rod 232 and the third connecting rod 233, and the fourth connecting rod 241 to apply force to the fifth connecting rod 242 and the sixth connecting rod 243. The second end of the second connecting rod 232 and the second end of the third connecting rod 233 move away from each other, and the second end of the fifth connecting rod 242 and the second end of the sixth connecting rod 243 move away from each other, thereby moving away from each other between adjacent head cone shells 10. That is, when the first drive rod 21 moves along a third direction, the first drive chain group 20 switches from the unlocked state to the locked state. Once the second link 232 and the third link 233 are collinear, and the fifth link 242 and the sixth link 243 are collinear—that is, when the central axis of the second link 232 and the central axis of the third link 233 are on the same straight line, and the central axis of the fifth link 242 and the central axis of the sixth link 243 are on the same straight line—the first drive rod 21 can no longer move. At this time, the first drive chain group 20 is in a locked state, the gap between two adjacent nose cone shells 10 reaches its maximum value, and the length of the aircraft variant nose cone reaches its maximum value. When the first drive rod 21 moves along the fourth direction, the first drive rod 2... Friction is generated between the first connecting rod 231 and the first connecting sleeve 22, allowing the first connecting rod 231 to apply force to the second connecting rod 232 and the third connecting rod 233, and the fourth connecting rod 241 to apply force to the fifth connecting rod 242 and the sixth connecting rod 243. This causes the second ends of the second connecting rod 232 and the third connecting rod 233 to move closer together, and the second ends of the fifth connecting rod 242 and the sixth connecting rod 243 to move closer together, bringing adjacent nose cone shells 10 closer together. That is, when the first driving rod 21 moves in the fourth direction, the first driving chain group 20 switches from a locked state to an unlocked state. Once adjacent nose cone shells 10 contact, the gap between them reaches its minimum value, and the length of the aircraft variant nose cone reaches its minimum value. In other words, by setting the first connecting rod 231, the second connecting rod 232, the third connecting rod 233, the fourth connecting rod 241, the fifth connecting rod 242, and the sixth connecting rod 243, the state switching of the first driving chain group 20 can be facilitated.

[0055] It should be noted that the above only describes the specific structure of the first drive component 23 and the second drive component 24 in the first drive chain group 20, which is the same as the specific structure of the first drive component 23 and the second drive component 24 in the second drive chain group 30, and will not be repeated here.

[0056] In addition, in this embodiment, the first ends of the second link 232 and the third link 233 are both hinged to the second end of the first link 231 via ball joints, and the first ends of the fifth link 242 and the sixth link 243 are both hinged to the second end of the fourth link 241 via ball joints. The first end of the first link 231 is hinged to the first side of the first connecting sleeve 22, and the first end of the fourth link 241 is hinged to the second side of the first connecting sleeve 22.

[0057] In some embodiments, a first connecting seat 11 is provided in the head cone housing 10, and a first ball head 2311 is provided at the second end of the second link 232, the second end of the third link 233, the second end of the fifth link 242, and the second end of the sixth link 243. The first ball head 2311 is hinged to the first connecting seat 11. By providing the first connecting seat 11 in the head cone housing 10, the first ball head 2311 is hinged to the first connecting seat 11, which facilitates the connection of the second link 232, the third link 233, the fifth link 242, and the sixth link 243 to the head cone housing 10, and ensures that the second link 232, the third link 233, the fifth link 242, and the sixth link 243 can move when they need to.

[0058] In some embodiments, the head cone housing 10 includes a first head cone housing 101 and a plurality of second head cone housings 102; the first head cone housing 101 and the plurality of second head cone housings 102 are distributed sequentially at intervals along a first direction; a first connecting seat 11 is provided in the first head cone housing 101; a first connecting seat 11 and a second connecting seat 12 are provided in the second head cone housings 102; a second ball head 2101 is provided at the first end of the first drive rod 21, and the second ball head 2101 is hinged to the second connecting seat 12. This arrangement facilitates the connection between the first drive rod 21 and the second head cone housings 102, allowing adjacent second head cone housings 102 to move away from or towards each other, and also allowing second head cone housings 102 adjacent to the first head cone and the first head cone housing 101 to move closer to or away from each other.

[0059] The second head cone 102, which is adjacent to the first head cone 101, is provided with a second connecting seat 12, so that the second ball head 2101 of the first end of the first drive rod 21 in the first drive chain group 20 can be connected to the second connecting seat 12, thereby facilitating the connection between the first drive rod 21 and the second head cone 102.

[0060] It should be noted that when the head cone shell 10 includes a first head cone shell 101 and a plurality of second head cone shells 102, the third direction can be the direction from the first head cone shell 101 to the second head cone shell 102, and the fourth direction can be the direction from the second head cone shell 102 to the first head cone shell 101.

[0061] Additionally, in some embodiments, the aircraft variant nose cone further includes a plurality of stabilizing chain groups 40; one end of the stabilizing chain group 40 is connected to one of the two adjacent nose cone shells 10, and the other end of the stabilizing chain group 40 is connected to the other of the two adjacent nose cone shells 10. The stabilizing chain group 40 is used to stabilize the two adjacent nose cone shells 10 when they are moving away from or close to each other.

[0062] Since one end of the stabilizing chain assembly 40 is connected to one of the two adjacent nose cone shells 10, and the other end of the stabilizing chain assembly 40 is connected to the other of the two adjacent nose cone shells 10, the presence of the stabilizing chain assembly 40 ensures greater stability when the two adjacent nose cone shells 10 move relative to each other, as the first drive chain assembly 20 and the second drive chain assembly 30 cause the two adjacent nose cone shells 10 to move closer or further apart. This ensures greater stability of the aircraft's variator nose cone during deformation. In other words, by setting the stabilizing chain assembly 40, high stability of the aircraft's variator nose cone during deformation can be ensured.

[0063] It should be noted that in this embodiment, the stabilizing chain assembly 40 can be a telescopic rod. Of course, the stabilizing chain assembly 40 can also be other telescopic structures, such as a spring. This embodiment does not limit the specific type of stabilizing chain assembly.

[0064] In some embodiments, the stabilizing chain assembly 40 may include a first movable rod 41 and a second movable rod 42. The first movable rod 41 is provided with a movable groove along the axial direction of the first movable rod 41. The second movable rod 42 is partially embedded in the movable groove and is movable relative to the movable groove. The end of the first movable rod 41 away from the second movable rod 42 is connected to one of the two adjacent head cone shells 10, and the end of the second movable rod 42 away from the first movable rod 41 is connected to the other of the two adjacent head cone shells 10.

[0065] Since the second movable rod 42 is partially embedded in the movable groove and is movable relative to the movable groove, the second movable rod 42 can move relative to the first movable rod 41, causing the stabilizing chain assembly 40 to lengthen or shorten. That is, the first movable rod 41 and the second movable rod 42 essentially form a telescopic structure. Thus, when the gap between two adjacent head cone shells 10 increases, the second movable rod 42 moves away from the first movable rod 41, causing the stabilizing chain assembly 40 to lengthen. This ensures that the two adjacent head cone shells 10 are relatively stable when moving away from each other. In other words, due to the restriction of the movable groove, the second movable rod 42 moves more stably, thus ensuring that the two adjacent head cone shells 10 are relatively stably moving away from each other. When the gap between two adjacent head cone shells 10 decreases, the second movable rod 42 moves closer to the first movable rod 41, causing the stabilizing chain assembly 40 to shorten. This ensures that the two adjacent head cone shells 10 are relatively stable when moving closer to each other. That is, due to the restriction of the movable groove, the second movable rod 42 moves more stably, thus ensuring that the two adjacent head cone shells 10 are relatively stable when moving closer to each other. By setting the first movable rod 41 and the second movable rod 42, it can be ensured that the two adjacent head cone shells 10 can move relatively stably.

[0066] In some embodiments, a third connecting seat 13 is provided in the head cone shell 10; the end of the first movable rod 41 facing away from the second movable rod 42 is movably connected to the third connecting seat 13 in one of the two adjacent head cone shells 10, and the end of the second movable rod 42 facing away from the first movable rod 41 is movably connected to the third connecting seat 13 in the other of the two adjacent head cone shells 10. By providing the third connecting seat 13, it is convenient for the first movable rod 41 and the second movable rod 42 to be movably connected to the two adjacent head cone shells 10 respectively.

[0067] It should be noted that the first movable rod 41 and the third connecting seat 13 can be hinged, and the second movable rod 42 and the third connecting seat 13 can also be hinged.

[0068] In addition, in this embodiment of the application, the number of head cone shells 10 can be 6. Along the first direction, the diameter of the 6 head cone shells 10 decreases sequentially. The diameters of the 6 head cone shells 10 are 460 mm, 450 mm, 432 mm, 404 mm, 362 mm, and 298 mm, respectively. The wall thickness of the head cone shell 10 is 15 mm, and the length of the head cone shell 10 is 90 mm.

[0069] The principle of the variant nose cone of the aircraft provided in the embodiments of this application will be explained below:

[0070] When the aircraft's variant nose cone needs to extend, the first drive rod 21 of the first drive chain group 20 and the first drive rod 21 of the second drive chain group 30 can move in the third direction. This causes the first drive rod 21 of the first drive chain group 20 to move relative to the first connecting sleeve 22, distancing the second ends of the second link 232 and the third link 233, and the fifth link 242 and the sixth link 243. This increases the gap between adjacent nose cone shells 10, allowing the aircraft's variant nose cone to extend. Once the second link 232 and the third link 233 are collinear, and the fifth link 242 and the sixth link 243 are collinear, the first drive chain group 20 and the second drive chain group 30 are locked, and the length of the aircraft's variant nose cone is fixed. When the aircraft's variant nose cone needs to retract... For a short time, the first drive rod 21 of the first drive chain group 20 can move in the fourth direction, and the first drive rod 21 of the second drive chain group 30 can move in the fourth direction. As a result, the first drive rod 21 of the first drive chain group 20 moves relative to the first connecting sleeve 22, causing the second end of the second link 232 to approach the second end of the third link 233, and the second end of the fifth link 242 to approach the second end of the sixth link 243. The gap between two adjacent nose cone shells 10 is reduced, causing the aircraft variant nose cone to shorten. Once the two connected nose cone shells 10 come into contact, the aircraft variant nose cone stops shortening. When it is necessary for the aircraft variant nose cone to bend, the moving speed of the first drive rod 21 of the first drive chain group 20 can be greater than the moving speed of the first drive rod 21 of the second drive chain group 30, thereby causing the aircraft variant nose cone to bend.

[0071] In this embodiment, by connecting two adjacent nose cone shells 10 through a first drive chain group 20 and a second drive chain group 30, the two adjacent nose cone shells 10 can be moved away from or closer to each other, thereby causing the aircraft variant nose cone to lengthen or shorten. Furthermore, by adjusting the operating speed of the first drive chain group 20 and the second drive chain group 30, the aircraft variant nose cone can bend, thus changing the shape of the aircraft variant in this embodiment. Additionally, the first drive chain group 20 and the second drive chain group 30 can switch between an unlocked state and a locked state. Once the first drive chain group 20 and the second drive chain group 30 are in the locked state, the length of the aircraft variant nose cone is fixed after lengthening. Only when the first drive chain group 20 and the second drive chain group 30 are in the unlocked state can the aircraft variant nose cone shorten. This ensures that in practical applications, the aircraft variant nose cone can not only deform but also be internally locked, improving its load-bearing capacity, reliability, and stability, thereby meeting the requirements of actual flight environments.

[0072] This application provides a variant aircraft that includes the variant nose cone of any of the above embodiments.

[0073] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0074] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A variant nose cone for an aircraft, characterized in that, The variant nose cone of the aircraft includes: Multiple head cone shells (10) are arranged sequentially along a first direction, which is parallel to the extension direction of the axis of the head cone shell (10), and two adjacent head cone shells (10) can move relative to each other; Multiple first drive chain groups (20) and multiple second drive chain groups (30), any two adjacent head cone shells (10) are connected by at least one first drive chain group (20) and at least one second drive chain group (30), and the first drive chain group (20) and the second drive chain group (30) are spaced apart along a second direction, the second direction intersects the first direction, and both the first drive chain group (20) and the second drive chain group (30) switch between a locked state and an unlocked state; When both the first drive chain group (20) and the second drive chain group (30) switch from the unlocked state to the locked state, the two adjacent head cone shells (10) move away from each other to elongate the aircraft variant head cone; when both the first drive chain group (20) and the second drive chain group (30) switch from the locked state to the unlocked state, the two adjacent head cone shells (10) move closer to each other to shorten the aircraft variant head cone; when the operating speed of the first drive chain group (20) is greater than the operating speed of the second drive chain group (30), the aircraft variant head cone bends. The first drive chain assembly (20) includes a first drive rod (21), a first connecting sleeve (22), a first drive assembly (23), and a second drive assembly (24); The first connecting sleeve (22) is sleeved on the first driving rod (21), and the first driving rod (21) extends along the first direction. The first driving rod (21) is movable relative to the first connecting sleeve (22). The first driving assembly (23) is movably connected to the first side of the first connecting sleeve (22). The second driving assembly (24) is movably connected to the second side of the first connecting sleeve (22). The two ends of the first driving assembly (23) along the first direction are respectively connected to two adjacent head cone shells (10). The two ends of the second driving assembly (24) along the first direction are respectively connected to two adjacent head cone shells (10). The first end of the first driving rod (21) is connected to one of the two adjacent head cone shells (10). When the first drive rod (21) moves along a third direction, the first drive assembly (23) and the second drive assembly (24) drive the two adjacent head cone shells (10) to move away from each other; when the first drive rod (21) moves along a fourth direction, the first drive assembly (23) and the second drive assembly (24) drive the two adjacent head cone shells (10) to move closer to each other. The third direction and the fourth direction are both parallel to the first direction, and the third direction is opposite to the fourth direction. The aircraft variant nose cone also includes multiple sets of stabilizing chains (40); One end of the stabilizing chain group (40) is connected to one of the two adjacent head cone shells (10), and the other end of the stabilizing chain group (40) is connected to the other of the two adjacent head cone shells (10). The stabilizing chain group (40) is used to stabilize the two adjacent head cone shells (10) when they are far apart or close to each other.

2. The aircraft variant nose cone according to claim 1, characterized in that, The first drive assembly (23) includes a first link (231), a second link (232) and a third link (233), and the second drive assembly (24) includes a fourth link (241), a fifth link (242) and a sixth link (243). The first end of the first connecting rod (231) is movably connected to the first side of the first connecting sleeve (22), the first end of the second connecting rod (232) and the first end of the third connecting rod (233) are both movably connected to the second end of the first connecting rod (231), the second end of the second connecting rod (232) is connected to one of the two adjacent head cone shells (10), and the second end of the third connecting rod (233) is connected to the other of the two adjacent head cone shells (10). The first end of the fourth link (241) is movably connected to the second side of the first connecting sleeve (22). The first ends of the fifth link (242) and the sixth link (243) are both movably connected to the second end of the fourth link (241). The second end of the fifth link (242) is connected to one of the two adjacent head cone shells (10). The second end of the sixth link (243) is connected to the other of the two adjacent head cone shells (10). When the first drive rod (21) moves along the third direction, the second end of the second link (232) moves away from the second end of the third link (233), and the second ends of the fifth link (242) and the sixth link (243) move away from each other, so that the two adjacent head cone shells (10) move away from each other; when the first drive rod (21) moves along the third direction, the second end of the second link (232) moves closer to the second end of the third link (233), and the second ends of the fifth link (242) and the sixth link (243) move closer to each other, so that the two adjacent head cone shells (10) move closer to each other.

3. The aircraft variant nose cone according to claim 2, characterized in that, The head cone housing (10) is provided with a first connecting seat (11), and the second end of the second connecting rod (232), the second end of the third connecting rod (233), the second end of the fifth connecting rod (242) and the second end of the sixth connecting rod (243) are all provided with a first ball head (2311), and the first ball head (2311) is hinged to the first connecting seat (11).

4. The aircraft variant nose cone according to claim 3, characterized in that, The head cone shell (10) includes a first head cone shell (101) and a plurality of second head cone shells (102); The first head cone shell (101) and a plurality of second head cone shells (102) are distributed sequentially at intervals along the first direction, and the first connecting seat (11) is provided in the first head cone shell (101). The second head cone shell (102) is provided with the first connecting seat (11) and the second connecting seat (12), and the first end of the first drive rod (21) is provided with the second ball head (2101), which is hinged to the second connecting seat (12).

5. The aircraft variant nose cone according to claim 1, characterized in that, The stabilizing chain assembly (40) includes a first movable rod (41) and a second movable rod (42). The first movable rod (41) has a movable groove along the axial direction of the first movable rod (41). The second movable rod (42) is partially embedded in the movable groove, and the second movable rod (42) is movable relative to the movable groove. The end of the first movable rod (41) away from the second movable rod (42) is connected to one of the two adjacent head cone shells (10), and the end of the second movable rod (42) away from the first movable rod (41) is connected to the other of the two adjacent head cone shells (10).

6. The aircraft variant nose cone according to claim 5, characterized in that, A third connecting seat (13) is provided in the head cone shell (10); The end of the first movable rod (41) away from the second movable rod (42) is movably connected to the third connecting seat (13) in one of the two adjacent head cone shells (10), and the end of the second movable rod (42) away from the first movable rod (41) is movably connected to the third connecting seat (13) in the other of the two adjacent head cone shells (10).

7. The aircraft variant nose cone according to any one of claims 1-6, characterized in that, The number of the head cone shells (10) is 6. Along the first direction, the diameters of the 6 head cone shells (10) decrease sequentially. The diameters of the 6 head cone shells (10) are 460 mm, 450 mm, 432 mm, 404 mm, 362 mm, and 298 mm, respectively. The wall thickness of the head cone shell (10) is 15 mm, and the length of the head cone shell (10) is 90 mm.

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