Large multifunctional manned fuel aircraft

Abstract

The invention relates to the technical field of aircrafts, in particular to a large multifunctional manned fuel aircraft which comprises an aircraft body, a fuel power source is mounted in the aircraft body, the output end of the fuel power source is in transmission connection with a power transfer mechanism, and the power transfer mechanism is in transmission connection with at least six flight structures. The flight structure is in transmission connection with a coaxial reversal angle adjusting transmission mechanism used for coaxial reversal and angle adjustment, the coaxial reversal angle adjusting transmission mechanism is in transmission connection with the power transfer mechanism, and the coaxial reversal angle adjusting transmission mechanism is used for driving the flight structure to coaxially rotate reversely. The flight efficiency of the flight structure is improved. According to the invention, long endurance and rapid flight attitude adjustment and stable flight can be realized.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to a large multifunctional manned fuel aircraft. Background Art

[0002] The basic concept of an aircraft is that it uses aerodynamic principles to generate lift through mechanical devices to overcome the earth's gravity and achieve autonomous flight in the atmosphere or near the boundary of space. Existing aircraft mostly use batteries for energy storage. Due to their energy storage limitations, they are mostly unable to travel long distances. In addition, most existing aircraft are quadcopters. When adjusting the attitude of such aircraft during actual flight, they mostly control the propeller speed to achieve attitude adjustment. This adjustment method results in poor controllability and stability of the aircraft, and cannot well achieve flight adjustment of the aircraft. Summary of the invention

[0003] The purpose of the present invention is to provide a large multifunctional manned fuel aircraft to solve the above-mentioned problems and achieve the purpose of long endurance and rapid adjustment of flight attitude and stable flight.

[0004] To achieve the above object, the present invention provides the following solution:.

[0005] A large multifunctional manned fuel aircraft comprises a fuselage, wherein a fuel power source is installed in the fuselage, wherein the output end of the fuel power source is transmission-connected to a power transfer mechanism, wherein the power transfer mechanism is transmission-connected to at least six flight structures, wherein the flight structures are transmission-connected to a coaxial reversal angle adjustment transmission mechanism for coaxial reversal and angle adjustment, wherein the coaxial reversal angle adjustment transmission mechanism is transmission-connected to the power transfer mechanism, and wherein the coaxial reversal angle adjustment transmission mechanism is used to drive the flight structures to coaxially reverse, thereby improving the flight efficiency of the flight structures.

[0006] Preferably, the output end of the fuel power source is transmission-connected to the input shaft of a reducer, and the output shaft of the reducer is transmission-connected to the power transfer mechanism.

[0007] Preferably, the power transfer mechanism includes a first bevel gear connected to the power output shaft of the reducer, and the power output shaft is also rotatably connected to a rotating bevel gear, which is located below the first bevel gear. At least six second bevel gears are meshed between the rotating bevel gear and the first bevel gear, and the second bevel gear is transmission-connected to the corresponding angle adjustment assembly.

[0008] Preferably, the coaxial reversal angle adjustment transmission mechanism includes an outer shell, which is rotatably connected to the body, and a third bevel gear and a fourth bevel gear are rotatably connected inside the outer shell, the third bevel gear is located above the fourth bevel gear, the third bevel gear and the fourth bevel gear are coaxially arranged, a fifth bevel gear is meshed between the third bevel gear and the fourth bevel gear, and the fifth bevel gear is transmission connected to the transfer mechanism.

[0009] Preferably, the second bevel gear is axially connected to one end of the telescopic transmission member, the other end of the telescopic transmission member is axially connected to the input end of the universal transmission member, and the output end of the universal transmission member is connected to the fifth bevel gear.

[0010] Preferably, the flight structure includes a first propeller and a second propeller, the first propeller shaft is connected to a first propeller connecting shaft, the second propeller shaft is connected to a second propeller connecting shaft, the second propeller connecting shaft is rotatably connected in the first propeller, the first propeller connecting shaft is connected to the fourth bevel gear shaft, the first propeller connecting shaft is connected to the third bevel gear shaft, and the first propeller connecting shaft and the second propeller connecting shaft are rotatably connected to the outer casing.

[0011] Preferably, the housing is also transmission-connected to an angle adjustment driving member, the angle adjustment driving member is hinged to a bearing seat, and the bearing seat is rotationally connected to the second propeller connecting shaft.

[0012] Preferably, the output shaft of the fuel power source is axially connected to a power output gear, and a first universal joint and a second universal joint are slidably connected to the housing of the reducer, the first universal joint output end of the first universal joint is slidably connected to the power output shaft, a mounting shaft is connected between the first universal joint and the second universal joint, a first separation bevel gear and a second separation bevel gear are axially connected to the mounting shaft, the first separation bevel gear and the second separation bevel gear are symmetrically arranged, the spacing between the first separation bevel gear and the second separation bevel gear is larger than the outer contour of the power output gear, the second universal joint output end of the first universal joint is slidably connected to the third universal joint, the third universal joint is transmission-connected with a walking wheel, the first universal joint output end and the second universal joint output end are rotatably connected to a movable shell, the movable shell is vertically slidably connected to the body, one end of a telescopic rod is hinged to one side of the movable shell, and the other end of the telescopic rod is hinged to the body.

[0013] Preferably, one end of the third universal joint away from the output end of the second universal joint is connected to one end of the intermediate transmission shaft, the other end of the intermediate transmission shaft is axially connected to the fourth universal joint, one end of the fourth universal joint away from the intermediate transmission shaft is axially connected to the wheel body transmission shaft, the wheel body transmission shaft is axially connected to the transmission bevel gear, the transmission bevel gear is meshed with the wheel body bevel gear, the wheel body bevel gear is axially connected to the walking wheel, and the walking wheel is rotatably connected to the bottom surface of the machine body.

[0014] The present invention has the following technical effects: The present invention uses fuel as the main power source, providing sufficient power for the aircraft with its high efficiency, stability and reliability. Through the setting of the power transfer mechanism, the fuel power is efficiently transmitted to multiple flight structures, ensuring the coordinated work between the flight structures, improving the lift efficiency and flight stability. At the same time, a coaxial reversal angle adjustment transmission mechanism is ingeniously installed between the power transfer mechanism and the flight mechanism to achieve multi-dimensional tilt control of the flight mechanism, flexibly adjust the flight attitude and direction, ensure that the aircraft can still fly stably in complex environments, and show excellent power performance and control flexibility. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] 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 will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0016] Figure 1 It is a schematic diagram of the main structure of the present invention;

[0017] Figure 2 It is a side view structural schematic diagram of the present invention;

[0018] Figure 3 It is a schematic diagram of the top view structure of the present invention;

[0019] Figure 4 For the present invention Figure 1 A is a schematic diagram of the enlarged structure of the middle part;

[0020] Figure 5 For the present invention Figure 1 A schematic diagram of the enlarged structure of B;

[0021] Figure 6 For the present invention Figure 1 Schematic diagram of the enlarged structure of C;

[0022] Figure 7 For the present invention Figure 2 Schematic diagram of the enlarged structure of D in the middle;

[0023] Figure 8 For the present invention Figure 2 Schematic diagram of the enlarged structure of E;

[0024] Fig. 9 For the present invention Figure 2 Schematic diagram of the enlarged structure of F.

[0025] Among them, 1, body; 2, fuel power source; 201, reducer; 202, power output shaft; 203, first universal joint output end; 204, mounting shaft; 205, first separation bevel gear; 206, second separation bevel gear; 207, power output gear; 208, second universal joint; 209, movable housing; 210, third universal joint; 211, first universal joint; 212, second universal joint output end; 3, mounting frame; 4, power transfer mechanism; 401, first bevel gear; 402, second bevel gear; 403, rotating bevel gear ; 5. First propeller; 501. First propeller connecting shaft; 6. Second propeller; 601. Second propeller connecting shaft; 7. Coaxial reverse angle adjustment transmission mechanism; 701. Housing; 702. Third bevel gear; 703. Fourth bevel gear; 704. Fifth bevel gear; 8. Angle adjustment drive member; 9. Telescopic transmission member; 901. Universal transmission member; 10. Traveling wheel; 1001 Wheel body bevel gear 11. Telescopic rod; 12. Intermediate transmission shaft; 1201. Fourth universal joint; 13. Wheel body transmission shaft; 1301. Transmission bevel gear. DETAILED DESCRIPTION

[0026] 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.

[0027] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0028] Reference Figures 1 to 9 As shown, this embodiment provides a large multifunctional manned fuel aircraft, including a fuselage 1, a fuel power source 2 is installed in the fuselage 1, the output end of the fuel power source 2 is transmission-connected to a power transfer mechanism 4, the power transfer mechanism 4 is transmission-connected to at least six flight structures, the flight structure is transmission-connected to a coaxial reversal angle adjustment transmission mechanism 7 for coaxial reversal and angle adjustment, the coaxial reversal angle adjustment transmission mechanism 7 is transmission-connected to the power transfer mechanism 4, and the coaxial reversal angle adjustment transmission mechanism 7 is used to drive the coaxial reversal of the flight structure.

[0029] By using the fuel power source 2 as a power reserve and fuel as energy consumption, the problem of insufficient energy during the use of electric energy reserves is effectively solved, and multiple flight structures can be connected through the power transfer mechanism 4, so that one power source can drive the operation of multiple flight structures. The flight structure can also adjust the angle of the flight structure through the coaxial reversal angle adjustment transmission mechanism 7. This ensures that each flight structure can independently realize the angle transformation of the flight force, effectively and conveniently adjust the flight path and angle of the aircraft, and make the operation of the aircraft more convenient and sensitive during flight.

[0030] According to a further optimization scheme, the output end of the fuel power source 2 is transmission-connected to the input shaft of the reducer 201 , and the output shaft of the reducer 201 is transmission-connected to the power transfer mechanism 4 .

[0031] A further optimized solution is that the power transfer mechanism 4 includes a first bevel gear 401 axially connected to the power output shaft 202 of the reducer 201, and a rotating bevel gear 403 is also rotatably connected to the power output shaft 202. The rotating bevel gear 403 is located below the first bevel gear 401, and at least six second bevel gears 402 are meshed between the rotating bevel gear 403 and the first bevel gear 401. The second bevel gear 402 is transmission-connected to the corresponding angle adjustment assembly.

[0032] A first bevel gear 401 is mounted on the power output shaft 202 of the reducer 201. The first bevel gear 401 can mesh with a plurality of second bevel gears 402, preferably six second bevel gears 402 in this embodiment. The number of matching flight structures is six, which are arranged at equal angles, and can provide a basis for adjusting multiple angles during the flight of the aircraft.

[0033] A further optimized solution is that the coaxial reversal angle adjustment transmission mechanism 7 includes a shell 701, which is rotatably connected to the body 1, and a third bevel gear 702 and a fourth bevel gear 703 are rotatably connected inside the shell 701. The third bevel gear 702 is located above the fourth bevel gear 703, and the third bevel gear 702 and the fourth bevel gear 703 are coaxially arranged. A fifth bevel gear 704 is meshed between the third bevel gear 702 and the fourth bevel gear 703, and the fifth bevel gear 704 is transmission-connected to the transfer mechanism 4.

[0034] A mounting frame 3 is fixedly connected to the top surface of the body 1, and the outer shell 701 is rotatably connected to the body 1 through a hinge seat. The power output shaft 202 passes through the mounting frame 3 upward, and the fifth bevel gear 704 serves as the input end. The third bevel gear 702 and the fourth bevel gear 703 can be rotated in opposite directions through the cooperation of the third bevel gear 702, the fourth bevel gear 703, and the fifth bevel gear 704, so that different axes can be driven to rotate in opposite directions in a coaxial manner.

[0035] In a further optimized solution, the second bevel gear 402 is axially connected to one end of the telescopic transmission member 9 , the other end of the telescopic transmission member 9 is axially connected to the input end of the universal transmission member 901 , and the output end of the universal transmission member 901 is connected to the fifth bevel gear 704 .

[0036] The fuel power source 2 can be a fuel engine, and the output end of the fuel engine is axially connected to the input end of the reducer 201. The telescopic transmission member 9 can be selected from one of a pneumatic rod, a hydraulic rod, and an electric telescopic rod. When the telescopic transmission member 9 adopts a pneumatic rod, a compressor can be connected to the output end of the fuel engine to provide a power source for the pneumatic rod, and a control valve can be installed on the corresponding pipeline of the pneumatic rod. When the telescopic transmission member 9 adopts a hydraulic rod, a small hydraulic station can be connected to the output end of the fuel engine, and the hydraulic station is connected to the hydraulic rod through a pipeline, and a corresponding control valve is installed. When the telescopic transmission member 9 adopts an electric telescopic rod, a generator can be connected to the output end of the fuel engine, and the generator is connected to the electric telescopic rod, and a corresponding controller can be installed between the two. The control and connection methods of the pneumatic rod, the hydraulic rod, and the electric telescopic rod are prior arts and will not be repeated here. The universal transmission member 901 can select a Hook hinge or a universal joint. This setting can ensure that the power of the second bevel gear 402 is transmitted to the flight structure, and the angle of the flight structure can be adjusted.

[0037] A further optimized solution is provided, in which the flight structure comprises a first propeller 5 and a second propeller 6. The first propeller 5 is connected to a first propeller connecting shaft 501, the second propeller 6 is connected to a second propeller connecting shaft 601, the second propeller connecting shaft 601 is rotatably connected in the first propeller 5, the first propeller connecting shaft 501 is connected to a fourth bevel gear 703, the first propeller connecting shaft 501 is connected to a third bevel gear 702, and the first propeller connecting shaft 501 and the second propeller connecting shaft 601 are rotatably connected to the outer casing 701.

[0038] Through the cooperation of the third bevel gear 702, the fourth bevel gear 703 and the fifth bevel gear 704, the third bevel gear 702 and the fourth bevel gear 703 can be rotated in opposite directions, so that the first propeller 5 and the second propeller 6 can be driven to rotate coaxially but in different directions, ensuring the coordinated work between the blades of each axis and improving the lift efficiency and flight stability.

[0039] According to a further optimized solution, the housing 701 is also transmission-connected to an angle adjustment driving member 8 , the angle adjustment driving member 8 is hinged to a bearing seat, and the bearing seat is rotationally connected to the second propeller connecting shaft 601 .

[0040] The angle adjustment drive member 8 can be an electric telescopic rod, which is connected to a generator at the output end of the fuel engine, and the generator is connected to the electric telescopic rod. A corresponding controller can be installed between the two to provide a power source for the angle adjustment drive member 8. The control and connection method of the electric telescopic rod is a prior art and will not be repeated here. The telescopic transmission member 9 cooperates with the angle adjustment drive member 8 to adjust the angle of the housing 701. Further, the angles of the first propeller 5 and the second propeller 6 can be changed, so that the aircraft can quickly adjust its flight attitude during flight.

[0041] Further optimization scheme, the output shaft of the fuel power source 2 is connected to the power output gear 207, the first universal joint 211 and the second universal joint 208 are slidably connected to the housing of the reducer 201, the first universal joint output end 203 of the first universal joint 211 is slidably connected in the power output shaft 202, the first universal joint 211 and the second universal joint 208 are connected to the installation shaft 204, the first separation bevel gear 205 and the second separation bevel gear 206 are axially connected to the installation shaft 204, the first separation bevel gear 205 and the second separation bevel gear 206 are symmetrically arranged, The spacing between the first separation bevel gear 205 and the second separation bevel gear 206 is larger than the outer contour of the power output gear 207. The second universal joint output end 212 of the first universal joint 211 is slidably connected in the third universal joint 210. The third universal joint 210 is transmission-connected to the walking wheel 10. The first universal joint output end 203 and the second universal joint output end 212 are rotationally connected to the movable shell 209. The movable shell 209 is vertically slidably connected to the body 1. One end of the telescopic rod 11 is hinged to one side of the movable shell 209, and the other end of the telescopic rod 11 is hinged to the body 1.

[0042] A further optimized solution is that the end of the third universal joint 210 away from the second universal joint output end 212 is connected to one end of the intermediate transmission shaft 12, the other end of the intermediate transmission shaft 12 is axially connected to the fourth universal joint 1201, the end of the fourth universal joint 1201 away from the intermediate transmission shaft 12 is axially connected to the wheel body transmission shaft 13, the wheel body transmission shaft 13 is axially connected to the transmission bevel gear 1301, the transmission bevel gear 1301 is meshed with the wheel body bevel gear 1001, the wheel body bevel gear 1001 is axially connected to the walking wheel 10, and the walking wheel 10 is rotatably connected to the bottom surface of the machine body 1.

[0043] By controlling the extension and retraction of the telescopic rod 11, the movable shell 209 can be driven to move, and the mounting shaft 204 can be further driven to move up and down, so as to realize the meshing and separation of the first separation bevel gear 205, the second separation bevel gear 206 and the power output gear 207, thereby driving the walking wheel 10 to rotate. Since the weight of the entire aircraft is heavy, the aircraft can be moved on the bottom surface in this way, which greatly saves manpower.

[0044] In the description of the present invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0045] The above-mentioned embodiments are only descriptions of the preferred modes of the present invention, and are not intended to limit the scope of the present invention. Without departing from the spirit of the present invention, various modifications and improvements made by ordinary technicians in this field to the technical solutions of the present invention should fall within the protection scope determined by the claims of the present invention.

Claims

1. A large multifunctional manned fuel aircraft, characterized in that: The invention comprises a body (1), wherein a fuel power source (2) is installed in the body (1), the output end of the fuel power source (2) is transmission-connected to a power transfer mechanism (4), the power transfer mechanism (4) is transmission-connected to at least six flight structures, the flight structures are transmission-connected to a coaxial reversal angle adjustment transmission mechanism (7) for coaxial reversal and angle adjustment, the coaxial reversal angle adjustment transmission mechanism (7) is transmission-connected to the power transfer mechanism (4), and the coaxial reversal angle adjustment transmission mechanism (7) is used to drive the coaxial reversal of the flight structures.

2. A large multi-purpose manned fuel aircraft according to claim 1, characterized in that: The output end of the fuel power source (2) is drivingly connected to the input shaft of the reducer (201), and the output shaft of the reducer (201) is drivingly connected to the power transfer mechanism (4).

3. A large multi-purpose manned fuel aircraft according to claim 2, characterized in that: The power transfer mechanism (4) comprises a first bevel gear (401) axially connected to the power output shaft (202) of the reducer (201); a rotating bevel gear (403) is also rotatably connected to the power output shaft (202); the rotating bevel gear (403) is located below the first bevel gear (401); at least six second bevel gears (402) are meshed between the rotating bevel gear (403) and the first bevel gear (401); and the second bevel gears (402) are transmission-connected to the corresponding angle adjustment components.

4. A large multi-purpose manned fuel aircraft according to claim 3, characterized in that: The coaxial reverse angle adjustment transmission mechanism (7) comprises a housing (701), the housing (701) being rotationally connected to the body (1), a third bevel gear (702) and a fourth bevel gear (703) being rotationally connected inside the housing (701), the third bevel gear (702) being located above the fourth bevel gear (703), the third bevel gear (702) and the fourth bevel gear (703) being coaxially arranged, a fifth bevel gear (704) being meshed between the third bevel gear (702) and the fourth bevel gear (703), and the fifth bevel gear (704) being transmission-connected to the transfer mechanism (4).

5. A large multi-purpose manned fuel aircraft according to claim 4, characterized in that: The second bevel gear (402) is axially connected to one end of the telescopic transmission member (9), the other end of the telescopic transmission member (9) is axially connected to the input end of the universal transmission member (901), and the output end of the universal transmission member (901) is connected to the fifth bevel gear (704).

6. A large multi-purpose manned fuel aircraft according to claim 4, characterized in that: The flight structure comprises a first propeller (5) and a second propeller (6); the first propeller (5) is axially connected to a first propeller connecting shaft (501); the second propeller (6) is axially connected to a second propeller connecting shaft (601); the second propeller connecting shaft (601) is rotatably connected inside the first propeller (5); the first propeller connecting shaft (501) is axially connected to the fourth bevel gear (703); the first propeller connecting shaft (501) is axially connected to the third bevel gear (702); and the first propeller connecting shaft (501) and the second propeller connecting shaft (601) are rotatably connected to the housing (701).

7. A large multi-purpose manned fuel aircraft according to claim 6, characterized in that: The housing (701) is also transmission-connected to an angle adjustment drive member (8), the angle adjustment drive member (8) is hinged to a bearing seat, and the bearing seat is rotationally connected to the second propeller connecting shaft (601).

8. A large multi-purpose manned fuel aircraft according to claim 3, characterized in that: The output shaft of the fuel power source (2) is connected to a power output gear (207); a first universal joint (211) and a second universal joint (208) are slidably connected to the housing of the reducer (201); a first universal joint output end (203) of the first universal joint (211) is slidably connected to the power output shaft (202); a mounting shaft (204) is connected between the first universal joint (211) and the second universal joint (208); a first separation bevel gear (205) and a second separation bevel gear (206) are axially connected to the mounting shaft (204); the first separation bevel gear (205) and the second separation bevel gear (206) are symmetrically arranged; The distance between the wheel (205) and the second separation bevel gear (206) is greater than the outer contour of the power output gear (207); the second universal joint output end (212) of the first universal joint (211) is slidably connected in the third universal joint (210); the third universal joint (210) is drivingly connected to the travel wheel (10); the first universal joint output end (203) and the second universal joint output end (212) are rotatably connected to the movable housing (209); the movable housing (209) is vertically slidably connected to the body (1); one end of a telescopic rod (11) is hinged to one side of the movable housing (209); and the other end of the telescopic rod (11) is hinged to the body (1).

9. A large multi-purpose manned fuel aircraft according to claim 8, characterized in that: One end of the third universal joint (210) away from the output end (212) of the second universal joint is connected to one end of an intermediate transmission shaft (12); the other end of the intermediate transmission shaft (12) is axially connected to a fourth universal joint (1201); one end of the fourth universal joint (1201) away from the intermediate transmission shaft (12) is axially connected to a wheel body transmission shaft (13); the wheel body transmission shaft (13) is axially connected to a transmission bevel gear (1301); the transmission bevel gear (1301) is meshed with a wheel body bevel gear (1001); the wheel body bevel gear (1001) is axially connected to the travel wheel (10); and the travel wheel (10) is rotatably connected to the bottom surface of the machine body (1).

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