Electric auxiliary safety device of fixed-wing aircraft

Abstract

The utility model provides an electric auxiliary safety device of a fixed-wing aircraft, which belongs to the technical field of fixed-wing aircrafts and comprises a cabin plate, an engine is mounted at the top end of the cabin plate, a first driving shaft is mounted at the output end of the engine, and a first retainer is rotatably connected to the outer side of the first driving shaft. The bottom end of the first retainer is fixedly connected with the top end of the cabin plate, one end of the first driving shaft is connected with a tooth-shaped hub, the inner side of the tooth-shaped hub is meshed with a tooth-shaped disc, a connecting base is installed in the middle of one end face of the tooth-shaped disc, a second driving shaft is installed at one end of the connecting base, and the second driving shaft is sleeved with a second retainer. The bottom end of the second retainer is fixedly connected with the top end of the cabin plate, a square rod is installed at one end of the second driving shaft, a square sleeve is slidably connected to the outer side of the square rod, and a third driving shaft is installed at one end of the square sleeve; according to the utility model, the flight safety can be obviously improved, and the energy recycling can be effectively realized.

Description

Technical Field

[0001] This utility model relates to the field of fixed-wing aircraft technology, and specifically to an electric auxiliary safety device for fixed-wing aircraft. Background Technology

[0002] Fixed-wing propeller aircraft may face various unforeseen situations during flight, such as engine failure and insufficient power in adverse weather conditions, which seriously threaten flight safety. While current fixed-wing propeller aircraft are equipped with some basic safety devices, they often lack effective auxiliary power means to maintain stable flight and safe landing when dealing with sudden power problems. Furthermore, existing safety devices are inadequate in energy recovery and reuse, failing to fully utilize the energy generated during flight and resulting in energy waste. Therefore, there is an urgent need for an electrically powered auxiliary safety device that can solve these problems to improve the safety and energy efficiency of fixed-wing propeller aircraft. Utility Model Content

[0003] In view of this, the present invention provides an electric auxiliary safety device for fixed-wing aircraft, which can significantly improve flight safety and effectively realize energy recovery and utilization.

[0004] To solve the above-mentioned technical problems, this utility model provides an electrically assisted safety device for a fixed-wing aircraft, including a cabin panel. An engine is mounted on the top of the cabin panel, and a first drive shaft is mounted on the output end of the engine. A first retainer is rotatably connected to the outer side of the first drive shaft, and the bottom end of the first retainer is fixedly connected to the top of the cabin panel. A toothed hub is connected to one end of the first drive shaft, and a toothed disc meshes with the inner side of the toothed hub. A connecting seat is mounted on the middle of one end face of the toothed disc, and a second drive shaft is mounted on one end of the connecting seat. A second safety device is sleeved on the outer side of the second drive shaft. The first retainer has its bottom end fixedly connected to the top end of the second retainer and the nacelle panel. A square rod is mounted on one end of the second drive shaft, and a square sleeve is slidably connected to the outside of the square rod. A third drive shaft is mounted on one end of the square sleeve, and a propeller is mounted on one end of the third drive shaft. A groove is provided on the outside of the connecting seat, and a translation mechanism for moving the connecting seat is rotatably connected to the outside of the groove. A third retainer is rotatably connected to the outside of the third drive shaft. The bottom end of the third retainer is fixedly connected to the top end of the nacelle panel, and an auxiliary mechanism for driving the third drive shaft to rotate is mounted on one end face of the third retainer.

[0005] The translation mechanism includes a connecting sleeve, with the inner side of the connecting sleeve and the outer side of the groove rotatably connected. A connecting plate is installed on one side of the connecting sleeve, and a first fixed seat is installed on one side of the first retainer. An electric telescopic rod is installed at one end of the first fixed seat, and a push plate is installed at the output end of the electric telescopic rod. One end of the push plate is in contact with one end face of the connecting plate. That is, by installing the push plate at the output end of the electric telescopic rod, when the engine fails, the electric telescopic rod drives the push plate to move, thereby pushing the connecting plate and causing the connecting sleeve to move the connecting seat, thereby separating the toothed hub and the toothed disc, facilitating the intervention of the auxiliary mechanism.

[0006] A sliding rod is slidably connected to the inner side of the connecting plate. A second fixed seat is installed on one side of the first retainer and one side of the second retainer. The two ends of the sliding rod are respectively fixedly connected to the inner side of a pair of second fixed seats. That is, the sliding rod is slidably connected to the inner side of the connecting plate to improve the movement stability of the connecting plate.

[0007] A spring is installed on the outer side of one end of the connecting seat, and one end of the spring is in contact with one end of the second retainer; that is, the automatic engagement of the toothed disc and the toothed hub after separation is achieved by installing a spring on the outer side of one end of the connecting seat.

[0008] The auxiliary mechanism includes a motor, one side of which is fixedly connected to one end face of the third cage. The output end of the motor passes through the other end face of the third cage. A drive gear is mounted on the output end of the motor, and a driven gear is mounted on the outside of the third drive shaft. The drive gear and the driven gear mesh. In other words, through the arrangement of the motor, drive gear, and driven gear, reliable electric auxiliary power is provided to the aircraft. When the engine fails, the motor starts and drives the third drive shaft to rotate through the meshing of the drive gear and the driven gear, thereby driving the propeller to rotate, enabling the aircraft to maintain basic flight capability. When the engine is running, it can drive the motor to perform reverse charging.

[0009] The top of the nacelle panel is equipped with a rectifier, a charging module, and a lithium battery. The motor and the rectifier are electrically connected by wires, the rectifier and the charging module are electrically connected by wires, and the charging module and the lithium battery are electrically connected by wires. In other words, by setting up the rectifier, the charging module, and the lithium battery, the alternating current generated by the motor during passive operation can be converted into direct current, which can then be used to charge the lithium battery through the charging module.

[0010] A controller is installed at the top of the nacelle panel. The controller is electrically connected to the motor, rectifier, charging module, lithium battery and electric telescopic pole through wires. In other words, the controller installed at the top of the nacelle panel enables the equipment to be controlled and increases the ease of use of the product.

[0011] In summary, compared with the prior art, this application includes at least one of the following beneficial technical effects:

[0012] 1. Significantly improve flight safety: When the aircraft engine malfunctions or lacks power, the auxiliary mechanism can be activated quickly to provide additional power to the propeller, maintain the aircraft's flight attitude and altitude, and give the pilot more time to deal with emergencies, such as finding a suitable emergency landing site or trying to restart the engine, greatly reducing the risk of flight accidents.

[0013] 2. Effective energy recovery and utilization: When the engine is running, it can drive the motor to charge in reverse. Through the setting of rectifier, charging module and lithium battery, the AC power generated by the motor during passive operation can be converted into DC power, so as to charge the lithium battery through the charging module. Attached Figure Description

[0014] Figure 1 This is one of the three-dimensional structural schematic diagrams of this utility model;

[0015] Figure 2 This is the second three-dimensional structural schematic diagram of the present invention;

[0016] Figure 3 This is one of the three-dimensional structural diagrams of the present invention after disassembly;

[0017] Figure 4 This is the second three-dimensional structural diagram of the present invention.

[0018] Figure 5 This utility model Figure 2 Enlarged schematic diagram of structure A in the middle.

[0019] Explanation of reference numerals in the attached figures:

[0020] 100. Cabin panel; 101. Engine; 102. First drive shaft; 103. First cage; 104. Toothed hub; 105. Toothed disc; 106. Connecting seat; 10601. Groove; 107. Spring; 108. Second cage; 109. Second drive shaft; 110. Square rod; 111. Square sleeve; 112. Auxiliary mechanism; 11201. Motor; 11202. Drive gear; 11203. Driven gear 113. Gear; 114. Third drive shaft; 115. Third retainer; 116. Propeller; 117. Translation mechanism; 118. Connecting sleeve; 119. Connecting plate; 120. Slide rod; 11604. Second fixed seat; 11605. First fixed seat; 11606. Electric telescopic rod; 11607. Push plate; 118. Rectifier; 119. Charging module; 120. Lithium battery; 131. Controller. Detailed Implementation

[0021] To make the objectives, technical solutions, and advantages of the embodiments of this utility model clearer, the following will be described in conjunction with the appendices of the embodiments of this utility model. Figure 1-5The technical solutions of the embodiments of this utility model are clearly and completely described herein. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. All other embodiments obtained by those skilled in the art based on the described embodiments of this utility model are within the protection scope of this utility model.

[0022] like Figure 1-5 As shown: This embodiment provides an electrically assisted safety device for a fixed-wing aircraft, including a cabin panel 100. An engine 101 is mounted on the top of the cabin panel 100. A first drive shaft 102 is mounted on the output end of the engine 101. A first retainer 103 is rotatably connected to the outer side of the first drive shaft 102. The bottom end of the first retainer 103 is fixedly connected to the top of the cabin panel 100. A toothed hub 104 is connected to one end of the first drive shaft 102. A toothed disc 105 meshes with the inner side of the toothed hub 104. A connecting seat 106 is mounted on the middle of one end face of the toothed disc 105. A second drive shaft 109 is mounted on one end of the connecting seat 106. A second retainer 108 is sleeved on the outer side of the second drive shaft 109. The bottom end of 8 is fixedly connected to the top end of the cabin plate 100. A square rod 110 is installed at one end of the second drive shaft 109. A square sleeve 111 is slidably connected to the outside of the square rod 110. A third drive shaft 113 is installed at one end of the square sleeve 111. A propeller 115 is installed at one end of the third drive shaft 113. A groove 10601 is opened on the outside of the connecting seat 106. A translation mechanism 116 for moving the connecting seat 106 is rotatably connected to the outside of the groove 10601. A third retainer 114 is rotatably connected to the outside of the third drive shaft 113. The bottom end of the third retainer 114 is fixedly connected to the top end of the cabin plate 100. An auxiliary mechanism 112 for driving the third drive shaft 113 to rotate is installed on one end face of the third retainer 114.

[0023] The toothed hub 104 and toothed disc 105 enable the switching of the output power of the engine 101 between connection and disconnection. A square sleeve 111 is slidably connected to the outer side of the square rod 110 to realize the power transmission after the second drive shaft 109 moves. A translation mechanism 116 for moving the connecting seat 106 is rotatably connected to the outer side of the groove 10601 to realize the mobility of the connecting seat 106, thereby realizing the quick disconnection of the connection between the second drive shaft 109 and the engine 101. An auxiliary mechanism 112 for driving the third drive shaft 113 to rotate is installed on one end face of the third retainer 114 to realize the electric drive function after the engine 101 fails.

[0024] like Figure 4As shown, the translation mechanism 116 includes a connecting sleeve 11601, the inner side of the connecting sleeve 11601 and the outer side of the groove 10601 are rotatably connected, a connecting plate 11602 is installed on one side of the connecting sleeve 11601, a first fixed seat 11605 is installed on one side of the first retainer 103, an electric telescopic rod 11606 is installed at one end of the first fixed seat 11605, a push plate 11607 is installed at the output end of the electric telescopic rod 11606, and one end of the push plate 11607 is in contact with one end face of the connecting plate 11602.

[0025] A push plate 11607 is installed at the output end of the electric telescopic rod 11606. When the engine 101 fails, the electric telescopic rod 11606 drives the push plate 11607 to move, thereby pushing the connecting plate 11602, causing the connecting sleeve 11601 to drive the connecting seat 106 to move, thereby separating the toothed hub 104 and the toothed disc 105, which facilitates the intervention of the auxiliary mechanism 112.

[0026] A slide rod 11603 is slidably connected to the inner side of the connecting plate 11602. A second fixing seat 11604 is installed on one side of the first retainer 103 and one side of the second retainer 108. The two ends of the slide rod 11603 are respectively fixedly connected to the inner side of a pair of second fixing seats 11604.

[0027] A slide rod 11603 is slidably connected to the inner side of the connecting plate 11602 to improve the movement stability of the connecting plate 11602;

[0028] like Figure 2 As shown, a spring 107 is installed on the outer side of one end of the connecting seat 106, and one end of the spring 107 is in contact with one end face of the second retainer 108.

[0029] A spring 107 is installed on the outer side of one end of the connecting seat 106 to achieve automatic engagement of the toothed disc 105 and the toothed hub 104 after they are separated.

[0030] like Figure 3 As shown, the auxiliary mechanism 112 includes a motor 11201. One side of the motor 11201 is fixedly connected to one end face of the third retainer 114. The output end of the motor 11201 passes through the other end face of the third retainer 114. A drive gear 11202 is fitted onto the output end of the motor 11201. A driven gear 11203 is fitted onto the outer side of the third drive shaft 113. The drive gear 11202 and the driven gear 11203 mesh.

[0031] The arrangement of motor 11201, drive gear 11202 and driven gear 11203 provides reliable electric auxiliary power for the aircraft. When engine 101 fails, motor 11201 starts and drives the third drive shaft 113 to rotate through the meshing transmission of drive gear 11202 and driven gear 11203, thereby driving propeller 115 to rotate, enabling the aircraft to maintain basic flight capability. When engine 101 is running, it can drive motor 11201 to perform reverse charging.

[0032] like Figure 2 As shown, a rectifier 117, a charging module 118, and a lithium battery 119 are installed on the top of the nacelle panel 100. The motor 11201 and the rectifier 117 are electrically connected by wires, the rectifier 117 and the charging module 118 are electrically connected by wires, and the charging module 118 and the lithium battery 119 are electrically connected by wires.

[0033] By setting up rectifier 117, charging module 118 and lithium battery 119, the AC power generated by motor 11201 during passive operation can be converted into DC power, so that lithium battery 119 can be charged through charging module 118.

[0034] A controller 120 is installed on the top of the cabin panel 100. The controller 120 is electrically connected to the motor 11201, rectifier 117, charging module 118, lithium battery 119 and electric telescopic rod 11606 through wires.

[0035] A controller 120 is installed at the top of the nacelle panel 100 to make the equipment controllable and increase the ease of use of the product;

[0036] Working principle: The toothed hub 104 and toothed disc 105 enable the switching of the output power of the engine 101 between connection and disconnection. A square sleeve 111 is slidably connected to the outer side of the square rod 110, facilitating power transmission after the second drive shaft 109 moves. A translation mechanism 116 for moving the connecting seat 106 is rotatably connected to the outer side of the groove 10601, allowing the connecting seat 106 to move and thus quickly disconnecting the second drive shaft 109 from the engine 101. A useful... The auxiliary mechanism 112, which drives the third drive shaft 113 to rotate, enables electric drive function after engine 101 malfunctions. A push plate 11607 is installed at the output end of the electric telescopic rod 11606. When engine 101 malfunctions, the electric telescopic rod 11606 drives the push plate 11607 to move, thereby pushing the connecting plate 11602. This causes the connecting sleeve 11601 to move the connecting seat 106, thus separating the toothed hub 104 and the toothed disc 105, facilitating the intervention of the auxiliary mechanism 112. The connecting plate 11602... A sliding rod 11603 is slidably connected on the inner side to improve the movement stability of the connecting plate 11602. A spring 107 is installed on the outer side of one end of the connecting seat 106 to achieve automatic engagement of the toothed disc 105 and the toothed hub 104 after separation. The arrangement of motor 11201, drive gear 11202 and driven gear 11203 provides reliable electric auxiliary power to the aircraft. When the engine 101 fails, motor 11201 starts and drives the third drive shaft through the meshing transmission of drive gear 11202 and driven gear 11203. The rotation of engine 113 drives propeller 115 to rotate, enabling the aircraft to maintain basic flight capability. When engine 101 is running, it can drive motor 11201 to perform reverse charging. Through the configuration of rectifier 117, charging module 118 and lithium battery 119, the AC power generated by motor 11201 during passive operation can be converted into DC power, thereby charging lithium battery 119 through charging module 118. The controller 120 installed on the top of the cabin panel 100 enables the equipment to be controlled, increasing the ease of use of the product.

[0037] Furthermore, it should be noted that, in the description of this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0038] The above description is the preferred embodiment of this utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this utility model, and these improvements and modifications should also be considered within the protection scope of this utility model.

Claims

1. An electrically assisted safety device for a fixed-wing aircraft, characterized in that: The system includes a nacelle panel (100), an engine (101) mounted on its top end, a first drive shaft (102) mounted on the output end of the engine (101), a first retainer (103) rotatably connected to the outer side of the first drive shaft (102), the bottom end of the first retainer (103) fixedly connected to the top end of the nacelle panel (100), a toothed hub (104) connected to one end of the first drive shaft (102), a toothed disc (105) meshing with the inner side of the toothed hub (104), a connecting seat (106) mounted on the middle of one end face of the toothed disc (105), a second drive shaft (109) mounted on one end of the connecting seat (106), a second retainer (108) sleeved on the outer side of the second drive shaft (109), and the bottom end of the second retainer (108) fixedly connected to the top end of the nacelle panel (100). The top end is fixedly connected, and a square rod (110) is installed at one end of the second drive shaft (109). A square sleeve (111) is slidably connected to the outside of the square rod (110). A third drive shaft (113) is installed at one end of the square sleeve (111). A propeller (115) is installed at one end of the third drive shaft (113). A groove (10601) is opened on the outside of the connecting seat (106). A translation mechanism (116) for moving the connecting seat (106) is rotatably connected to the outside of the groove (10601). A third retainer (114) is rotatably connected to the outside of the third drive shaft (113). The bottom end of the third retainer (114) is fixedly connected to the top end of the cabin plate (100). An auxiliary mechanism (112) for driving the third drive shaft (113) to rotate is installed on one end face of the third retainer (114).

2. The electrically assisted safety device for a fixed-wing aircraft as described in claim 1, characterized in that: The translation mechanism (116) includes a connecting sleeve (11601), the inner side of the connecting sleeve (11601) and the outer side of the groove (10601) are rotatably connected, a connecting plate (11602) is installed on one side of the connecting sleeve (11601), a first fixed seat (11605) is installed on one side of the first retainer (103), an electric telescopic rod (11606) is installed at one end of the first fixed seat (11605), a push plate (11607) is installed at the output end of the electric telescopic rod (11606), and one end of the push plate (11607) is in contact with one end of the connecting plate (11602).

3. The electrically assisted safety device for a fixed-wing aircraft as described in claim 2, characterized in that: The inner side of the connecting plate (11602) is slidably connected to a slide rod (11603). A second fixing seat (11604) is installed on one side of the first retainer (103) and one side of the second retainer (108). The two ends of the slide rod (11603) are respectively fixedly connected to the inner side of a pair of second fixing seats (11604).

4. The electrically assisted safety device for a fixed-wing aircraft as described in claim 1, characterized in that: A spring (107) is installed on the outer side of one end of the connecting seat (106), and one end of the spring (107) is in contact with one end of the second retainer (108).

5. The electrically assisted safety device for a fixed-wing aircraft as described in claim 1, characterized in that: The auxiliary mechanism (112) includes a motor (11201), one side of which is fixedly connected to one end face of the third retainer (114). The output end of the motor (11201) passes through the other end face of the third retainer (114). A drive gear (11202) is fitted onto the output end of the motor (11201). A driven gear (11203) is fitted onto the outer side of the third drive shaft (113). The drive gear (11202) and the driven gear (11203) mesh.

6. The electrically assisted safety device for a fixed-wing aircraft as described in claim 5, characterized in that: A rectifier (117), a charging module (118), and a lithium battery (119) are installed on the top of the nacelle panel (100). The motor (11201) and the rectifier (117) are electrically connected by wires. The rectifier (117) and the charging module (118) are electrically connected by wires. The charging module (118) and the lithium battery (119) are electrically connected by wires.

7. The electrically assisted safety device for a fixed-wing aircraft as described in claim 6, characterized in that: A controller (120) is installed on the top of the cabin panel (100). The controller (120) is electrically connected to the motor (11201), rectifier (117), charging module (118), lithium battery (119) and electric telescopic rod (11606) via wires.

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