Folding type pneumatic stabilizing device

Abstract

The invention discloses a folding type pneumatic stabilizing device, and particularly relates to the field of aviation. Comprising a connecting hinge; the rolling electric push cylinder is rotationally connected to the connecting hinge; the rolling crank is rotationally connected to the rolling electric push cylinder; the main wing is rotationally connected to the rolling crank; the driving motor is arranged in the main wing; the first-stage transmission gear is arranged on the driving motor; the second-stage transmission gear is meshed with the first-stage transmission gear; the aileron is rotationally connected with the end part of the main wing; the connecting shaft block is arranged on the aileron; the folding driving piece is in sliding connection with the connecting shaft block; and the folding locking mechanism is used for locking and unlocking the folding driving piece. By the adoption of the technical scheme, the requirement for providing lift force can be met, adjustment can be carried out according to the external environment, and in addition, the whole wings on the two sides can cope with various complex working conditions through differential adjustment.

Description

Technical Field

[0001] This invention relates to the field of aviation, and in particular to a foldable aerodynamic stabilization device. Background Technology

[0002] In the aviation field, rigid aerial refueling technology uses a dedicated tanker aircraft as a carrier and a retractable rigid strafe system to transfer fuel to receiver aircraft such as fighter jets and bombers. The core objective is to efficiently complete fuel replenishment, significantly extend the range and loiter time of the receiver aircraft, and improve its air combat radius and mission sustainability.

[0003] Rigid boom refueling technology is a core high-end technology in the modern aviation refueling field. With its advantages of high fuel transfer efficiency, strong docking stability, and outstanding resistance to airflow interference, it has become a key focus of aviation technology research in various countries. Compared to hose-and-drogue refueling, rigid boom refueling, relying on the precise control characteristics of its rigid structure, can achieve higher fuel transfer rates and is better suited to the rapid replenishment needs of large military aircraft and stealth fighters, effectively improving the coordination efficiency of air combat systems. As modern air warfare develops towards long-range and high-efficiency capabilities, rigid boom refueling technology, as a key support for expanding the strategic projection capabilities of air power, has become a focal point of international aviation technology competition.

[0004] Currently, the design of aerodynamic stabilization devices in rigid aerial refueling technology faces numerous unresolved issues. Traditional aerodynamic stabilization devices employ an integrated rigid structure, which, while providing some stability during refueling, is extremely inefficient in terms of transportation and storage. Their large size occupies significant space during transport, hindering efficient mass transport, which severely impacts the rapid deployment capability of aerial refueling systems in the time- and space-critical environment of modern warfare. While existing modular and detachable design improvements attempt to address transportation challenges, the complex assembly and disassembly processes require specialized personnel and rely on specific equipment. Furthermore, the mechanical connections are prone to loosening and other reliability issues over long-term use, greatly limiting their practical application. Additionally, traditional aerodynamic stabilization devices can only coordinate the adjustment of the angle of attack, failing to generate different lift on each side under specific operating conditions.

[0005] Given these limitations, researchers have begun to seek a new type of aerodynamic stabilization device—a foldable aerodynamic stabilization device—to replace the traditional integrated aerodynamic stabilization device. Therefore, there is an urgent need to design a novel foldable aerodynamic stabilization device. Summary of the Invention

[0006] This invention aims to provide a foldable pneumatic stabilizing device that solves the problem that traditional pneumatic stabilizing devices can only adjust the angle of attack and cannot generate different lift on both sides. Compared with traditional technology, it also has a folding function, which can reduce the space occupied when not in operation.

[0007] To achieve the above objectives, the technical solution of the present invention is as follows: A foldable pneumatic stabilizing device, comprising:

[0008] A connecting hinge, which is mounted on the aircraft;

[0009] A rolling electric pusher cylinder, wherein the rolling electric pusher cylinder is rotatably connected to a connecting hinge;

[0010] A rolling crank, which is rotatably connected to the free end of a rolling electric thrust cylinder, and which is rotatably connected to the aircraft;

[0011] The main wing is rotatably connected to the end of a rolling crank;

[0012] A drive motor, wherein the drive motor is disposed within the main wing;

[0013] A primary transmission gear, wherein the primary transmission gear is mounted on the drive motor;

[0014] A secondary transmission gear is rotatably connected inside the main wing, and the secondary transmission gear meshes with the primary transmission gear;

[0015] Aileron, which is rotatably connected to the end of the main wing;

[0016] A connecting shaft block, which is mounted on the aileron;

[0017] A folding drive component, one end of which is slidably connected to a connecting shaft block, and the other end of which is rotatably connected to the main wing, and the folding drive component is provided with driven teeth that mesh with a secondary power transmission gear;

[0018] A folding locking mechanism is used for locking and unlocking the folding drive component.

[0019] Furthermore, the folding locking mechanism includes a locking electric cylinder mounted on the main wing. The locking electric cylinder is connected to a force transmission push rod via a shaft pin. The end of the force transmission push rod is provided with a locking slider. The locking slider is slidably connected inside the main wing. A limiting block is provided on one side of the locking slider. A connecting shaft is provided inside the aileron. A limiting groove that cooperates with the limiting block is opened on the connecting shaft.

[0020] Furthermore, the main wing is provided with an upper plate and a lower plate, and the locking slider is slidably connected between the upper plate and the lower plate.

[0021] Furthermore, both the main wing and the aileron are composed of longitudinally distributed multi-level wing ribs, the wing ribs are bolted to transversely distributed multi-level wing spars, the wing ribs are bolted to multiple stringers, and the wing skin is riveted together to the wing ribs and stringers.

[0022] Furthermore, it also includes a follower cap mechanism, which includes a primary and secondary crank that is rotatably connected to the main wing. The lower end of the primary and secondary crank is bolted to the follower cap, and the end of the primary and secondary crank is rotatably connected to the secondary follower crank. The other end of the secondary follower crank is rotatably connected to the aileron via a pin.

[0023] Compared with existing technologies, the beneficial effects of this solution are:

[0024] 1. This design employs a partially perforated, multi-level rib and spars staggered layout structure, with stringers reinforcing the overall structural strength. Furthermore, the wing skin utilizes carbon fiber. This lightweight structural design ensures structural strength while reducing overall weight, further improving ease of transport and use.

[0025] 2. The uniquely designed follow-up cover mechanism used in this solution can effectively prevent the skin of the main and ailerons from going through the mold during the folding and unfolding process, thus ensuring the stability and reliability of the overall wing configuration.

[0026] 3. This solution uses multiple folding drive components and has made targeted reinforcements to make the main and ailerons more reliable, stronger, and more resistant to interference during the folding and unfolding process.

[0027] 4. The independent rolling electric thrusters on both sides in this scheme can not only make the main and ailerons move in coordination, but also control the extension and retraction of the rolling electric thrusters individually to achieve different angle of attack requirements. Compared with the traditional scheme, this scheme can be applied to a variety of different working conditions.

[0028] 5. In this solution, the locking electric cylinder and the force transmission push rod drive the locking slider to slide. The locking slider and the upper limit groove of the connecting shaft can achieve quick unlocking and locking. In addition, the limit block on the locking slider increases the contact area with the limit groove, which can greatly improve the ability of the locked state to resist external interference and extend the service life of this solution.

[0029] 6. In this design, the inner-large-outer-small limit block on the locking slider and the outer-large-inner-small limit groove on the connecting shaft make it easier for the main and auxiliary wings to unlock and lock, avoiding jamming. Attached Figure Description

[0030] Figure 1 This is a schematic diagram of the unfolded state of a novel foldable pneumatic stabilizing device according to the present invention.

[0031] Figure 2 This is a schematic diagram of the folded state of a novel foldable pneumatic stabilizing device according to the present invention.

[0032] Figure 3 This is a schematic diagram of a novel foldable pneumatic stabilizing device of the present invention with the skin removed in a folded state.

[0033] Figure 4 yes Figure 3 A magnified view of a portion of point A in the middle;

[0034] Figure 5 This is a schematic diagram of a novel foldable pneumatic stabilizing device of the present invention that is not locked when deployed;

[0035] Figure 6 This is a schematic diagram of the locking mechanism of a novel foldable pneumatic stabilizing device of the present invention when it is unfolded.

[0036] The reference numerals in the accompanying drawings include: first fixed base 1, rolling crank 2, rolling electric push cylinder 3, connecting hinge 4, rotating shaft 5, locking electric push cylinder 6, force transmission push rod 7, locking slider 8, upper plate 9, lower plate 10, second fixed base 11, drive motor 12, first-stage transmission gear 13, gear shaft 14, second-stage transmission gear 15, transmission shaft 16, folding drive component 17, connecting shaft block 18, connecting shaft 19, main driven crank 20, follower cover 21, secondary driven crank 22, secondary wing beam 23, main wing beam 24, wing rib 25, stringer 26, skin 27, limiting block 28, limiting groove 29, mounting bracket 30. Detailed Implementation

[0037] The present invention will be further described in detail below through specific embodiments:

[0038] Example

[0039] like Figures 1 to 6 As shown, a foldable pneumatic stabilizing device includes:

[0040] The connecting hinge 4 is bolted to the mounting bracket 30, which is fixedly mounted on the aircraft.

[0041] The end of the rolling electric push cylinder 3 is rotatably connected to the connecting hinge 4 via a pin.

[0042] A rolling crank 2 has one end rotatably connected to the free end of a rolling electric actuator 3 via a pin, and the other end rotatably connected to a first fixed base 1, which is bolted to a mounting bracket 30. A through hole is formed in the center of the first fixed base 1, through which a rotating shaft passes. One end of the rotating shaft is connected to the end of the rolling crank 2, and the other side of the rotating shaft is bolted to a rib on the main wing. In this design, the working mode of the rolling electric actuator 3 and the rolling crank 2 allows for real-time adjustment of the angle of attack of the aerodynamic stabilizing device, greatly improving the device's motion accuracy.

[0043] The main wing is rotatably connected to a rotating shaft. The main wing consists of longitudinally distributed multi-level ribs, with transversely distributed multi-level main wing spars bolted between adjacent ribs. Both the ribs and main wing spars employ a hollow structure, significantly reducing structural mass. Multiple stringers 26 are bolted between the ribs and main wing spars, greatly enhancing the structural strength of the main wing. Wing skin 27 is riveted to both the ribs and stringers 26. Two spaced-apart second fixed bases 11 are bolted to the ends of the main wing spars. Each second fixed base 11 has a rotating shaft 5 hole that mates with the gear shaft 14 and drive shaft 16. Simultaneously, an upper plate 9 and a lower plate 10 are bolted to the second fixed base 11.

[0044] The drive motor 12 is bolted inside the main wing and is electrically connected to a controller. The controller can control the switching on and off of the drive motor 12 and the required rotation angle.

[0045] The primary transmission gear 13 is screwed onto the output shaft of the drive motor 12.

[0046] Four secondary transmission gears 15 are keyed together to a gear shaft 14. The gear shaft 14 is rotatably connected to the shaft 5 holes on two second fixed bases 11 inside the main wing. The secondary transmission gears 15 at the ends mesh with the primary transmission gears 13. This embodiment adopts a multi-stage transmission gear design method, which can further improve the output torque of the drive motor 12 and provides a new design method for situations where conventional motors cannot meet the usage requirements due to limited design space.

[0047] The aileron is rotatably connected to the end of the main wing. The aileron consists of longitudinally distributed multi-level ribs, with transversely distributed multi-level aileron spars 23 bolted between adjacent ribs. Multiple stringers 26 are bolted between adjacent ribs, and wing skin 27 is riveted to both the ribs and stringers 26. In this embodiment, the aileron spars 23 and ribs employ a hollow structure, and the skin 27 is made of ultra-light carbon fiber, resulting in a structure that is not only stronger but also lighter.

[0048] Four connecting shafts, each consisting of 19 blocks, are evenly distributed on the ribs of the aileron and bolted to the ribs. Each connecting shaft, each consisting of 19 blocks, has a groove.

[0049] Four folding drive components 17 are provided, with one end of each component connected to a drive shaft 16 via a bushing. The drive shaft 16 is connected to a pivot hole 5 between two second fixed bases 11 on the main wing. Each folding drive component 17 has a driven tooth that meshes with a secondary power transmission gear. The other ends of the four folding drive components 17 are slidably connected to the grooves of corresponding connecting shaft blocks 18. The ends of the four connecting shaft blocks 18 are connected to a connecting shaft 19 via screws. The two second fixed bases 11 are rotatably connected to the connecting shaft 19 via bushings. The contact between the connecting shaft 19 and the inner side of the folding drive component 17 is a line contact, which effectively reduces the friction between the components.

[0050] The follower cover mechanism is rotatably connected between the main wing and the aileron. The follower cover mechanism includes two master and slave cranks 20, each rotatably connected to the outer side of a corresponding second fixed base 11. The lower end of each master and slave crank 20 is bolted to a follower cover 21. The end of each master and slave crank 20 is rotatably connected to a slave crank 22 via a pin. The right sides of the two slave cranks 22 are rotatably connected to corresponding connecting shaft blocks 18 via pins. Since the folding connection of the main wing and ailerons causes some wing skin 27 to overlap, the follower cover 21 mechanism effectively avoids this problem. The ingenious aspect of this mechanism is that it requires no power unit; it passively follows the movement as the wing folds and unfolds.

[0051] A folding locking mechanism is used to lock and unlock the folding drive component 17. In this embodiment, the folding locking mechanism includes a locking electric cylinder 6 mounted on the main wing. The locking electric cylinder 6 is connected to a force transmission rod 7 via a shaft pin. The end of the force transmission rod 7 is provided with a locking slider 8, which is slidably connected between the upper plate 9 and the lower plate 10. A limiting block 28 is provided on one side of the locking slider 8. The limiting block 28 is trapezoidal in shape. A limiting groove 29 that cooperates with the limiting block 28 is provided on the connecting shaft 19. By means of the mutual limiting relationship between the limiting block 28 and the limiting groove 29, the contact area with the connecting shaft 19 can be greatly increased, which can significantly improve the ability to resist external interference in the locked state, increase the strength of the mechanism, and extend the service life of the mechanism. The force provided by the locking electric cylinder 6 can be transmitted further through the electric cylinder force transmission rod, which greatly improves the situation where force cannot be transmitted due to limited space.

[0052] Furthermore, the aerodynamic stabilization device in this embodiment consists of a symmetrical structure on both the left and right sides. The two parts can work independently without interfering with each other, and can adjust the angle of attack of the two parts at different times. This embodiment solves the problem that the main wings and ailerons on both sides of the traditional aerodynamic stabilization device can only work synchronously and cannot work differentially, which greatly improves the aircraft's adjustment capability under complex conditions and makes the aircraft itself stable.

[0053] The working process of this embodiment is as follows:

[0054] From non-working state to working state:

[0055] The rolling electric actuator 3 is activated, which pushes the end of the rolling crank 2 to rotate around the rotating shaft in the first fixed base 1. The rolling electric actuator 3 stops working after the push rod on the rolling electric actuator 3 extends to the length corresponding to the working state. At the same time, the locking electric actuator 6 is activated. After the locking electric actuator 6 is activated, it reciprocates to drive the force transmission push rod 7 to move. The force transmission push rod 7 can drive the locking slider 8 to slide backward between the upper plate 9 and the lower plate 10, so that the limiting block 28 on the locking slider 8 slides out of the limiting groove 29 on the connecting shaft 19, thereby completing the unlocking of the wing. Subsequently, the drive motor 12 is powered on and begins to work. After the drive motor 12 rotates, it drives the first-stage transmission gear 13 to rotate. After the first-stage transmission gear 13 rotates, it drives the second-stage transmission gear 15 to rotate. The second-stage transmission gear 15 drives the folding drive component 17 to rotate around the transmission shaft 16 through the meshing teeth. The end of the folding drive component 17 slides in the groove of the connecting shaft block 18 using a pin, thereby driving the aileron to rotate around the connecting shaft 19. When it is fully unfolded to the predetermined rotation angle, the controller controls the drive motor 12 to stop working. Then, the locking electric push cylinder 6 is activated. After the locking electric push cylinder 6 is activated, it extends and drives the force transmission push rod 7. The force transmission push rod 7 drives the locking slider 8 to slide forward between the upper plate 9 and the lower plate 10, so that the limit block 28 on the locking slider 8 slides into the trapezoidal limit groove 29 on the connecting shaft 19, thereby completing the locking of the wing, that is, the aerodynamic stabilization device reaches the working state.

[0056] From working status to non-working status:

[0057] The locking electric cylinder 6 is activated. After activation, the locking electric cylinder 6 moves the force transmission push rod 7 through reciprocating motion. The force transmission push rod 7 can drive the locking slider 8 to slide backward between the upper plate 9 and the lower plate 10, so that the limiting block 28 on the locking slider 8 slides out of the limiting groove 29 on the connecting shaft 19, thereby completing the unlocking of the wing. Subsequently, the drive motor 12 is energized and begins to rotate in the opposite direction. After the drive motor 12 rotates, it drives the first-stage transmission gear 13 to rotate. The first-stage transmission gear 13 rotates, which in turn drives the second-stage transmission gear 15 to rotate. The second-stage transmission gear 15 drives the folding drive component 17 to rotate around the transmission shaft 16 through the meshing teeth. The end of the folding drive component 17 slides in the groove of the connecting shaft block 18 through the pin, thereby driving the aileron to rotate around the connecting shaft 19. When the wing is fully folded to the predetermined rotation angle, the controller stops the drive motor 12. Then, the locking electric push cylinder 6 is activated. After the locking electric push cylinder 6 is activated, it extends to drive the force transmission push rod 7 to move. The force transmission push rod 7 drives the locking slider 8 to slide forward between the upper plate 9 and the lower plate 10, so that the limit block 28 on the locking slider 8 slides into the limit groove 29 on the connecting shaft 19, thereby completing the locking of the wing. At the same time, the rolling electric push cylinder 3 is activated. After the rolling electric push cylinder 3 is activated, it pushes the end of the rolling crank 2 to rotate around its tail rotation axis in the first fixed base 1. After the push rod on the rolling electric push cylinder 3 retracts to the length of the corresponding state, the rolling electric push cylinder 3 stops working, that is, the aerodynamic stabilization device enters the non-working state.

[0058] The above are merely embodiments of the present invention, and common knowledge such as specific structures and / or characteristics in the solutions are not described in detail here. It should be noted that those skilled in the art can make various modifications and improvements without departing from the structure of the present invention, and these should also be considered within the scope of protection of the present invention. These modifications and improvements will not affect the effectiveness of the implementation of the present invention or the practicality of the patent. The scope of protection claimed in this application should be determined by the content of its claims, and the specific embodiments described in the specification can be used to interpret the content of the claims.

Claims

1. A foldable pneumatic stabilizing device, characterized in that, include: A connecting hinge (4) is provided on the aircraft; A rolling electric push cylinder (3) is rotatably connected to a connecting hinge (4); Rolling crank (2), which is rotatably connected to the free end of rolling electric cylinder (3), and is rotatably connected to the aircraft; The main wing is rotatably connected to the end of the rolling crank (2); A drive motor (12) is disposed inside the main wing; A primary transmission gear (13) is mounted on a drive motor (12); A secondary transmission gear (15) is rotatably connected inside the main wing, and the secondary transmission gear (15) meshes with a primary transmission gear (13); Aileron, which is rotatably connected to the end of the main wing; A connecting shaft block (18) is provided on the aileron; Folding drive (17), one end of which is slidably connected to the connecting shaft block (18), and the other end of which is rotatably connected to the main wing, and the folding drive (17) is provided with driven teeth that mesh with the secondary power transmission gear; A folding locking mechanism is used for locking and unlocking the folding drive (17).

2. The foldable pneumatic stabilizing device according to claim 1, characterized in that: The folding locking mechanism includes a locking electric cylinder (6) mounted on the main wing. The locking electric cylinder (6) is connected to a force transmission push rod (7) via a shaft pin. The end of the force transmission push rod (7) is provided with a locking slider (8). The locking slider (8) is slidably connected inside the main wing. A limiting block (28) is provided on one side of the locking slider (8). A connecting shaft (19) is provided inside the aileron. A limiting groove (29) that cooperates with the limiting block (28) is opened on the connecting shaft (19).

3. A foldable pneumatic stabilizing device according to claim 2, characterized in that: The main wing is provided with an upper plate (9) and a lower plate (10), and the locking slider (8) is slidably connected between the upper plate (9) and the lower plate (10).

4. A foldable pneumatic stabilizing device according to claim 1, characterized in that: Both the main wing and the aileron are composed of longitudinally distributed multi-level wing ribs (25), the wing ribs (25) are bolted to transversely distributed multi-level wing spars, the wing ribs (25) are bolted to multiple stringers (26), and the wing ribs (25) and stringers (26) are riveted together to the wing skin (27).

5. A foldable pneumatic stabilizing device according to any one of claims 1-4, characterized in that: It also includes a follower cap mechanism, which includes a primary and secondary crank (20) rotatably connected to the main wing. The lower end of the primary and secondary crank (20) is bolted to a follower cap (21), and the end of the primary and secondary crank (20) is rotatably connected to a secondary follower crank (22). The other end of the secondary follower crank (22) is rotatably connected to the aileron via a pin.

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