Locking assembly and tilting wing aircraft

Abstract

The utility model discloses a locking assembly and a tilt rotor aircraft, which are used for driving and locking a tilt rotor, and relates to the technical field of aircrafts, the locking assembly comprises a mounting seat, a lock cylinder, a lock catch and a driving piece, the lock cylinder is rotatably connected with the mounting seat, the lock cylinder comprises the tilt rotor and a rotating shaft, and the lock catch is arranged on the mounting seat. The lock cylinder is provided with a free end far away from the mounting seat and a lock cylinder rotating shaft close to the mounting seat, the lock cylinder rotating shaft is rotationally connected with the mounting seat, and the lock cylinder is arranged to be connected with the tilting wing; the lock catch is rotationally connected with the mounting seat; the driving part is movably arranged on the mounting base, the driving part is rotationally connected with the lock cylinder, and the driving part can drive the free end of the lock cylinder and the lock catch to move in the same direction or away from each other, so that the lock cylinder and the lock catch are locked or separated. According to the technical scheme provided by the utility model, the defects of the existing tilting wing aircraft in the aspects of rigidity and limiting and locking of a tilting wing structure can be overcome.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to a locking component and a tilt-wing aircraft. Background Technology

[0002] A tiltrotor aircraft is an aircraft comprising at least one pair of rotors and wings fixed together and capable of tilting synchronously. The tiltrotor can switch between vertical and horizontal positions. Combining the characteristics of both a rotor generating thrust and a fixed wing generating lift, this type of aircraft possesses the advantages of both vertical / short takeoff and landing (VTOL) for helicopters and high-speed cruise for fixed-wing aircraft. Therefore, the tilt mechanism is the core component of a tiltrotor aircraft, used to achieve the transition from VTOL to horizontal cruise flight. This mechanism must be precise, reliable, and efficient, capable of completing the tilting motion of the tiltrotor, including both the wings and rotors, in a short time.

[0003] While tiltrotor aircraft offer significant advantages, they also have some limitations. In existing tiltrotor aircraft designs, the rotation angle of the tiltrotors on either side of the fuselage is typically controlled in real-time by the power system, lacking an effective locking mechanism. Without locking components, the aircraft may face flight safety risks when encountering power system failures, extreme weather conditions, or performing specific missions because it cannot maintain the tiltrotor angle. This reliance on the power system also increases the aircraft's energy consumption and maintenance costs. Utility Model Content

[0004] The main objective of this invention is to propose a locking component and a tilt-wing aircraft, which aims to address the shortcomings of existing tilt-wing aircraft in locking tilt-wing components.

[0005] To achieve the above objectives, the present invention proposes a locking assembly for driving and locking a tilting wing. The locking assembly includes a mounting base, a lock cylinder, a latch, and a driving component. The lock cylinder is rotatably connected to the mounting base and has a free end away from the mounting base and a lock cylinder shaft close to the mounting base. The lock cylinder shaft is rotatably connected to the mounting base, and the lock cylinder is configured to be connected to the tilting wing. The latch is rotatably connected to the mounting base. The driving component is movably disposed on the mounting base and rotatably connected to the lock cylinder. The driving component can drive the free end of the lock cylinder and the latch to move towards or away from each other, so that the lock cylinder and the latch are locked or disengaged.

[0006] In one embodiment, the drive member has a telescopic section and a drive body section, the drive body section is rotatably connected to the mounting base, the telescopic section is slidably connected to the drive body section, and the end of the telescopic section away from the drive body section is rotatably connected to the lock cylinder.

[0007] In one embodiment, a latch is formed at the end of the telescopic section near the lock cylinder. The latch has an abutment section and a locking section, the abutment section and the locking section are connected, and both the abutment section and the locking section are rotatably connected to the mounting base; the retraction of the telescopic section can drive the lock cylinder to rotate toward the latch and cause the latch to abut against the abutment section, so that the locking section locks the lock cylinder.

[0008] In one embodiment, both the abutting section and the locking section are bent toward the lock cylinder, and a bending angle is formed between the abutting section and the locking section.

[0009] In one embodiment, the latch further includes a rotating shaft rotatably connected to the latch and connected to the mounting base, the rotating shaft being located between the abutting section and the locking section.

[0010] In one embodiment, the lock cylinder further includes a linkage member rotatably connected to the telescopic section, the linkage member being located at the free end, and the locking section capable of locking the linkage member and the lock cylinder.

[0011] In one embodiment, the latch further includes a limiting locking seat, which is connected to the mounting base. The limiting locking seat and the latch together form a locking channel, which can accommodate the limiting linkage.

[0012] In one embodiment, the latch further includes a torsion elastic element, the two ends of which are respectively connected to the latch and the mounting base.

[0013] In one embodiment, the locking assembly can be used for multiple lock cylinders, multiple latches, and multiple driving members. Each lock cylinder is rotatably connected to the mounting base, and each linkage member is spaced a certain distance from the lock cylinder shaft. Each latch is rotatably connected to the mounting base. Each driving member is movably disposed on the mounting base and rotatably connected to a lock cylinder. Each driving member can drive a latch to rotate relative to the mounting base to lock a free end.

[0014] This utility model also proposes a tilt-wing aircraft, comprising: a flight component, a locking component, and a cockpit, wherein the flight component is used to provide lift and power for flight; the locking component is connected to the flight component; and the cockpit is connected to the flight component.

[0015] This invention proposes a locking assembly comprising four main parts: a mounting base, a lock cylinder, a latch, and a drive component. The lock cylinder is rotatably connected to the mounting base via a hinge or rotating shaft, with the end of the lock cylinder furthest from the mounting base being the free end. The latch is also rotatably connected to the mounting base. The drive component is movably mounted on the mounting base and rotatably connected to the lock cylinder. Its function is to drive the latch to rotate relative to the mounting base, thereby locking the free end of the lock cylinder. Furthermore, the drive component can also drive the lock cylinder and latch to rotate in opposite directions, achieving locking and unlocking functions. This design ensures a smooth transition for tiltrotor aircraft between vertical takeoff and landing and horizontal cruise. Through the drive component, precise control between the lock cylinder and latch can be achieved, thereby locking or releasing the rotor at different flight stages, enhancing the aircraft's safety and reliability. This locking assembly design may also reduce reliance on the power system, lowering energy consumption and maintenance costs, as it provides a mechanical locking method that maintains the rotor position even in the event of a power system failure. This locking mechanism effectively addresses the shortcomings of existing tiltrotor aircraft in locking tilt rotors, thereby improving the overall performance and flight safety of the aircraft. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the structures shown in these drawings without creative effort.

[0017] Figure 1 A schematic diagram of the structure of an embodiment of the locking component provided by this utility model;

[0018] Figure 2 A schematic diagram of another embodiment of the locking component provided by this utility model;

[0019] Figure 3 A schematic diagram of the structure of an embodiment of the latch provided by this utility model;

[0020] Figure 4 A schematic diagram of a tilt-wing aircraft according to an embodiment of the present invention;

[0021] Figure 5 This is a structural schematic diagram of another embodiment of the tiltwing aircraft provided by this utility model.

[0022] Explanation of icon numbers:

[0023] 100. Locking component; 1. Mounting base; 2. Lock cylinder; 21. Free end; 22. Linkage component; 23. Lock cylinder pivot; 3. Locking latch; 31. Abutting section; 32. Locking section; 33. Rotating shaft; 34. Limit locking seat; 35. Torsional elastic component; 3a. Bending angle; 3b. Locking channel; 4. Driving component; 41. Telescopic section; 42. Driving main body section; 411. Locking tongue; 200. Tiltrotor aircraft; 5. Flight component.

[0024] The realization of the purpose, functional features and advantages of this utility model will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0025] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present utility model.

[0026] It should be noted that if the embodiments of this utility model involve directional indicators (such as up, down, left, right, front, back, etc.), the directional indicators are only used to explain the relative positional relationship and movement of the components in a specific posture. If the specific posture changes, the directional indicators will also change accordingly.

[0027] Furthermore, if the embodiments of this utility model involve descriptions such as "first" or "second," these descriptions are for descriptive purposes only and should not be construed as indicating or implying their relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined with "first" or "second" may explicitly or implicitly include at least one of those features. Additionally, the use of "and / or" or "and / or" throughout the text includes three parallel solutions. For example, "A and / or B" includes solution A, solution B, or a solution where both A and B are satisfied simultaneously. Furthermore, the technical solutions of the various embodiments can be combined with each other, but this must be based on the ability of those skilled in the art to implement them. When the combination of technical solutions is contradictory or impossible to implement, it should be considered that such a combination of technical solutions does not exist and is not within the scope of protection claimed by this utility model.

[0028] This utility model proposes a locking component 100.

[0029] Please see Figure 1In one embodiment of this utility model, the locking assembly 100 includes a mounting base 1, a lock cylinder 2, a latch 3, and a driving member 4. The lock cylinder 2 is rotatably connected to the mounting base 1. The lock cylinder 2 has a free end 21 away from the mounting base 1 and a lock cylinder shaft 23 close to the mounting base. The lock cylinder shaft 23 is rotatably connected to the mounting base 1. The lock cylinder 2 is configured to be connected to a tilting wing. The latch 3 is rotatably connected to the mounting base 1. The driving member 4 is movably disposed on the mounting base 1. The driving member 4 is rotatably connected to the lock cylinder 2. The driving member 4 can drive the free end 21 of the lock cylinder 2 and the latch 3 to move towards or away from each other, so that the lock cylinder 2 and the latch 3 are locked or disengaged.

[0030] In one embodiment, the mounting base 1 is an important component of the locking assembly 100 of the tiltrotor aircraft 200. It is typically used to fix and support the tiltrotor system, ensuring stable operation of the tiltrotor in vertical takeoff and landing and horizontal cruise states. The tiltrotor is typically rotatably connected to both sides of the mounting base 1 on the tiltrotor aircraft 200 fuselage to support the tiltrotor system. The mounting base 1 needs to be connected to the tiltrotor's rotation mechanism to enable the tiltrotor to switch between vertical and horizontal positions. The mounting base 1 is provided with mounting positions for connecting the tiltrotor shaft of the tiltrotor aircraft 200 to ensure a secure connection of the rotor system.

[0031] The material of Mount 1 typically needs to possess high strength, lightweight, and corrosion resistance to ensure reliability and durability in various environments. Commonly used materials may include aluminum alloys, titanium alloys, or advanced composite materials, which provide the required strength and rigidity while reducing the overall weight of the tiltrotor aircraft 200. Mount 1 is designed to improve the safety and reliability of the tiltrotor aircraft 200. Through a precise locking mechanism, it ensures that the tilt angle of the tiltrotor is maintained in the event of power system failure or other extreme conditions. By reducing reliance on the power system, Mount 1 helps reduce the energy consumption and maintenance costs of the tiltrotor aircraft 200. This design also helps improve the maneuverability and mission execution capabilities of the tiltrotor aircraft 200, enabling it to function in a wider range of applications.

[0032] Specifically, the lock core 2 is a key component of the locking assembly 100 of the tiltrotor aircraft 200. Generally, the lock core 2 can be the main body of the tilt mechanism of the tiltrotor aircraft 200 or a wing structure connected to the tilt mechanism. The lock core 2 is rotatably connected to the mounting base 1, and the lock core 2 has a free end 21 away from the mounting base 1. The design and implementation of the lock core 2 are crucial to its function. Specifically, the lock core 2 is rotatably connected to the mounting base 1 via a rotating shaft to realize the rotation of the tiltrotor. The linkage 22 of the lock core 2 needs to cooperate with the latch 3 and the drive component 4. The locking or disengaging of the lock core 2 is achieved through the extension and retraction of the drive component 4. The design of the lock core 2 needs to consider the mechanical performance of the tiltrotor during the tilting process to ensure effective operation in various flight modes. The lock core 2 is used in the tiltrotor aircraft 200 to realize the conversion of the tiltrotor from vertical takeoff and landing to horizontal cruise. The tiltrotor plays a crucial role in the different phases of takeoff, landing, and cruise of the tiltrotor aircraft 200, ensuring a smooth transition between flight modes. In practical applications, the lock core 2 needs to be made of high-strength, wear-resistant, and corrosion-resistant materials to meet the operational requirements of the tiltrotor aircraft 200 in various environments. Commonly used materials may include high-strength steel or aluminum alloys, which provide the necessary strength and rigidity. Furthermore, the manufacturing process of the lock core 2 also needs to be precise to ensure its reliability and durability on the tiltrotor aircraft 200. A precise locking mechanism ensures that the tilt angle of the tiltrotor is maintained even in the event of power system failure or other extreme conditions.

[0033] In this embodiment, the latch 3 is rotatably connected to the mounting base 1. The latch 3 is used to lock the linkage 22 of the lock cylinder 2, ensuring that the tiltwing maintains a stable connection with the mounting base 1 at a specific tilt angle. The latch 3 is connected to the lock cylinder 2 through the drive member 4. The drive member 4 can drive the latch 3 to rotate, thereby locking or releasing the linkage 22 of the lock cylinder 2. The latch 3 includes two parts: an abutment section 31 and a locking section 32. The drive member 4 causes the linkage 22 to sit in the arc-shaped groove of the limiting locking seat 34, and then pushes the latch 3 to rotate through the locking tongue 411 to lock the lock cylinder 2. The latch 3 is used in the tiltwing aircraft 200 to realize the locking mechanism during the transition of the tiltwing from vertical take-off and landing to horizontal flight. The latch 3 plays a key role in different stages of the tiltwing aircraft 200, such as vertical take-off and landing and cruise flight, to ensure the stable tilting and locking of the tiltwing and improve flight safety. The material of latch 3 needs to possess high strength, wear resistance, and corrosion resistance to meet the safety and reliability requirements of the tiltrotor aircraft 200 in various environments. Commonly used materials may include stainless steel, titanium alloy, and aluminum alloy, which can provide the required strength and durability while resisting the effects of harsh environments. This design also helps reduce the energy consumption and maintenance costs of the tiltrotor aircraft 200, improving its economy and maintainability. The locking mechanism of latch 3 reduces wear between parts, extending the service life of the airframe.

[0034] It should be noted that the drive component 4 is movably mounted on the mounting base 1 and rotatably connected to the linkage component 22 of the lock cylinder 2. The drive component 4 can drive the lock cylinder 2 and the latch 3 to rotate in opposite directions. When the linkage component 22 rotates to the position of the latch 3, the latch tongue 411 pushes the latch 3 to rotate relative to the mounting base 1, causing the locking section 32 of the latch 3 to rotate below the linkage component 22, locking the linkage component 22 together with the locking lock cylinder 2 in the arc-shaped groove of the limit locking seat 34. The drive component 4 can generally be an electric lead screw or a cylinder, and the drive component 4 can perform a stable driving function. In terms of application scenarios, this drive component 4 is mainly used for the tiltwing rotation and locking mechanism of the tiltwing aircraft 200. It can play a key role in the vertical take-off and landing and transition to cruise flight phase of the tiltwing aircraft 200, ensuring the stable tilting of the rotor, thereby reducing flight safety risks when encountering power system failure, extreme weather conditions, or performing specific missions. In terms of materials, the drive component 4 needs to possess high strength, wear resistance, and corrosion resistance to meet the operational requirements of the tiltrotor aircraft 200 in various environments. Commonly used materials may include stainless steel, chrome-plated iron, galvanized iron, and aluminum alloys, which provide the necessary strength and durability. The design of drive component 4 helps reduce the energy consumption and maintenance costs of the tiltrotor aircraft 200, improving its economy and maintainability. A precise locking mechanism ensures that the tiltrotor angle is maintained in the event of power system failure or other extreme conditions, thereby enhancing the safety and reliability of the tiltrotor aircraft 200.

[0035] This invention provides a locking assembly 100, comprising four main parts: a mounting base 1, a lock cylinder 2, a latch 3, and a driving component 4. The lock cylinder 2 is rotatably connected to the mounting base 1 via a hinge or a lock cylinder shaft 23. The end of the lock cylinder 2 furthest from the mounting base 1 is a free end 21, and the linkage 22 of the lock cylinder 2 is positioned near the free end 21, maintaining a certain distance from the lock cylinder shaft 23. The latch 3 is also rotatably connected to the mounting base 1. Both ends of the driving component 4 are rotatably connected to the mounting base 1 and the linkage 22 of the lock cylinder 2, respectively, driving the lock cylinder 2 to rotate around the lock cylinder shaft 23 and the latch 3 in opposite directions. Furthermore, a latch 411 installed at the end of the telescopic section 41 of the driving component 4 can also push the latch 3 to rotate relative to the mounting base 1, achieving the function of locking and disengaging the linkage 22 of the lock cylinder 2. This design ensures a smooth transition for the tiltrotor aircraft 200 between vertical takeoff and landing and horizontal cruise states. Driven by the actuator 4, precise control of the rotation angle of the lock cylinder 2 can be achieved, thereby locking or releasing the tiltwing at different flight stages of the tiltwing aircraft 200, enhancing its aerodynamic performance. This locking assembly 100 design also reduces reliance on the power system, lowering energy consumption and maintenance costs, as it provides a mechanical locking method that maintains the tiltwing position even in the event of a power system failure. This locking mechanism effectively addresses the shortcomings of existing tiltwing systems in terms of structural rigidity and locking, improving the structural integrity and flight safety of the tiltwing aircraft 200.

[0036] In one embodiment of this utility model, please refer to Figure 1 and Figure 2 The driving component 4 has a telescopic section 41 and a driving body section 42. The driving body section 42 is rotatably connected to the mounting base 1, the telescopic section 41 is slidably connected to the driving body section 42, and the end of the telescopic section 41 away from the driving body section 42 is rotatably connected to the linkage component 22 of the lock cylinder 2.

[0037] In this embodiment, the drive component 4 comprises two main parts: a telescopic section 41 and a drive body section 42. The drive body section 42 is directly connected to the mounting base 1 via a hinge or shaft hole for rotational connection. The telescopic section 41, connected to the drive body section 42, uses a sliding connection mechanism, allowing the telescopic section 41 to slide axially within the drive body section 42; specifically, it can be in the form of an electric screw, cylinder, or linear motor. The end of the telescopic section 41 furthest from the drive body section 42 is rotatably connected to the linkage 22 of the lock cylinder 2. The drive body section 42 can drive the lock cylinder 2 to rotate around the lock cylinder shaft 23 via the telescopic section 41, with a rotation angle generally between 0 and 90 degrees. 0This design allows the drive element 4 to control the lock cylinder 2 within a certain range, thus enabling the drive element 4 to work in coordination with the lock cylinder 2 in both rotational and telescopic degrees of freedom, thereby achieving the rotation, locking, and unlocking functions of the lock cylinder 2. Through this design, the drive element 4 can control the rotation and telescopic movement of the lock cylinder 2 via manual commands or automatic mechanisms, thereby achieving precise locking of the tilt wing angle.

[0038] In one embodiment of this utility model, please refer to Figure 1 and Figure 2 The telescopic section 41 has a latch 411 at one end near the lock cylinder 2. The latch 3 has an abutment section 31 and a locking section 32. The abutment section 31 and the locking section 32 are connected. Both the abutment section 31 and the locking section 32 are rotatably connected to the mounting base 1 through a rotating shaft 33. When the telescopic section 41 retracts, it can drive the latch 411 and the linkage 22 of the lock cylinder 2 to rotate toward the latch 3, and make the latch 411 abut against the abutment section 31, so that the locking section 32 locks the lock cylinder 2.

[0039] In one embodiment, the telescopic section 41 of the drive member 4 is designed with a latch 411, which is located at the end of the telescopic section 41 near the linkage 22 of the lock cylinder 2. The latch 3 consists of two parts: an abutment section 31 and a locking section 32. These two parts are an integral unit and are rotatably connected to the mounting base 1; specifically, it can be a hinge connection or a pin connection. When the telescopic section 41 of the drive member 4 is fully retracted, the linkage 22 of the lock cylinder 2 falls into the arc-shaped groove 3b of the limiting locking seat 34, and the latch 411 of the telescopic section 41 contacts the abutment section 31 of the latch 3, pushing the latch 3 to rotate around the pivot 33, so that the locking section 32 of the latch 3 rotates to the underside of the linkage 22, thereby locking the lock cylinder 2. This mechanism ensures that, under the control of the telescopic section 41 of the drive component 4, the linkage 22 of the lock cylinder 2 can be precisely locked in the position of the limit locking seat 34, thereby providing the set tilt angle for the tilting wing of the tilting wing aircraft 200. Through this design, the locking assembly 100 can maintain the tilting wing's angle in flight without continuous power input, enhancing the safety and reliability of the tilting wing aircraft 200.

[0040] In one embodiment of this utility model, please refer to Figure 3 Both the abutting section 31 and the locking section 32 are bent toward the lock cylinder 2, and a bending angle 3a is formed between the abutting section 31 and the locking section 32.

[0041] In this embodiment, both the abutment section 31 and the locking section 32 of the latch 3 are designed to be bent towards the lock cylinder 2. The bending design between the abutment section 31 and the locking section 32 forms a bending angle 3a. This angle is a key design parameter, determining the interaction force between the latch 3 and the lock cylinder 2 and the reliability of the locking. The design of the bending angle 3a needs to consider the contact area, force, and locking reliability between the latch 3 and the linkage 22 and the limiting locking seat 34. When the telescopic section 41 of the drive member 4 retracts and drives the lock cylinder 2 to rotate, the latch tongue 411 of the drive member 4 will contact the abutment section 31 of the latch 3. This contact action will trigger the locking mechanism between the locking section 32 of the latch 3 and the lock cylinder 2, allowing the locking section 32 to interact smoothly with the locking surface of the lock cylinder 2, achieving stable locking of the lock cylinder 2. The design of the bending angle 3a allows the locking section 32 of the latch 3 to provide sufficient locking force and stability without adding too much complexity. This design not only improves the mechanical efficiency of the locking component 100, but also enhances its reliability and durability under various flight conditions, thus providing a more stable and secure tilt-locking solution for the tiltwing of the tiltwing aircraft 200.

[0042] In one embodiment of this utility model, please refer to Figure 3 The latch 3 also includes a rotating shaft 33, which is rotatably connected to the latch 3 and connected to the mounting base 1. The rotating shaft 33 is located between the abutting section 31 and the locking section 32.

[0043] In this patent application, the latch 3 also includes a key component called a rotating shaft 33. The rotating shaft 33 is rotatably connected to the latch 3 itself via a hinge or pin, while the rotating shaft 33 is fixedly connected to the mounting base 1 via welding or integral molding. This design allows the latch 3 to rotate around the rotating shaft 33, which acts as a connecting bridge between the latch 3 and the mounting base 1. The rotating shaft 33 is located between the abutment section 31 and the locking section 32 of the latch 3, a layout that allows the latch 3 to rotate flexibly under the control of the drive member 4. When the telescopic section 41 of the drive member 4 retracts and drives the lock cylinder 2 to rotate, the latch tongue 411 of the drive member 4 contacts the abutment section 31 of the latch 3. This contact causes the latch 3 to rotate around the rotating shaft 33, allowing the locking section 32 of the latch 3 to interact with the locking surface of the lock cylinder 2, achieving stable locking of the lock cylinder 2. The rotating shaft 33 provides the necessary rotational freedom for the latch 3, enabling the latch 3 to respond flexibly to the actions of the drive member 4. The fixed connection between the rotating shaft 33 and the mounting base 1 ensures the stability of the latch 3 during rotation and prevents the latch 3 from loosening due to vibration or impact. The rotating shaft 33 is located between the abutment section 31 and the locking section 32. This layout makes the design of the latch 3 more compact and allows the latch 3 to respond more quickly, improving the working efficiency of the locking assembly 100.

[0044] In one embodiment of this utility model, please refer to Figure 1 and Figure 2 The lock cylinder 2 also includes a linkage 22, which rotatably connects the telescopic section 41 and the lock cylinder 2. The linkage 22 is located at the free end 21, and the locking section 32 can lock the linkage 22.

[0045] In one embodiment, the lock cylinder 2 is fixedly connected to a linkage 22, which, as a key component of the lock cylinder 2, is located at the free end 21 of the lock cylinder 2. Specifically, the linkage 22 is rotatably connected to the telescopic section 41. This design allows the linkage 22 to drive the lock cylinder 2 to rotate under the control of the drive member 4, and to precisely control the angular position of the lock cylinder 2 during tilting, ensuring that the tilting wing maintains the correct tilt angle. When the telescopic section 41 of the drive member 4 is fully retracted, it drives the lock cylinder 2 to rotate to a predetermined position while simultaneously causing the latch 411 to contact the abutment section 31 of the latch 3. At this time, the latch 3 rotates around the pivot 33 under the push of the latch 411, causing the locking section 32 to rotate below the linkage 22, thereby locking the lock cylinder 2 and ensuring that the tilting wing angle is fixed. In application scenarios, this design is mainly used for the tilting wing locking mechanism of a tilting wing aircraft 200. It plays a crucial role in the vertical takeoff and landing and forward flight transition phases of the tiltrotor aircraft 200, ensuring stable tilting of the tiltrotor and improving flight safety. In terms of materials, the linkage 22 and the lock core 2 can use high-strength and corrosion-resistant lightweight materials, such as aluminum alloy or carbon fiber reinforced composite materials, to ensure the structural strength and integrity of the tiltrotor under various load conditions and environments.

[0046] In one embodiment of this utility model, please refer to Figure 1 The latch 3 also includes a limiting locking seat 34, which is connected to the mounting base 1. The arc-shaped groove 3b of the limiting locking seat 34 and the latch 3 enclose each other to form a locking channel for accommodating and locking the linkage 22.

[0047] In this embodiment, the latch 3 includes a limiting locking seat 34 and a rotating shaft 33. The limiting locking seat 34 is fixedly connected to the mounting base 1 by welding or screwing. The rotating shaft 33 is located between the abutting section 31 and the locking section 32 of the latch 3, and is fixedly connected to the mounting base 1, while also being rotatably connected to the latch 3 by hinge or pin. Specifically, the limiting locking seat 34 is a component of the latch 3. The arc-shaped groove 3b of the limiting locking seat 34 and the latch 3 enclose a locking channel to accommodate the linkage member 22 of the limiting lock cylinder 2. The design of this utility model ensures that the linkage member 22 can rotate into the locking channel 3b. When the linkage member 22 is locked, this channel can restrict the movement of the linkage member 22. In terms of material selection, the mounting base 1 can use high-strength, wear-resistant, and corrosion-resistant materials, such as stainless steel or alloy steel, to ensure reliability and durability in various environments.

[0048] In one embodiment of this utility model, please refer to Figure 3 The latch 3 also includes a torsion elastic element 35, the two ends of which are connected to the latch 3 and the rotating shaft 33 or the mounting base 1, respectively.

[0049] In this embodiment, the latch 3 includes a key component called a torsional elastic element 35. The two ends of the torsional elastic element 35 are connected to the latch 3 and the rotating shaft 33, respectively. This design provides the latch 3 with the necessary elastic torque, enabling it to automatically reset and release the lock cylinder 2 into the unlocked state. Specifically, one end of the torsional elastic element 35 is connected to the latch 3, and the other end is connected to the rotating shaft 33. This arrangement allows the torsional elastic element 35 to transmit torque between the latch 3 and the rotating shaft 33, realizing the locking and releasing functions of the latch 3. The torsional elastic element 35 can be a torsional spring or elastic rubber, etc. The torsional elastic element 35 is typically made of spring material, which provides a continuous restoring torque, allowing the latch 3 to automatically return to its initial unlocked position after release. This automatic reset function is crucial for improving the ease of use and reliability of the latch 3. When the telescopic section 41 of the drive member 4 extends, the locking tongue 411 disengages from the abutting section 31 of the latch 3, causing the latch 3 to rotate under the elastic restoring torque of the torsional elastic member 35, so that the locking section 32 of the latch 3 can disengage from the linkage member 22. At this time, the linkage member 22 disengages from the locking channel 3b under the push of the drive member 4 and rotates forward and downward.

[0050] In one embodiment of this utility model, please refer to Figure 1 and Figure 4 The tiltwing locking mechanism of the tiltwing aircraft 200 may include multiple locking components 100, including multiple lock cylinders 2, multiple latches 3, and multiple drive members 4. Each lock cylinder 2 is rotatably connected to the mounting base 1, and each lock cylinder 2 has a free end 21 away from the mounting base 1 and a linkage member 22. Each latch 3 is rotatably connected to the mounting base 1. Each drive member 4 is movably disposed on the mounting base 1, and each drive member 4 is rotatably connected to the linkage member 22 of a lock cylinder 2. Each drive member 4 can drive a latch 3 to rotate relative to the mounting base 1 to lock a linkage member 22.

[0051] In one embodiment, please refer to Figure 1 and Figure 5 The locking component 100 can be applied not only to the aforementioned tiltwing design, but also to... Figure 5The diagram shows a tiltrotor mechanism with a rear-mounted propeller. Specifically, a double-beam frame extending rearward from the fuselage serves as a mounting base 1. A horizontally extending crossbeam connected to the rear-mounted propeller serves as a pivot 23 for the locking cylinder 2. The locking cylinder 2 is rotatably connected around the mounting base 1. A limiting locking seat 4 and a latch 3 are mounted behind the pivot 23. A drive component 4 is rotatably connected to the mounting base 1 and the locking cylinder 2, and can drive the corresponding locking cylinder 2 and latch 3 to rotate. This design allows the drive component 4 to control the tilt angle of the rear-mounted propeller and the locking and releasing of the latch 3, achieving a precise locking mechanism. The latch 3, driven by the drive component 4, can rotate relative to the mounting base 1 to lock or release the locking cylinder 2. This mechanism ensures that the tilt rotor angle can be stably locked even in the event of a power system failure or other extreme conditions. Through this design, the locking assembly 100 can achieve precise control of the tilt rotor angle, improving the safety and reliability of the tiltrotor aircraft 200. At the same time, this design also helps reduce the energy consumption and maintenance costs of the tiltrotor aircraft 200, improving its economy and maintainability. This structure allows the tilt rotor angle to be maintained without continuous power input, enhancing the safety and reliability of the tiltrotor aircraft 200.

[0052] This utility model also proposes a tilt-wing aircraft 200, please refer to [link / reference needed]. Figure 4 and Figure 5 The tilt-wing aircraft 200 includes a flight component 5, a locking component 100, and a cockpit. The specific structure of the locking component 100 is as described in the above embodiments. Since the tilt-wing and tilt-rotor of this tilt-wing aircraft 200 adopt all the technical solutions of all the above embodiments, it has at least all the beneficial effects brought about by the technical solutions of the above embodiments, and will not be described in detail here. The locking component 100 is connected to the flight component 5; the cockpit is also connected to the flight component 5.

[0053] In this embodiment, the tiltrotor aircraft 200 is designed with three main parts: a flight component 5, a locking component 100, and a cockpit. The flight component 5 is the core of the tiltrotor aircraft 200, responsible for providing the necessary power to achieve flight. The flight component 5 generally includes a fuselage, motors, propellers, wings, and tail, depending on the type of tiltrotor aircraft 200 (e.g., fixed-wing aircraft, helicopters, tiltrotor aircraft 200, etc.). The design of the flight component 5 needs to consider aerodynamic shape, power efficiency, maneuverability, stability, and safety. The locking component 100 is connected to the flight component 5, and its function is to ensure that key components of the tiltrotor aircraft 200 (such as the tiltwing and tilt rotor) maintain the correct position and angle during flight. The locking component 100 includes a lock core 2, a latch 3, and a drive component 4, used to achieve a precise locking and releasing mechanism. The design of the locking component 100 needs to consider reliability, response speed, and ease of maintenance. The cockpit is the working and riding space inside the tiltrotor aircraft 200 for the pilot or crew. The cockpit design must consider comfort, safety, and ease of operation, including the seat, control panels, display system, and life support system. The cockpit is typically structurally connected to the flight assembly 5 to ensure stability and durability during flight. This tiltrotor aircraft 200 uses a locking assembly 100 to ensure the position and angle of critical components, improving flight safety. The design of the flight assembly 5 and the locking assembly 100 takes into account reliability under various flight conditions. The cockpit design allows the pilot or crew to easily control the tiltrotor aircraft 200.

[0054] The above are merely exemplary embodiments of this utility model and do not limit the patent scope of this utility model. Any equivalent structural transformations made based on the technical concept of this utility model and the contents of the specification and drawings of this utility model, or direct / indirect applications in other related technical fields, are included within the patent protection scope of this utility model.

Claims

1. A locking assembly for driving and locking a tiltrotor, characterized in that, include: Mounting base (1); A lock cylinder (2) is rotatably connected to the mounting base (1). The lock cylinder (2) has a free end (21) away from the mounting base (1) and a lock cylinder shaft (23) close to the mounting base. The lock cylinder shaft (23) is rotatably connected to the mounting base (1). The lock cylinder (2) is configured to be connected to the tilting wing. The latch (3) is rotatably connected to the mounting base (1); as well as A driving member (4) is movably disposed on the mounting base (1). The driving member (4) is rotatably connected to the lock cylinder (2). The driving member (4) can drive the free end (21) of the lock cylinder (2) and the latch (3) to move towards or away from each other, so that the lock cylinder (2) and the latch (3) are locked or disengaged.

2. The locking component as claimed in claim 1, characterized in that, The drive component (4) has a telescopic section (41) and a drive body section (42). The drive body section (42) is rotatably connected to the mounting base (1). The telescopic section (41) is slidably connected to the drive body section (42). The end of the telescopic section (41) away from the drive body section (42) is rotatably connected to the lock cylinder (2).

3. The locking component as described in claim 2, characterized in that, The telescopic section (41) has a latch (411) installed at one end near the lock cylinder (2), and the latch (3) has an abutment section (31) and a locking section (32). The abutment section (31) is connected to the locking section (32), and both the abutment section (31) and the locking section (32) are rotatably connected to the mounting base (1). The retraction of the telescopic section (41) can cause the lock cylinder (2) to rotate toward the latch (3) and cause the bolt (411) to abut against the abutment section (31) so that the locking section (32) locks the lock cylinder (2).

4. The locking component as claimed in claim 3, characterized in that, Both the abutting section (31) and the locking section (32) are bent toward the lock cylinder (2), and a bending angle (3a) is formed between the abutting section (31) and the locking section (32).

5. The locking component as claimed in claim 4, characterized in that, The latch (3) also includes a rotating shaft (33), which is rotatably connected to the latch (3) and connected to the mounting base (1). The rotating shaft (33) is located between the abutting section (31) and the locking section (32).

6. The locking component as claimed in claim 3, characterized in that, The lock cylinder (2) also includes a linkage (22), which is rotatably connected to the telescopic section (41). The linkage (22) is located at the free end (21) near the lock cylinder (2), and the locking section (32) can lock the lock cylinder (2).

7. The locking component as claimed in claim 6, characterized in that, The latch (3) also includes a limiting locking seat (34), which is connected to the mounting base (1). The limiting locking seat (34) and the latch (3) together form a locking channel (3b), which can accommodate the limiting linkage (22).

8. The locking component as claimed in claim 6, characterized in that, The latch (3) further includes a torsion elastic element (35), the two ends of which are connected to the latch (3) and the mounting base (1) respectively.

9. The locking component as claimed in any one of claims 6 to 8, characterized in that, The locking assembly includes multiple lock cylinders (2), multiple latches (3), and multiple drive members (4). Each lock cylinder (2) is rotatably connected to the mounting base (1), and each linkage member (22) maintains a certain distance from the lock cylinder shaft (23). Each latch (3) is rotatably connected to the mounting base (1). Each drive member (4) is movably disposed on the mounting base (1), and each drive member (4) is rotatably connected to a lock cylinder (2). Each drive member (4) can drive a latch (3) to rotate relative to the mounting base (1) to lock a free end (21).

10. A tilt-wing aircraft, characterized in that, include: Flight component (5), said flight component (5) is used to provide lift and power for flight; The locking component as claimed in any one of claims 1 to 9, wherein the locking component is connected to the flight component (5); and The cockpit is connected to the flight component (5).

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