A multi-mode driven anti-blast baffle device for the bottom of a ducted aircraft

Abstract

The application discloses a multi-mode driving anti-blast baffle device for the bottom of a ducted aircraft, which comprises a left baffle, a right baffle, a motor driving mechanism, a landing gear transmission mechanism, a left baffle overturning mechanism and a right baffle overturning mechanism. The motor driving mechanism comprises a motor, a first speed reducer and two second speed reducers. The first speed reducer is connected with the two second speed reducers through third and fourth clutches respectively. The two second speed reducers are connected with the left baffle overturning mechanism and the right baffle overturning mechanism respectively. The landing gear transmission mechanism comprises two worms. The two worms are connected with the two second speed reducers through first and second clutches respectively. The two worms are respectively engaged with a worm wheel. The application can realize the selective engagement and separation of different power sources to the left and right baffle driving mechanisms by controlling the on-off of different clutches, so that the left and right baffles can realize independent opening, synchronous opening, differential opening angle adjustment and sequential composite control of linkage first and fine adjustment later.

Description

Technical Field

[0001] This invention relates to the field of aircraft auxiliary protection devices and mechanical transmission control technology, specifically to a multi-mode driven anti-blowout baffle device for the bottom of a ducted aircraft. Background Technology

[0002] Ductless jet aircraft, with their compact structure, low noise, and high aerodynamic efficiency, are increasingly widely used in low-altitude operations, emergency rescue, and medical transport. Unlike conventional fixed-wing aircraft and open-rotor aircraft, ducted jet aircraft rely on ducted fans to generate high-speed downwash airflow to obtain lift. During takeoff, landing, hovering near the ground, ground parking, and personnel boarding / disembarking, as well as casualty transport, the high-speed downwash airflow can easily stir up dust, sand, and debris from the ground. This can not only cause physical harm to ground workers and those boarding / disembarking, but also affect the safety of the aircraft's power system and onboard equipment. It may even interfere with normal operations in the mission area, bringing additional risks to rescue and transport missions.

[0003] To mitigate the adverse effects of downwash airflow, some ducted aircraft have begun to incorporate protective baffles at their bottom. However, existing bottom baffle devices mostly employ traditional designs with a single power source, resulting in significant functional limitations: they can only achieve synchronized overall baffle movement or very limited unilateral movement, failing to simultaneously address multiple requirements such as automatic baffle deployment linked to the landing gear, precise angle adjustment of the baffle's opening after deployment, and the coexistence of independent and synchronized control of the left and right baffles. Especially in typical scenarios such as medical rescue stretcher transport, unilateral personnel boarding and disembarking, and operations in complex ground environments, actual operations often require the baffles to adjust their protective state according to the mission's direction of travel and personnel entry / exit directions, achieving unilateral priority protection or bilateral differential protection. Existing devices are completely incapable of meeting these flexible protection needs.

[0004] Therefore, there is an urgent need in the field for a multi-mode drive anti-blowout baffle device that combines automatic landing gear linkage with fine motor angle adjustment at the bottom of ducted aircraft. Summary of the Invention

[0005] This invention aims to overcome the shortcomings of the prior art and provide a multi-mode driven anti-blowout baffle device for the bottom of ducted aircraft. The landing gear drive mechanism and the motor drive mechanism are set on the same set of baffle actuators. By controlling the on and off of four clutches, the selective engagement and disengagement of different power sources to the left and right baffle drive mechanisms can be achieved. This allows the left and right baffles to achieve independent opening, synchronous opening, differential opening angle adjustment, and sequential compound control of linkage followed by fine adjustment, so as to meet the three requirements of automatic linkage, flexible control and reliable protection.

[0006] To achieve the above objectives, the present invention provides a multi-mode driven anti-blowing baffle device for the bottom of a ducted jet aircraft, comprising a left baffle, a right baffle, a motor drive mechanism, a landing gear transmission mechanism, a left baffle flipping mechanism, and a right baffle flipping mechanism. The left and right baffles are respectively hinged to the left and right sides of the bottom of the ducted jet aircraft fuselage. The motor drive mechanism includes a motor, a first reducer, and two second reducers. The input shaft of the first reducer is mounted on the output shaft of the motor. The two output shafts of the first reducer are respectively connected to the two second reducers via a third clutch and a fourth clutch. The output shafts are connected to the left baffle tilting mechanism and the right baffle tilting mechanism via a second transmission shaft, respectively. The left baffle tilting mechanism and the right baffle tilting mechanism are used to drive the left baffle and the right baffle to tilt. The landing gear transmission mechanism includes a left worm and a right worm. One end of the left worm and the right worm are connected to the two second reducers via a first clutch and a second clutch, respectively. The other end of the left worm and the right worm are respectively engaged with a worm wheel. The two worm wheels can rotate synchronously with the landing gear deployment or retraction, thereby driving the left baffle and / or the right baffle to perform deployment or closure actions.

[0007] Furthermore, the two output shafts of the first reducer are respectively connected to the driving ends of the third clutch and the fourth clutch, and the driven ends of the third clutch and the fourth clutch are respectively connected to the first input shafts of the two second reducers through a first transmission shaft; one end of the left worm and one end of the right worm are respectively connected to the driving ends of the first clutch and the second clutch, and the driven ends of the first clutch and the second clutch are respectively connected to the second input ends of the two second reducers through a third transmission shaft.

[0008] Furthermore, both the left baffle flipping mechanism and the right baffle flipping mechanism include a lead screw and a first baffle connecting assembly. Two lead screw support seats are rotatably mounted on the lead screw, and the two lead screw support seats are fixedly disposed at the bottom of the ducted vehicle body. One end of the lead screw is connected to one end of the second transmission shaft. One end of the first baffle connecting assembly is threaded onto the lead screw, and the other end of the first baffle connecting assembly is fixedly mounted on the corresponding baffle.

[0009] Furthermore, the first baffle connecting assembly includes a nut slider, a first baffle connector, and two first swing arms. The nut slider is mounted on the lead screw, the first baffle connector is mounted on the inner side of the left baffle or the right baffle, and the two first swing arms are respectively disposed on both sides of the nut slider, with one end hinged to the nut slider and the other end hinged to the first baffle connector.

[0010] Furthermore, the baffle device also includes multiple guide support mechanisms, each including a guide rod and a second baffle connecting assembly. The guide rod is fixedly mounted on the bottom of the ducted vehicle body via two guide rod support seats. One end of the second baffle connecting assembly is slidably mounted on the guide rod, and the other end of the second baffle connecting assembly is fixedly mounted on the corresponding baffle.

[0011] Furthermore, the first baffle connecting assembly includes a guide rod slider, a second baffle connector, and two second swing arms. The guide rod slider is slidably mounted on the guide rod, the second baffle connector is mounted on the inner side of the corresponding top plate, and the two second swing arms are respectively disposed on both sides of the guide rod slider, with one end hinged to the guide rod and the other end hinged to the second baffle connector.

[0012] Furthermore, the first baffle connector and the second baffle connector are provided with clearance grooves on the side facing the lead screw or the guide rod.

[0013] Furthermore, the bottom of the ducted jet aircraft is provided with an installation area, and the left baffle and the right baffle are respectively hinged to the left and right sides of the installation area. The motor drive mechanism, the landing gear transmission mechanism, the left baffle flipping mechanism and the right baffle flipping mechanism are all provided in the installation area. The installation area is also provided with a number of limiting components for limiting the left baffle and the right baffle.

[0014] Furthermore, baffle support seats are respectively provided at the front and rear ends of the left and right sides of the installation area; the two ends of the left baffle and the right baffle are respectively hinged to the baffle support seats through hinge pins.

[0015] Furthermore, the first reducer is a dual-output-shaft reducer; the second reducer is a dual-input-shaft reducer.

[0016] Compared with the prior art, the present invention has the following beneficial effects:

[0017] The multi-mode driven anti-blowout baffle device of this invention adopts a dual-power source composite structure of landing gear drive mechanism and motor drive mechanism, realizing automatic linkage and active fine adjustment of the baffles while maintaining a compact structure. Through the free combination of four electromagnetic clutches A1, A2, B1, and B2 under interlock control, it can realize independent control of the left baffle, independent control of the right baffle, synchronous control of both baffles, sequential composite adjustment, and differential opening angle control. The rotary motion output from the landing gear drive part or the motor drive part is converted into linear motion through the lead screw mechanism, which facilitates precise control of the baffle opening and closing speed, opening and closing stroke, and stopping position. The linear motion is further converted into baffle flipping motion through the swing arm and baffle connector, so that the corresponding baffle can stably open and close around the hinge axis. Sliding guide rods and sliders are set on both sides of the long baffle to provide auxiliary support and guidance for the single-sided opening and closing, double-sided synchronous opening and closing, and differential opening and closing processes, thereby improving the smoothness of opening and closing.

[0018] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the accompanying drawings. Attached Figure Description

[0019] The accompanying drawings are provided to further illustrate embodiments of the present invention and form part of the specification. They are used together with the following detailed description to explain the embodiments of the present invention, but do not constitute a limitation thereof. In the drawings:

[0020] Figure 1 This is a schematic diagram of the structure of a multi-mode driven anti-blowout baffle device for the bottom of a ducted aircraft according to the present invention;

[0021] Figure 2 This is a schematic diagram of the overall transmission structure of the multi-mode driven anti-blowout baffle device in this invention;

[0022] Figure 3 This is a schematic diagram of the landing gear structure in this invention; wherein, (a) is the landing state; and (b) is the takeoff state.

[0023] Figure 4 This is a partial structural schematic diagram of the multi-mode driven anti-blowout baffle device in this invention;

[0024] Figure 5 This is a schematic diagram of the multi-mode driven anti-blowout baffle device in different states in this invention; wherein, (a) is in the fully open state; (b) is in the half-open state; (c) is in the closed state; (d) is in the single-open right side state; (e) is in the single-open left side state; and (f) is in the double-open state at different angles on both sides.

[0025] Figure 6This is a control diagram of the landing gear linkage mode in this invention; (a) is the control of the left side baffle opening or closing; (b) is the control of the right side baffle opening or closing; (c) is the control of the left and right side baffles opening or closing simultaneously.

[0026] Figure 7 This is the motor active drive mode control diagram in this invention; (a) is the control of opening or closing the left baffle; (b) is the control of opening or closing the right baffle; (c) is the control of opening or closing the left and right baffles simultaneously;

[0027] Figure 8 This is the sequential composite mode control diagram in this invention; (a) is the landing gear linkage mode during landing; (b) is the disengagement of A1 and A2 and the engagement of B1 and B2 after landing, switching to the motor drive mode.

[0028] In the diagram, 1-left baffle; 2-right baffle; 3-motor; 4-first reducer; 5-second reducer; 6-second drive shaft; 7-left worm; 8-right worm; 9-worm wheel; 10-lead screw; 11-lead screw support; 12-nut slider; 13-first baffle connector; 14-first swing arm; 15-guide rod; 16-guide rod slider; 17-second baffle connector; 18-second swing arm; 19-limiting component; 20-baffle support; 21-hinged pin; A1-first clutch; A2-second clutch; B1-third clutch; B2-fourth clutch; A-ducted jet fuselage; B-landing gear; D-left baffle flipping mechanism; E-right baffle flipping mechanism; F-guide support mechanism. Detailed Implementation

[0029] The present invention will now be described in detail with reference to the embodiments shown in the accompanying drawings. However, it should be noted that these embodiments are not intended to limit the present invention. Equivalent transformations or substitutions in function, method, or structure made by those skilled in the art based on these embodiments are all within the scope of protection of the present invention.

[0030] Please see Figures 1 to 5 This embodiment provides a multi-mode driven anti-blowout baffle device for the bottom of a ducted aircraft, including a left baffle 1, a right baffle 2, a motor drive mechanism, a landing gear transmission mechanism, a left baffle flipping mechanism D, and a right baffle flipping mechanism E. The left and right baffles are respectively connected to their corresponding drive mechanisms, enabling independent opening and closing, synchronous opening and closing, and differential opening angle adjustment under the action of two power sources. The specific structure of this baffle device is as follows:

[0031] The bottom of the ducted jet fuselage A has an installation area. Left baffle 1 and right baffle 2 are hinged to the left and right sides of the installation area, respectively. The motor drive mechanism, landing gear transmission mechanism, left baffle tilting mechanism D, and right baffle tilting mechanism E are all located within the installation area. The motor drive mechanism includes a motor 3, a first reducer 4, and two second reducers 5. The first reducer 4 is a dual-output-shaft reducer, and the second reducers 5 are dual-input-shaft reducers. The input shaft of the first reducer 4 is mounted on the output shaft of the motor 3. The two output shafts of the first reducer 4 are connected to the driving ends of the third clutch B1 and the fourth clutch B2, respectively. The driven ends of the third clutch B1 and the fourth clutch B2 are connected to the first input shafts of the two second reducers 5 via a first transmission shaft. The output shafts of the two second reducers 5 are connected to the left baffle tilting mechanism D and the right baffle tilting mechanism F via a second transmission shaft 6, respectively. The left baffle tilting mechanism D and the right baffle tilting mechanism F are used to drive the left baffle 1 and the right baffle 2 to tilt. In this structural configuration, motor 3 is installed in the mounting area at the bottom of the ducted jet fuselage A, serving as the power source for actively controlling the opening and closing of the baffles and adjusting their angles. The output of motor 3, after being reduced in speed and increased in torque by a reducer, is distributed to the left and right baffle drive branches via a transmission shaft. The left branch is connected to the left baffle tilting mechanism D via a third clutch B1, and the right branch is connected to the right baffle tilting mechanism E via a fourth clutch B2. When the third clutch B1 is engaged, the motor power is supplied to the left baffle tilting mechanism D; when the fourth clutch B2 is engaged, the motor power is supplied to the right baffle tilting mechanism E; when both the third clutch B1 and the fourth clutch B2 are engaged simultaneously, the motor drive mechanism can synchronously drive the left and right baffles; when both the third clutch B1 and the fourth clutch B2 are disengaged, the motor drive mechanism is disengaged from both the left and right baffle tilting mechanisms. Through selective control of the third clutch B1 and the fourth clutch B2, independent opening and closing of the left and right baffles, synchronous opening and closing of the left and right baffles, and opening and closing of the left and right baffles at different angles can be achieved.

[0032] like Figure 2 As shown, the landing gear transmission mechanism includes a left worm 7 and a right worm 8. One end of the left worm 7 and the right worm 8 are respectively connected to the driving ends of the first clutch A1 and the second clutch A2. The driven ends of the first clutch A1 and the second clutch A2 are respectively connected to the second input ends of the two second reducers 5 through a third transmission shaft. The other ends of the left worm 7 and the right worm 8 are respectively engaged with a worm wheel 9, and the two worm wheels 9 can rotate synchronously with the deployment or retraction of the landing gear B. Figure 3 The diagram shown is a structural schematic of the landing gear, in which: Figure 3 (a) is a schematic diagram of the landing gear in the landing state; Figure 3(b) is a schematic diagram of the landing gear in takeoff mode. The landing gear generates rotational motion during deployment or retraction. This motion is transmitted to the worm gear via a worm wheel linked to the landing gear. The worm gear and worm wheel remain engaged, thus converting the landing gear movement into a rotary input suitable for driving the flap tilting mechanism. The output ends of the landing gear transmission mechanism form left and right landing gear drive branches. The left branch is connected to the left flap tilting mechanism D via a first clutch A1, and the right branch is connected to the right flap tilting mechanism E via a second clutch A2. When the first clutch A1 is engaged, the left landing gear drive branch connects to the left flap tilting mechanism; when the second clutch A2 is engaged, the right landing gear drive branch connects to the right flap tilting mechanism. When both the first clutch A1 and the second clutch A2 are engaged simultaneously, the left and right flaps can simultaneously deploy or close in conjunction with the landing gear movement. When both the first clutch A1 and the second clutch A2 are disengaged, the landing gear drive mechanism disengages from the left and right flap tilting mechanisms and no longer transmits power to the flaps.

[0033] In one specific embodiment, in addition to an electromagnetic clutch, the first clutch A1 and the second clutch A2 are used to control whether the landing gear drive power is connected to the left and right baffle tilting drive chain, and the third clutch B1 and the fourth clutch B2 are used to control whether the motor drive power is connected to the left and right baffle tilting drive chain. Through the above structure, selective access and sequential switching of dual power sources can be achieved on the same set of baffle tilting drive mechanisms. Besides an electromagnetic clutch, the clutch in this application can also use a magnetic powder clutch, a jaw clutch, an electronically controlled lock, or an engagement / disengagement mechanism with equivalent functions. The selective engagement mechanism between the landing gear transmission mechanism and the baffle tilting structure, and between the motor drive mechanism and the baffle tilting mechanism, can also use other control engagement structures with similar functions. The screw actuator can use a ball screw, a trapezoidal screw, or an electric push rod, etc., as an equivalent structure. The worm gear transmission in the landing gear linkage can also be replaced by other reduction and transmission structures with equivalent motion conversion functions. As long as independent opening and closing, synchronous opening and closing, sequential compound adjustment, or differential opening angle control of the corresponding baffles can be achieved under different clutch combination states, the purpose of this invention can be achieved.

[0034] like Figure 4As shown, both the left baffle flipping mechanism D and the right baffle flipping mechanism E include a lead screw 10 and a first baffle connecting assembly. Two lead screw support seats 11 are rotatably mounted on the lead screw 10, and the two lead screw support seats 11 are fixedly set at the bottom of the ducted vehicle body A. One end of the lead screw 10 is connected to one end of the second drive shaft 6. One end of the first baffle connecting assembly is threaded onto the lead screw 10, and the other end of the first baffle connecting assembly is fixedly mounted on the corresponding baffle. The first baffle connecting assembly includes a nut slider 12, a first baffle connector 13, and two first swing arms 14. The nut slider 12 is mounted on the lead screw 10, the first baffle connector 13 is mounted on the inner side of the left baffle 1 or the right baffle 2, and the two first swing arms 14 are respectively set on both sides of the nut slider 12, with one end hinged to the nut slider 12 and the other end hinged to the first baffle connector 13. In this structure, when the nut slider moves along the corresponding lead screw, it pushes the swing arm on that side to rotate. The swing arm then drives the corresponding baffle to rotate around the bottom hinge axis via the baffle connector, realizing the unfolding (opening) or closing of the left or right baffle. The two baffles can operate independently or simultaneously. After unfolding, the baffles form a protective barrier at the bottom of the aircraft, used to block and reduce the spread of dust, gravel, and other foreign objects carried by the downwash airflow of the ducted fan to the personnel activity area. After closing, the baffles fit close to the bottom shape of the aircraft and do not affect the normal flight of the aircraft or its ground layout.

[0035] In one specific embodiment, when the side plate is long, the baffle device further includes multiple guide support mechanisms F. Each guide support mechanism F includes a guide rod 15 and a second baffle connecting assembly. The guide rod 15 is fixedly mounted on the bottom of the ducted vehicle body A via two guide rod support seats. One end of the second baffle connecting assembly is slidably mounted on the guide rod 15, and the other end is fixedly mounted on the corresponding baffle. The first baffle connecting assembly includes a guide rod slider 16, a second baffle connector 17, and two second swing arms 18. The guide rod slider 16 is slidably mounted on the guide rod 15, the second baffle connector 17 is mounted on the inner side of the corresponding top plate, and the two second swing arms 18 are respectively located on both sides of the guide rod slider 16, with one end hinged to the guide rod 15 and the other end hinged to the second baffle connector 17. Preferably, the first baffle connector 13 and the second baffle connector 17 have clearance grooves on the side facing the lead screw 10 or the guide rod 15.

[0036] In one specific embodiment, the installation area is further provided with multiple limiting members 19 for limiting the left baffle 1 and the right baffle 2. Baffle support seats 20 are respectively provided at the front and rear ends of the left and right sides of the installation area, and the two ends of the left baffle 1 and the right baffle 2 are respectively hinged to the baffle support seats 20 through hinge pins 21.

[0037] like Figure 5The diagram shown illustrates the structure of the multi-mode driven anti-blowout baffle device in different states according to the present invention; wherein, Figure 5 (a) is in the fully open state; Figure 5 (b) is in a half-open state; Figure 5 (c) is in a closed state; Figure 5 (d) represents the single-open right-side state; Figure 5 (e) is the single-open left-side state; Figure 5 (f) is the double-opening state at different angles on the left and right sides. The working process of the baffle device of the present invention is as follows: Under the action of the control system, the first clutch A1, the second clutch A2, the third clutch B1, and the fourth clutch B2 can be freely combined under interlock logic to achieve different power access methods and protection effects according to different scenarios. Through the free combination of the four clutches in terms of time sequence and working state, the baffle device of the present invention can not only realize left opening, right opening, double opening, and differential opening angle, but also flexibly form an automatic linkage priority or active adjustment priority control strategy according to task requirements. Specifically:

[0038] like Figure 6 The diagram shown is a control diagram of the landing gear linkage mode in this invention. Figure 6 (a) Controls the opening or closing of the left side panel; Figure 6 (b) Controls the opening or closing of the right-side baffle; Figure 6 (c) Simultaneous deployment or closure control of left and right side flaps. In landing gear linkage mode, when the first clutch A1 is engaged, the second clutch A2 is disengaged, and the third clutch B1 and the fourth clutch B2 are both disengaged, the left side flap automatically deploys or retracts with the landing gear movement, while the right side flap remains stationary; when the second clutch A2 is engaged, the first clutch A1 is disengaged, and the third clutch B1 and the fourth clutch B2 are both disengaged, the right side flap operates independently; when the first clutch A1 and the second clutch A2 are engaged simultaneously, and the third clutch B1 and the fourth clutch B2 are both disengaged, the left and right side flaps deploy or close synchronously with the landing gear movement.

[0039] like Figure 7The diagram shows the control diagram of the motor active drive mode in this invention; (a) is the control of opening or closing the left baffle; (b) is the control of opening or closing the right baffle; (c) is the control of opening or closing the left and right baffles simultaneously. In the motor active drive mode, when the third clutch B1 is engaged, the fourth clutch B2 is disengaged, and both the first clutch A1 and the second clutch A2 are disengaged, the motor only drives the lead screw in the left baffle flipping mechanism to rotate, realizing the independent opening of the left baffle; when the fourth clutch B2 is engaged, the third clutch B1 is disengaged, and both the first clutch A1 and the second clutch A2 are disengaged, the right baffle moves independently; when the third clutch B1 and the fourth clutch B2 are engaged simultaneously and both the first clutch A1 and the second clutch A2 are disengaged, the lead screws in the left and right baffle flipping mechanisms move simultaneously, realizing the synchronous opening or closing of the two baffles.

[0040] like Figure 8 The diagram shown is a control diagram for the sequential compound mode in this invention. In the sequential compound mode, the first clutch A1 and / or the second clutch A2 can be engaged first, and the third clutch B1 and the fourth clutch B2 can be disengaged. The landing gear drive mechanism drives the baffle to automatically unfold to a predetermined angle. Then, the first clutch A1 and / or the second clutch A2 are disengaged, and the third clutch B1 and / or the fourth clutch B2 are engaged. The motor drive mechanism further finely adjusts the angle of one or both baffles, thereby obtaining a more flexible directional protection effect. A specific application scenario is: during the landing of a ducted aircraft, the baffle opens to its maximum angle with the landing gear. After landing, the ducted fan stops rotating, and no protection is needed at this time; the baffle needs to be retracted. Figure 8 As shown in (a), the landing gear linkage mode is used during landing; after the landing gear is fully lowered, the flaps extend to their maximum angle; as Figure 8 As shown in (b), after landing, A1 and A2 are disconnected, B1 and B2 are attracted together, and the motor drive mode is switched to perform secondary adjustment of the baffle to achieve the baffle closing and retraction.

[0041] In one specific implementation, the four electromagnetic clutches can form different control effects for different scenarios: for example, when personnel are boarding or disembarking on the left side, only the first clutch A1 or the third clutch B1 can be engaged to form left-side directional protection; when the right side is close to an obstacle or equipment, only A2 or the fourth clutch B2 can be engaged to ensure priority protection on the right side; when personnel or tasks are being carried out on both sides at the same time, the first clutch A1 and the second clutch A2 or the third clutch B1 and the fourth clutch B2 can be engaged simultaneously to form a double-sided barrier; in stretcher loading and unloading or complex ground environments, the first clutch A1 and the second clutch A2 can be engaged first to make the baffles automatically unfold with the landing gear, and then the third clutch B1 and the fourth clutch B2 can be switched to further adjust the left and right baffles to different opening angles to take into account both passage space and wind protection effect. In addition, the present invention can also be applied to the following scenarios: ① When the aircraft is parked near a wall, vehicle or medical equipment, only the baffle on the side away from the obstacle is opened to avoid the restricted side baffle occupying space; ② When the aircraft is stopped for maintenance or loading and unloading cargo on one side, only the baffle on the working side is opened to ensure the protection of personnel area while reducing the need for the other side mechanism to move; ③ When the crosswind on the ground is strong and the dust mainly spreads to one side, the baffle on the windward side or the mission side can be opened first to enhance the directional dust suppression effect.

[0042] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A multi-mode driven anti-blowout baffle device for the bottom of a ducted jet aircraft, characterized in that, The system includes a left baffle (1), a right baffle (2), a motor drive mechanism, a landing gear transmission mechanism, a left baffle flipping mechanism (D), and a right baffle flipping mechanism (E). The left baffle (1) and the right baffle (2) are respectively hinged to the left and right sides of the bottom of the ducted jet fuselage (A). The motor drive mechanism includes a motor (3), a first reducer (4), and two second reducers (5). The input shaft of the first reducer (4) is mounted on the output shaft of the motor (3). The two output shafts of the first reducer (4) are respectively connected to the two second reducers (5) via a third clutch (B1) and a fourth clutch (B2). The output shafts of the two second reducers (5) are respectively connected to the left baffle flipping mechanism via a second transmission shaft (6). The structure (D) is connected to the right baffle flipping mechanism (E). The left baffle flipping mechanism (D) and the right baffle flipping mechanism (E) are used to drive the left baffle (1) and the right baffle (2) to flip, respectively. The landing gear transmission mechanism includes a left worm (7) and a right worm (8). One end of the left worm (7) and the right worm (8) are connected to the two second reducers (5) via the first clutch (A1) and the second clutch (A2), respectively. The other end of the left worm (7) and the right worm (8) are respectively meshed with a worm wheel (9). The two worm wheels (9) can rotate synchronously with the landing gear (B) when it unfolds or retracts, thereby driving the left baffle (1) and / or the right baffle (2) to perform the unfolding or closing action.

2. The multi-mode driven anti-blowing baffle device according to claim 1, characterized in that, The two output shafts of the first reducer (4) are respectively connected to the driving ends of the third clutch (B1) and the fourth clutch (B2). The driven ends of the third clutch (B1) and the fourth clutch (B2) are respectively connected to the first input shafts of the two second reducers (5) through a first transmission shaft. One end of the left worm (7) and the right worm (8) are respectively connected to the driving ends of the first clutch (A1) and the second clutch (A2). The driven ends of the first clutch (A1) and the second clutch (A2) are respectively connected to the second input ends of the two second reducers (5) through a third transmission shaft.

3. The multi-mode driven anti-blowing baffle device according to claim 1, characterized in that, Both the left baffle flipping mechanism (D) and the right baffle flipping mechanism (E) include a lead screw (10) and a first baffle connecting assembly. Two lead screw support seats (11) are rotatably mounted on the lead screw (10). The two lead screw support seats (11) are fixedly set at the bottom of the ducted vehicle body (A). One end of the lead screw (10) is connected to one end of the second transmission shaft (6). One end of the first baffle connecting assembly is threaded onto the lead screw (10), and the other end of the first baffle connecting assembly is fixedly mounted on the corresponding baffle.

4. The multi-mode driven anti-blowing baffle device according to claim 3, characterized in that, The first baffle connecting assembly includes a nut slider (12), a first baffle connector (13), and two first swing arms (14). The nut slider (12) is mounted on the lead screw (10). The first baffle connector (13) is mounted on the inner side of the left baffle (1) or the right baffle (2). The two first swing arms (14) are respectively disposed on both sides of the nut slider (12), with one end hinged to the nut slider (12) and the other end hinged to the first baffle connector (13).

5. The multi-mode driven anti-blowing baffle device according to claim 4, characterized in that, The baffle device also includes multiple guide support mechanisms (F), each guide support mechanism (F) including a guide rod (15) and a second baffle connecting assembly. The guide rod (15) is fixedly mounted on the bottom of the ducted vehicle body (A) by two guide rod support seats. One end of the second baffle connecting assembly is slidably mounted on the guide rod (15), and the other end of the second baffle connecting assembly is fixedly mounted on the corresponding baffle.

6. The multi-mode driven anti-blowing baffle device according to claim 5, characterized in that, The first baffle connecting assembly includes a guide rod slider (16), a second baffle connector (17), and two second swing arms (18). The guide rod slider (16) is slidably mounted on the guide rod (15), and the second baffle connector (17) is mounted on the inner side of the corresponding top plate. The two second swing arms (18) are respectively disposed on both sides of the guide rod slider (16), and one end of each arm is hinged to the guide rod (15), and the other end is hinged to the second baffle connector (17).

7. The multi-mode driven anti-blowing baffle device according to claim 6, characterized in that, The first baffle connector (13) and the second baffle connector (17) are provided with clearance grooves on the side facing the lead screw (10) or the guide rod (15).

8. The multi-mode driven anti-blowing baffle device according to claim 1, characterized in that, The bottom of the ducted jet aircraft body (A) is provided with an installation area. The left baffle (1) and the right baffle (2) are respectively hinged to the left and right sides of the installation area. The motor drive mechanism, the landing gear transmission mechanism, the left baffle flipping mechanism (D) and the right baffle flipping mechanism (E) are all provided in the installation area. The installation area is also provided with a plurality of limiting members (19) for limiting the left baffle (1) and the right baffle (2).

9. The multi-mode driven anti-blowing baffle device according to claim 8, characterized in that, The front and rear ends of the left and right sides of the installation area are respectively provided with baffle support seats (20); the two ends of the left baffle (1) and the right baffle (2) are respectively hinged to the baffle support seats (20) through hinge pins (21).

10. The multi-mode driven anti-blowout baffle device according to any one of claims 1-9, characterized in that, The first reducer (4) is a dual output shaft reducer; the second reducer (5) is a dual input shaft reducer.

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