Near space aircraft rigid deceleration control device and aircraft

Abstract

The invention provides a near space aircraft rigid deceleration control device and an aircraft, and relates to the technical field of aircraft deceleration control, the near space aircraft rigid deceleration control device is used for being arranged between a head cabin and a load cabin of a near space aircraft, the near space aircraft rigid deceleration control device comprises a deceleration control cabin, and the outer side of the deceleration control cabin is sequentially provided with a plurality of inner resistance plates and a plurality of outer resistance plates from inside to outside; the multiple inner resistance plates and the multiple outer resistance plates are evenly distributed along the circumference, a driving mechanism is arranged in the speed reduction control cabin, and the driving mechanism is connected with the inner resistance plates and the outer resistance plates and used for driving the inner resistance plates and the outer resistance plates to be opened and closed; the problems that in the prior art, a speed reduction structure of a near space aircraft is limited by the installation position and size design, and real-time speed regulation and aircraft attitude adjustment are difficult to conduct are solved.

Description

Technical Field

[0001] The present invention belongs to the technical field of aircraft deceleration control, and more specifically, relates to a near-space aircraft rigid deceleration control device and the aircraft. Background Art

[0002] For near-space vehicles with lower terminal velocity requirements, they need to actively decelerate after reaching the target area to ensure flight performance during cruising. Pneumatic reducers are widely used in aviation and aerospace fields. Traditional reducers mainly include parachute type, inflatable bag type, rigid / semi-rigid structure type and fixed rigid structure type. With the continuous development of the aerospace industry, reentry activities of large-sized and high-tonnage payloads from near-space will become increasingly normalized.

[0003] The aerodynamic configuration of the traditional fixed rigid structure reducer is constrained by the launch capability of the aircraft and the fairing envelope, which greatly limits the configuration size, mass and path capability of the aircraft, thereby greatly reducing the load transportation capacity of the aircraft. The inflatable reducer is small in size when folded, which greatly saves the payload space of the aircraft. The shape is close to a rigid body in the unfolded state, which solves the problems of flight stability and aerodynamic heating. However, when used in near-space aircraft, the structural stability problem caused by excessive axial overload caused by rapid unfolding must be considered. In addition, the inflatable reducer mainly relies on the gas generator to generate high-pressure gas to promote the flexible braided material to unfold after inflation, so that the unfolded airbag cannot have the functions of flight attitude control and real-time speed adjustment.

[0004] At present, the deceleration schemes for near-space aircraft often use parachute deceleration and aerodynamic deceleration methods with fixed rigid structures. According to the test results that have been successfully applied so far, the fixed rigid structure is limited by the spatial constraints of the external structure envelope. Under the requirement of ensuring deceleration capability, the configuration size of the aircraft must be increased. Therefore, the size limitation between the aerodynamic deceleration method with fixed rigid structure and the aerodynamic configuration of the aircraft has become a major difficulty in the popularization of fixed rigid deceleration. The parachute method has good stability, has been tested and verified, and has been maturely used. It was found in the test that the parachute deceleration method will greatly reduce the speed index of the aircraft and cannot realize the function of real-time speed control. Therefore, a deceleration control device is needed that can adjust the speed in real time according to the flight path index, adjust the aircraft attitude, and have a certain maneuverability. Summary of the invention

[0005] The purpose of the present invention is to provide a rigid deceleration control device for near-space aircraft in view of the deficiencies in the prior art, so as to solve the problem that the deceleration structure of near-space aircraft in the prior art is limited by the installation position and size design, and it is difficult to perform real-time speed regulation and aircraft attitude adjustment.

[0006] In order to achieve the above-mentioned object, the present invention provides a near-space aircraft rigid deceleration control device, which is used to be arranged between the head cabin and the payload cabin of the near-space aircraft, and comprises:

[0007] A deceleration control cabin, wherein a plurality of inner resistance plates and a plurality of outer resistance plates are sequentially arranged on the outside of the deceleration control cabin from the inside to the outside, and the plurality of inner resistance plates and the plurality of outer resistance plates are evenly distributed along a circle, and a driving mechanism is arranged inside the deceleration control cabin, and the driving mechanism is connected to the inner resistance plates and the outer resistance plates, and is used to drive the inner resistance plates and the outer resistance plates to open and close.

[0008] Optionally, the driving mechanism includes a first driving mechanism and a second driving mechanism, and the first driving mechanism and the second driving mechanism are respectively connected to the inner resistance plate and the outer resistance plate.

[0009] Optionally, one end of the inner resistance plate is rotatably connected to the front end of the deceleration control cabin, the first driving mechanism includes a first linear motion component and a first connecting rod, one end of the first connecting rod is rotatably connected to the first linear motion component, the other end of the first connecting rod is rotatably connected to the middle part of the inner resistance plate, one end of the outer resistance plate is rotatably connected to the front end of the deceleration control cabin, the second driving mechanism includes a second linear motion component and a second connecting rod, one end of the second connecting rod is rotatably connected to the second linear motion component, the other end of the second connecting rod is rotatably connected to the middle part of the outer resistance plate.

[0010] Optionally, the first linear motion component includes a first rotating motor, the output end of the first rotating motor is connected to a first screw rod, the first screw rod is provided with a first nut, one end of the first connecting rod is rotatably connected to the first nut, and the second linear motion component includes a second rotating motor, the output end of the second rotating motor is connected to a second screw rod, the second screw rod is provided with a second nut, and one end of the second connecting rod is rotatably connected to the second nut.

[0011] Optionally, the first rotating motor and the second rotating motor are respectively arranged at the front end and the rear end of the deceleration control cabin, and the first screw rod and the second screw rod are coaxially arranged.

[0012] Optionally, the deceleration control cabin includes a front cabin, a middle cabin and a rear cabin arranged in sequence from front to rear, the rear cabin and the middle cabin are connected by a first flange, the middle cabin and the front cabin are connected by a second flange, the first rotating motor and the second rotating motor are respectively arranged in the rear cabin and the front cabin, and the first screw rod and the second screw rod are arranged in the middle cabin.

[0013] Optionally, the first linear motion component includes a plurality of first linear motors and a plurality of first linear guides, the first linear moving end of each of the first linear motors is slidably matched with one of the first linear guides, and one end of each of the first connecting rods is rotatably connected with one of the first linear moving ends, and the second linear motion component includes a plurality of second linear motors and a plurality of second linear guides, the second linear moving end of each of the second linear motors is slidably matched with one of the second linear guides, and one end of each of the second connecting rods is rotatably connected with one of the second linear moving ends.

[0014] Optionally, the deceleration control cabin includes a front cabin, a middle cabin and a rear cabin arranged in sequence from front to rear, the rear cabin and the middle cabin are connected by a first flange, the middle cabin and the front cabin are connected by a second flange, the first linear motor and the second linear motor are respectively arranged in the rear cabin and the front cabin, and the first linear moving end and the second linear moving end respectively pass through the first flange and the second flange and extend into the middle cabin.

[0015] The present invention also provides an aircraft, comprising:

[0016] Head compartment and payload compartment;

[0017] The above-mentioned rigid deceleration control device for near-space aircraft is connected between the head cabin and the payload cabin.

[0018] Optionally, the head cabin and the payload cabin are respectively connected to the deceleration control cabin via mounting flanges, and the front end of the deceleration control cabin is connected to the upper stage fairing via explosive bolts.

[0019] The present invention provides a near-space aircraft rigid deceleration control device and an aircraft, and its beneficial effects are: the near-space aircraft rigid deceleration control device has a modular deceleration control cabin, and the deceleration control cabin can be installed in series between a head cabin and a payload cabin, thereby overcoming the space constraint of a fairing and avoiding being limited by an installation position and a size design; the deceleration control device is provided with a plurality of inner resistance plates and a plurality of outer resistance plates sequentially arranged from the inside to the outside on its outer side and a driving mechanism inside thereof, and the driving mechanism can drive the plurality of inner resistance plates and the plurality of outer resistance plates to open and close, and when in the closed state, the aerodynamic shape of the aircraft is less affected, and when in the unfolded state, the flight resistance can be increased, and the opening and closing of the inner resistance plates and the outer resistance plates can be controlled Angle, can control the deceleration rate in real time, can be used as a deceleration structure for near-space aircraft; the design of multiple inner drag plates and multiple outer drag plates forms a double-layer petal-like layout. When closed, the inner drag plates and outer drag plates are close to the outside of the deceleration control cabin. After unfolding, the inner drag plates and outer drag plates are stacked and unfolded to form a smoother skirt-like configuration. Under the premise of ensuring the drag increase and deceleration effect, a certain longitudinal maneuverability is retained, and a certain lift-to-drag ratio is provided, which can maximize the use of kinetic energy and potential energy provided by the aircraft and enrich the load flight envelope; if the driving mechanism controls the differential unfolding of multiple outer drag plates, the attitude of the aircraft can be controlled by controlling the opening and closing angle of each outer drag plate, so it can be used as a flap of a near-space aircraft.

[0020] Other features and advantages of the present invention will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and other objects, features and advantages of the present invention will become more apparent through a more detailed description of exemplary embodiments of the present invention in conjunction with the accompanying drawings, wherein like reference numerals generally represent like components throughout the exemplary embodiments of the present invention.

[0022] Figure 1 A schematic structural diagram of a rigid deceleration control device for a near-space vehicle according to an embodiment of the present invention when used as a deceleration structure is shown.

[0023] Figure 2 A schematic structural diagram of a near-space aircraft rigid deceleration control device according to an embodiment of the present invention when used as a flap is shown.

[0024] Figure 3 A partial structural schematic diagram of a driving mechanism of a near-space vehicle rigid deceleration control device according to an embodiment of the present invention is shown.

[0025] Figure 4 A partial structural schematic diagram of a driving mechanism of a near-space vehicle rigid deceleration control device according to an embodiment of the present invention is shown.

[0026] Figure 5 A schematic structural diagram of the deployed state of an inner resistance plate and an outer resistance plate of a near-space aircraft rigid deceleration control device according to an embodiment of the present invention is shown.

[0027] Description of reference numerals:

[0028] 1. Inner resistance plate; 2. Outer resistance plate; 3. First connecting rod; 4. Second connecting rod; 5. First rotating motor; 6. First screw rod; 7. First nut; 8. Second rotating motor; 9. Second screw rod; 10. Second nut; 11. Front compartment; 12. Middle compartment; 13. Rear compartment; 14. First flange; 15. Second flange; 16. Coupling; 17. Bearing retaining ring end cover; 18. Bearing; 19. Third flange; 20. Resistance plate support; 21. Connecting ear; 22. Rotating shaft; 23. Countersunk screw; 24. Head compartment; 25. Load compartment; 26. Motor mounting seat; 27. Connecting part; 28. Connecting seat. DETAILED DESCRIPTION

[0029] The preferred embodiments of the present invention will be described in more detail below. Although the preferred embodiments of the present invention are described below, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to make the present invention more thorough and complete, and to fully convey the scope of the present invention to those skilled in the art.

[0030] like Figure 1 and Figure 2 As shown, the present invention provides a near-space aircraft rigid deceleration control device, which is used to be arranged between the head cabin 24 and the payload cabin 25 of the near-space aircraft, and includes:

[0031] A deceleration control cabin, the outer side of which is provided with a plurality of inner resistance plates 1 and a plurality of outer resistance plates 2 in sequence from the inside to the outside, the plurality of inner resistance plates 1 and the plurality of outer resistance plates 2 are evenly distributed along a circle, and a driving mechanism is provided inside the deceleration control cabin, the driving mechanism is connected to the inner resistance plates 1 and the outer resistance plates 2, and is used to drive the inner resistance plates 1 and the outer resistance plates 2 to open and close.

[0032] Specifically, in order to solve the problem that the deceleration structure of near-space aircraft in the prior art is limited by the installation position and size design, and it is difficult to perform real-time speed regulation and aircraft attitude adjustment; the near-space aircraft rigid deceleration control device provided by the present invention has a modular deceleration control cabin, and the deceleration control cabin can be installed in series between the head cabin 24 and the payload cabin 25, overcoming the space constraint of the fairing and avoiding the limitation of the installation position and size design; the deceleration control device is arranged by a plurality of inner resistance plates 1 and a plurality of outer resistance plates 2 arranged in sequence from the inside to the outside on its outside and an internal driving mechanism, and the driving mechanism can drive the plurality of inner resistance plates 1 and the plurality of outer resistance plates 2 to open and close. When in the closed state, it has little effect on the aerodynamic shape of the aircraft, and when in the unfolded state, it can increase the flight resistance. By controlling the opening and closing angles of the inner drag plate 1 and the outer drag plate 2, the deceleration rate can be controlled in real time, and the deceleration structure of a near-space aircraft can be used; the design of multiple inner drag plates 1 and multiple outer drag plates 2 forms a double-layer petal-like layout. When closed, the inner drag plates 1 and the outer drag plates 2 are close to the outside of the deceleration control cabin. After unfolding, the inner drag plates 1 and the outer drag plates 2 are stacked and unfolded to form a smoother skirt-like configuration. While ensuring the drag increase and deceleration effect, a certain longitudinal maneuverability is retained, and a certain lift-to-drag ratio is provided, which can maximize the use of the kinetic energy and potential energy provided by the aircraft and enrich the load flight envelope; if the driving mechanism controls the differential unfolding of multiple outer drag plates 2, the attitude of the aircraft can be controlled by controlling the opening and closing angles of each outer drag plate 2, and the aircraft can be used as a flap of a near-space aircraft.

[0033] Furthermore, the plurality of inner resistance plates 1 and the plurality of outer resistance plates 2 are evenly distributed along the circumference of the deceleration control cabin, and a plurality of driving mechanisms are arranged inside the deceleration control cabin, and the driving mechanisms are independently connected to the inner resistance plates 1 and the outer resistance plates 2, and can independently drive the inner resistance plates 1 and the outer resistance plates 2 to open and close respectively; the plurality of inner resistance plates 1 and the plurality of outer resistance plates 2 are driven by the driving mechanisms, and when the driving mechanisms drive the opening and closing of each outer resistance plate 2 in a unified manner, the near-space aircraft rigid deceleration control device can be used as a deceleration structure of the aircraft, and when the driving mechanisms independently drive the opening and closing of each outer resistance plate 2, the near-space aircraft rigid deceleration control device can be used as a flap of the aircraft.

[0034] In this embodiment, the inner resistance plate 1 and the outer resistance plate 2 are both arc-shaped plates. The shape of the inner resistance plate 1 matches the shape of the outer wall of the deceleration control cabin wrapped by the inner resistance plate 1. The inner resistance plates 1 and the outer resistance plates 2 are alternately arranged along the outer periphery of the deceleration control cabin. Two adjacent inner resistance plates 1 are at least partially wrapped by an outer resistance plate 2. The shape of the outer resistance plate 2 matches the shape of the outer surface of the inner resistance plate 1 wrapped by the outer resistance plate 2.

[0035] In this embodiment, five inner resistance plates 1 and five outer resistance plates 2 are provided respectively.

[0036] Optionally, the driving mechanism includes a first driving mechanism and a second driving mechanism, and the first driving mechanism and the second driving mechanism are connected to the inner resistance plate 1 and the outer resistance plate 2 respectively.

[0037] Specifically, the inner resistance plate 1 and the outer resistance plate 2 are independently driven by the first driving mechanism and the second driving mechanism respectively, and the opening and closing of the outer resistance plate 2 and the opening and closing of the inner resistance plate 1 can be controlled separately.

[0038] Optionally, one end of the inner resistance plate 1 is rotationally connected to the front end of the deceleration control cabin, the first driving mechanism includes a first linear motion component and a first connecting rod 3, one end of the first connecting rod 3 is rotationally connected to the first linear motion component, the other end of the first connecting rod 3 is rotationally connected to the middle part of the inner resistance plate 1, one end of the outer resistance plate 2 is rotationally connected to the front end of the deceleration control cabin, the second driving mechanism includes a second linear motion component and a second connecting rod 4, one end of the second connecting rod 4 is rotationally connected to the second linear motion component, and the other end of the second connecting rod 4 is rotationally connected to the middle part of the outer resistance plate 2.

[0039] Specifically, a connecting seat 28 is provided in the middle of the inner resistance plate 1 and the outer resistance plate 2, and the first connecting rod 3 and the second connecting rod 4 are rotatably connected to the connecting seat 28. The first driving mechanism and the second driving mechanism both adopt the principle of a crank slider to drive the inner resistance plate 1 and the outer resistance plate 2, and convert the linear motion into the opening and closing motion of the inner resistance plate 1 and the outer resistance plate 2.

[0040] In this embodiment, the first linear motion component includes a first rotating motor 5, the output end of the first rotating motor 5 is connected to a first screw rod 6, a first nut 7 is provided on the first screw rod 6, one end of the first connecting rod 3 is rotatably connected to the first nut 7, and the second linear motion component includes a second rotating motor 8, the output end of the second rotating motor 8 is connected to a second screw rod 9, a second nut 10 is provided on the second screw rod 9, and one end of the second connecting rod 4 is rotatably connected to the second nut 10.

[0041] Specifically, Figure 3 and Figure 4 As shown, the first rotating motor 5 and the second rotating motor 8 can respectively drive the first screw rod 6 and the second screw rod 9 to rotate, and then drive the first nut 7 and the second nut 10 to move along the axial direction of the first screw rod 6 and the second screw rod 9, respectively, and respectively drive the other end of the first connecting rod 3 and the other end of the second connecting rod 4 to move, and then realize the inner resistance plate 1 and the outer resistance plate 2 to be opened or closed by the first connecting rod 3 and the second connecting rod 4 respectively; in this embodiment, such a driving mechanism can realize the unified drive of the opening and closing of each outer resistance plate 2, and the near-space aircraft rigid deceleration control device can be used as a deceleration structure of the aircraft.

[0042] In this embodiment, the first rotating motor 5 and the second rotating motor 8 are respectively arranged at the front end and the rear end of the deceleration control cabin, and the first screw rod 6 and the second screw rod 9 are coaxially arranged.

[0043] Specifically, the output ends of the first rotating motor 5 and the second rotating motor 8 are arranged opposite to each other, and the first screw rod 6 and the second screw rod 9 are both arranged along the axis of the metal speed reduction control cabin.

[0044] In this embodiment, the deceleration control cabin includes a front cabin 11, a middle cabin 12 and a rear cabin 13 which are arranged in sequence from front to rear. The rear cabin 13 and the middle cabin 12 are connected by a first flange 14, and the middle cabin 12 and the front cabin 11 are connected by a second flange 15. The first rotating motor 5 and the second rotating motor 8 are respectively arranged in the rear cabin 13 and the front cabin 11, and the first screw rod 6 and the second screw rod 9 are arranged in the middle cabin 12.

[0045] Specifically, the middle cabin 12 equipped with transmission components is separately arranged from the front cabin 11 and the rear cabin 13 equipped with driving motors. While realizing load transfer in the middle cabin 12, it also serves to isolate the inside and outside of the front cabin 11 and the rear cabin 13. The airtightness of the front cabin 11 and the rear cabin 13 is improved, avoiding airflow leakage to cause complex force and heat problems.

[0046] In this embodiment, the deceleration control cabin is composed of metal cabin sections of a certain thickness, which are connected by flanges to form a front cabin 11, a middle cabin 12, and a rear cabin 13. On the one hand, it is used to realize load transfer and form a force transmission circuit; on the other hand, it is used to protect internal mechanisms and components from the complex flight load environment caused by external airflow interference.

[0047] In this embodiment, the first rotating motor 5 and the second rotating motor 8 are respectively installed on the first flange 14 and the second flange 15 through the motor mounting seat 26, the first rotating motor 5 and the second rotating motor 8 are respectively connected to the first screw rod 6 and the second screw rod 9 through the coupling 16, and bearings 18 are respectively installed in the middle of the first flange 14 and the second flange 15 through the bearing retaining ring end cover 17. One end of the first screw rod 6 and one end of the second screw rod 9 are rotatably connected to the first flange 14 and the second flange 15 through the bearings 18. A third flange 19 is provided in the middle of the intermediate cabin 12, and two bearings 18 are provided in the middle of the third flange 19. The other end of the first screw rod 6 and the other end of the second screw rod 9 are rotatably connected to the third flange 19 through a bearing 18 respectively.

[0048] In this embodiment, if Figure 5As shown, a plurality of resistance plate supports 20 are provided at the front end of the middle cabin 12, and the front ends of the plurality of inner resistance plates 1 and the plurality of outer resistance plates 2 are rotatably connected to the resistance plate supports 20 through connecting ears 21 and rotating shafts 22, and the resistance plate supports 20 are installed on the middle cabin 12 through countersunk screws 23; the first connecting rod 3 and the second connecting rod 4 are also rotatably connected to the connecting parts 27 on the periphery of the first nut 7 and the second nut 10 respectively through the rotating shaft 22.

[0049] In another embodiment, the first linear motion component includes a plurality of first linear motors and a plurality of first linear guides, the first linear moving end of each first linear motor is slidably matched with a first linear guide, and one end of each first connecting rod 3 is rotatably connected with a first linear moving end, and the second linear motion component includes a plurality of second linear motors and a plurality of second linear guides, the second linear moving end of each second linear motor is slidably matched with a second linear guide, and one end of each second connecting rod 4 is rotatably connected with a second linear moving end.

[0050] Specifically, when the near-space aircraft rigid deceleration control device is required to be used as a flap, the first linear motion component adopts multiple first linear motors and multiple first linear guides, and the second linear motion component adopts multiple second linear motors and multiple second linear guides, so that each first connecting rod 3 and each second connecting rod 4 can be controlled relatively independently, thereby realizing independent driving of the opening and closing of each outer resistance plate 2. When the opening and closing angles of the multiple outer resistance plates 2 are inconsistent, the aerodynamic force exerted on the aircraft will produce differences in the corresponding directions. According to this principle, the pitch and yaw posture of the aircraft can be controlled. At the same time, the opening and closing angles of the outer resistance plates and the inner resistance plates can also control the deceleration of the aircraft.

[0051] In another embodiment, the deceleration control cabin includes a front cabin 11, a middle cabin 12 and a rear cabin 13 which are arranged in sequence from front to rear, the rear cabin 13 and the middle cabin 12 are connected by a first flange 14, the middle cabin 12 and the front cabin 11 are connected by a second flange 15, the first linear motor and the second linear motor are respectively arranged in the rear cabin 13 and the front cabin 11, the first linear moving end and the second linear moving end respectively pass through the first flange 14 and the second flange 15 and extend into the middle cabin 12.

[0052] Specifically, when the first linear motion component adopts multiple first linear motors and multiple first linear guides, and the second linear motion component adopts multiple second linear motors and multiple second linear guides, the deceleration control cabin can still be arranged in a compartment-segmented manner, and the first linear motor and the second linear motor can be respectively arranged in relatively independent rear cabin 13 and front cabin 11.

[0053] The present invention also provides an aircraft, comprising:

[0054] Head cabin 24 and payload cabin 25;

[0055] The above-mentioned rigid deceleration control device for near-space aircraft is connected between the head cabin 24 and the payload cabin 25 .

[0056] Specifically, the head cabin 24 is a universal wave-transmitting head cover, which can be used to install target detection and guidance systems such as seekers; the front cabin 11 and the rear cabin 13 can be used to install attitude sensors, power batteries, controllers, drivers and other attitude sensing, power distribution and control equipment related to the deceleration and control system; the middle cabin 12 can be used to install transmission equipment such as inner resistance plates 1, outer resistance plates 2, rotating motors or linear motors, linear guide pairs, screw nut pairs, shaft support parts, etc.; the payload cabin 25 can be customized according to mission requirements, carrying different payloads to complete different tasks such as reconnaissance, strike, targeting, damage assessment, etc.

[0057] Furthermore, the deceleration control cabin adopts a modular design and can be replaced as a whole to the mission aircraft according to mission requirements. The cabin body, that is, the outer shell of the deceleration control cabin serves as the carrier of the driving mechanism and the deployment mechanism.

[0058] In this embodiment, the front cabin 11 is connected to the head cabin 24 , and the rear cabin 13 is connected to the load cabin 25 .

[0059] Optionally, the head cabin 24 and the payload cabin 25 are respectively connected to the deceleration control cabin through mounting flanges, and the front end of the deceleration control cabin is connected to the upper stage fairing through explosive bolts.

[0060] Specifically, different cabins of the aircraft are connected to the deceleration control cabin through mounting flanges, and the front end surface of the deceleration control cabin is connected to the upper stage fairing through explosive bolts. Take one flight as an example: when the aircraft reaches a preset altitude and speed after launch, the explosive bolts work, the fairing separates, and the deceleration control cabin pulls the aircraft out; multiple inner resistance plates 1 and multiple outer resistance plates 2 can be driven by a driving mechanism in the deceleration control cabin, and the inner resistance plates 1 and the outer resistance plates 2 can realize an opening action of a set angle, so that the upper stage of the cone-column configuration is transformed into a cone-column-skirt configuration, so that the aircraft still has a certain gliding ability after deceleration, and at the same time, the rigid deceleration structure can be used as a flap to become an integral part of the aircraft to maneuver the aircraft and adjust the aircraft's attitude.

[0061] The embodiments of the present invention have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments.

Claims

1. A near-space aircraft rigid deceleration control device, used to be arranged between the head cabin and the payload cabin of the near-space aircraft, characterized in that: include: A deceleration control cabin, wherein a plurality of inner resistance plates and a plurality of outer resistance plates are sequentially arranged on the outside of the deceleration control cabin from the inside to the outside, and the plurality of inner resistance plates and the plurality of outer resistance plates are evenly distributed along a circle, and a driving mechanism is arranged inside the deceleration control cabin, and the driving mechanism is connected to the inner resistance plates and the outer resistance plates, and is used to drive the inner resistance plates and the outer resistance plates to open and close.

2. The near-space aircraft rigid deceleration control device according to claim 1, characterized in that: The driving mechanism comprises a first driving mechanism and a second driving mechanism, and the first driving mechanism and the second driving mechanism are connected to the inner resistance plate and the outer resistance plate respectively.

3. The near-space aircraft rigid deceleration control device according to claim 2, characterized in that: One end of the inner resistance plate is rotationally connected to the front end of the deceleration control cabin, the first driving mechanism includes a first linear motion component and a first connecting rod, one end of the first connecting rod is rotationally connected to the first linear motion component, the other end of the first connecting rod is rotationally connected to the middle part of the inner resistance plate, one end of the outer resistance plate is rotationally connected to the front end of the deceleration control cabin, the second driving mechanism includes a second linear motion component and a second connecting rod, one end of the second connecting rod is rotationally connected to the second linear motion component, and the other end of the second connecting rod is rotationally connected to the middle part of the outer resistance plate.

4. The near-space aircraft rigid deceleration control device according to claim 3, characterized in that: The first linear motion component includes a first rotating motor, an output end of the first rotating motor is connected to a first screw rod, a first nut is provided on the first screw rod, one end of the first connecting rod is rotatably connected to the first nut, and the second linear motion component includes a second rotating motor, an output end of the second rotating motor is connected to a second screw rod, a second nut is provided on the second screw rod, and one end of the second connecting rod is rotatably connected to the second nut.

5. The near-space aircraft rigid deceleration control device according to claim 4, characterized in that: The first rotating motor and the second rotating motor are respectively arranged at the front end and the rear end of the deceleration control cabin, and the first screw rod and the second screw rod are coaxially arranged.

6. The near-space aircraft rigid deceleration control device according to claim 5, characterized in that: The deceleration control cabin includes a front cabin, a middle cabin and a rear cabin arranged in sequence from front to rear, the rear cabin and the middle cabin are connected by a first flange, the middle cabin and the front cabin are connected by a second flange, the first rotating motor and the second rotating motor are respectively arranged in the rear cabin and the front cabin, and the first screw rod and the second screw rod are arranged in the middle cabin.

7. The near-space aircraft rigid deceleration control device according to claim 3, characterized in that: The first linear motion component includes a plurality of first linear motors and a plurality of first linear guides, the first linear moving end of each of the first linear motors slidingly cooperates with one of the first linear guides, and one end of each of the first connecting rods is rotatably connected to one of the first linear moving ends, and the second linear motion component includes a plurality of second linear motors and a plurality of second linear guides, the second linear moving end of each of the second linear motors slidingly cooperates with one of the second linear guides, and one end of each of the second connecting rods is rotatably connected to one of the second linear moving ends.

8. The near-space aircraft rigid deceleration control device according to claim 7, characterized in that: The deceleration control cabin includes a front cabin, a middle cabin and a rear cabin which are arranged in sequence from front to rear, the rear cabin and the middle cabin are connected by a first flange, the middle cabin and the front cabin are connected by a second flange, the first linear motor and the second linear motor are respectively arranged in the rear cabin and the front cabin, the first linear moving end and the second linear moving end respectively pass through the first flange and the second flange and extend into the middle cabin.

9. An aircraft, characterized in that: include: Head compartment and payload compartment; The near-space aircraft rigid deceleration control device according to any one of claims 1-8, wherein the near-space aircraft rigid deceleration control device is connected between the head cabin and the payload cabin.

10. The aircraft according to claim 9, characterized in that The head cabin and the load cabin are connected to the deceleration control cabin through mounting flanges respectively, and the front end of the deceleration control cabin is connected to the upper stage fairing through explosive bolts.

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