Aircraft

Abstract

The utility model discloses an aircraft, which comprises an aircraft main body, an aircraft main body and an aircraft main body, the engine is arranged in the aircraft main body; one end of the spray pipe is connected with the engine, and the other end of the spray pipe extends towards the tail; a through opening is formed in the tail of the exhaust pipe, the exhaust pipe is movably arranged in the through opening, and the exhaust pipe is arranged on the periphery of the spray pipe in a sleeving mode; the adjusting mechanism is connected with the exhaust pipe and used for driving the exhaust pipe to move in the axial direction of the other end of the spray pipe. Through the application of the utility model, the utility model provides the aircraft capable of adjusting the extension length of the exhaust pipe according to the flight state; through the arrangement of the adjusting mechanism, the exhaust pipe shrinks inwards to reduce the influence of air resistance in the stable level flight, vertical take-off or landing state, and the exhaust pipe automatically extends outwards during climbing or accelerated flight to ensure that high-temperature tail gas is far away from the tail skin, so that the risk that the skin is damaged due to high temperature is effectively avoided.

Description

TECHNICAL FIELD

[0001] The utility model relates to the technical field of aircraft, especially a kind of aircraft. BACKGROUND

[0002] At present, as a new type of aircraft, electric vertical take-off and landing aircraft (eVTOL) has shown great potential in urban air traffic, emergency rescue and other fields. In the prior art, the power device of this kind of eVTOL is mainly divided into two types of pure electric and hybrid power, among which, the hybrid power device becomes the preferred power scheme of eVTOL because it can meet the demand of large load and long flight time. Specifically, in the running process of eVTOL equipped with hybrid device, the aero-engine keeps running in cruise state, and needs to discharge high-temperature exhaust gas outward by exhaust pipe; while taking off and landing, the power source is switched to battery, and the exhaust pipe does not work at this time.

[0003] However, the traditional fixed exhaust pipe has obvious disadvantages in different flight stages of eVTOL. Specifically, in the eVTOL cruise state, especially when climbing or accelerating, the exhaust gas will diffuse to the tail of eVTOL. If the exhaust pipe is too short, the high-temperature exhaust gas may directly bake the tail skin, causing the skin to overheat, and even may cause safety accidents. In addition, in the process of taking off, landing or other non-cruise state, the power source of eVTOL is electric energy, and the exhaust pipe does not work. At this time, the exhaust pipe that is too long is not only useless, but also affects the overall aerodynamic performance of eVTOL, increases air resistance, and further affects flight efficiency and energy consumption. SUMMARY

[0004] Therefore, in order to solve the above problems, the purpose of the utility model is to provide a kind of aircraft, comprising:

[0005] The aircraft body has a head and a tail opposite to the head;

[0006] The engine is arranged in the aircraft body;

[0007] The nozzle has one end connected with the engine, and the other end of the nozzle extends towards the tail;

[0008] The exhaust pipe is movably arranged in the through hole, and the exhaust pipe is sleeved on the outer periphery of the nozzle;

[0009] The adjusting mechanism is connected with the exhaust pipe, and the adjusting mechanism is used to drive the exhaust pipe to move along the axial direction of the other end of the nozzle.

[0010] In another preferred embodiment, one end of the exhaust pipe is arranged to extend into the main body of the aircraft, and the other end of the exhaust pipe is arranged to extend outwardly through the through-opening, the other end of the exhaust pipe being arranged to be moveable toward and away from the surface of the tail portion.

[0011] In another preferred embodiment, the tail portion has a mounting space formed therein, and the adjustment mechanism is mounted in the mounting space.

[0012] In another preferred embodiment, the adjustment mechanism comprises:

[0013] a mounting bracket arranged at the bottom of the mounting space;

[0014] a first spring having one end connected to the mounting bracket;

[0015] a counterweight connected to the other end of the first spring;

[0016] an extension plate having one end connected to the exhaust pipe and the other end abutting against the counterweight;

[0017] a second spring connected between the bottom of the mounting space and the extension plate.

[0018] In another preferred embodiment, the counterweight is arranged in a spherical structure.

[0019] In another preferred embodiment, the extension plate comprises a first plate body and a second plate body connected to each other, the first plate body being arranged parallel to the bottom surface of the mounting space, the second plate body being arranged inclined relative to the bottom surface of the mounting space, the second plate body being arranged closer to the first spring relative to the first plate body, and the end of the second plate body away from the first plate body being arranged closer to the bottom surface of the mounting space.

[0020] In another preferred embodiment, the mounting bracket comprises a first connecting member and a second connecting member connected to each other, one end of the first connecting member and one end of the second connecting member being fixedly arranged at the bottom of the mounting space, the other end of the first connecting member being connected to the second connecting member, the second connecting member being connected to the first spring, and the second connecting member being arranged inclined relative to the bottom surface of the mounting space.

[0021] In another preferred embodiment, further comprising a limiting plate arranged above the extension plate, and the counterweight is arranged moveable between the limiting plate and the extension plate.

[0022] In another preferred embodiment, it further includes: a limiting groove, the limiting groove being disposed on the upper side of the extension plate, the counterweight being movably extended into the limiting groove.

[0023] In another preferred embodiment, the tail is at least partially configured as a skin structure.

[0024] Because this utility model adopts the above-mentioned technical solution, its positive effects compared with the prior art are as follows:

[0025] By applying this utility model, an aircraft is provided that can adjust the extension length of the exhaust pipe according to the flight status. The adjustment mechanism allows the exhaust pipe to retract inward during stable level flight, vertical takeoff or landing to reduce the impact of air resistance, and allows the exhaust pipe to automatically extend outward during climb or acceleration, ensuring that the high-temperature exhaust gas stays away from the tail skin and effectively avoiding the risk of the skin being damaged by high temperature. Attached Figure Description

[0026] Figure 1 This is an overall schematic diagram of an aircraft according to the present invention;

[0027] Figure 2 This is a partial schematic diagram of an aircraft according to the present invention.

[0028] In the attached image:

[0029] 1. Aircraft body; 2. Nose; 3. Tail; 4. Engine; 5. Nozzle; 6. Exhaust pipe; 7. Adjustment mechanism; 8. Installation space; 9. Mounting frame; 10. First spring; 11. Counterweight; 12. Extension plate; 13. Second spring; 14. First plate; 15. Second plate; 16. First connector; 17. Second connector; 18. Limiting plate. Detailed Implementation

[0030] The technical solution of this utility model will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this utility model. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0031] In the description of this utility model, it should be understood that the orientation or positional relationship indicated by terms such as "upper", "lower", "left", "right", "inner", "outer", "front", "back", "horizontal", and "vertical" are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this utility model, and are not intended to indicate or imply that the device or component referred to must have a specific orientation, and therefore should not be construed as a limitation of this utility model.

[0032] It should be noted that the "horizontal" and "vertical" in the utility model are used to illustrate the approximate positional relationship, rather than the strict "horizontal plane" or "vertical plane".

[0033] As shown in Figure 1 and Figure 2 , an aircraft of a preferred embodiment is shown, comprising: an aircraft body 1, the aircraft body 1 having a head 2 and a tail 3 opposite to the head 2; an engine 4, the engine 4 being arranged in the aircraft body 1; a nozzle 5, one end of the nozzle 5 being connected with the engine 4, and the other end of the nozzle 5 extending towards the tail 3; an exhaust pipe 6, the tail 3 being provided with a through opening, and the exhaust pipe 6 being movably arranged in the through opening, the exhaust pipe 6 being sleeved on the outer periphery of the nozzle 5; an adjusting mechanism 7, the adjusting mechanism 7 being connected with the exhaust pipe 6, and the adjusting mechanism 7 being used to drive the exhaust pipe 6 to move along the axial direction of the other end of the nozzle 5. Further, the aircraft body 1 adopts a hybrid engine 4, so as to be switchably in a hybrid mode or a pure electric mode according to the instruction of a control system; under the driving of the adjusting mechanism 7, the exhaust pipe 6 is moved towards the outside of the aircraft body 1 or towards the inside of the aircraft body 1 relative to the through opening, so as to cooperate with the nozzle 5 to work; that is, in the hybrid mode, the exhaust pipe 6 is moved outward, so as to guide the exhaust gas generated by the nozzle 5 and make the exhaust gas far away from the surface of the tail 3 of the aircraft body 1; in the pure electric mode, the exhaust pipe 6 is moved inward due to the fact that the nozzle 5 no longer generates exhaust gas, and preferably no longer protrudes from the surface of the tail 3 of the aircraft body 1.

[0034] Further, as a preferred embodiment, the adjusting mechanism 7 at least has the ability to sense the flight state of the aircraft body 1 and drive the exhaust pipe 6 to make different actions according to the flight state.

[0035] Further, as a preferred embodiment, one end of the exhaust pipe 6 extends into the aircraft body 1, and the other end of the exhaust pipe 6 extends outward through the through opening, and the other end of the exhaust pipe 6 is movably arranged close to or far away from the surface of the tail 3.

[0036] Further, as a preferred embodiment, the tail 3 is formed with a mounting space 8, and the adjusting mechanism 7 is mounted in the mounting space 8.

[0037] Further, as a preferred embodiment, the adjusting mechanism 7 comprises: a mounting frame 9 arranged at the bottom of the mounting space 8; a first spring 10, one end of which is connected with the mounting frame 9; a counterweight 11, the other end of the first spring 10 being connected with the counterweight 11; an extension plate 12, one end of which is connected with the exhaust pipe 6, and the other end of the extension plate 12 abuts against the counterweight 11; and a second spring 13 connected between the bottom of the mounting space 8 and the extension plate 12. Further, as the flight state of the aircraft body 1 changes, the counterweight 11 moves correspondingly, and the extension plate 12 drives the counterweight 11 to move correspondingly.

[0038] Further, as a preferred embodiment, the counterweight 11 keeps in contact with the extension plate 12 by the component of its own gravity, and the exhaust pipe 6 and the extension plate 12 are connected by welding.

[0039] Further, as a preferred embodiment, the counterweight 11 is arranged in a spherical structure.

[0040] Further, as a preferred embodiment, the counterweight 11 is a steel ball.

[0041] Further, as a preferred embodiment, the extension plate 12 comprises: a first plate body 14 and a second plate body 15 connected with each other, the first plate body 14 being arranged parallel to the bottom surface of the mounting space 8, the second plate body 15 being arranged inclined to the bottom surface of the mounting space 8, the second plate body 15 being arranged close to the first spring 10 relative to the first plate body 14, and one end of the second plate body 15 away from the first plate body 14 being arranged close to the bottom surface of the mounting space 8.

[0042] Further, as a preferred embodiment, the mounting frame 9 comprises: a first connecting piece 16 and a second connecting piece 17 connected with each other, one end of the first connecting piece 16 and one end of the second connecting piece 17 being fixedly arranged at the bottom of the mounting space 8, the other end of the first connecting piece 16 being connected with the second connecting piece 17, the second connecting piece 17 being connected with the first spring 10, and the second connecting piece 17 being arranged inclined to the bottom surface of the mounting space 8.

[0043] Further, as a preferred embodiment, the other end of the first connecting piece 16, one end of the second connecting piece 17, and the bottom surface of the mounting space 8 jointly form a triangular structure.

[0044] Further, as a preferred embodiment, the axis of the first spring 10 has a gradually upwardly inclined extension trend from the head 2 to the tail 3, and the axis of the second spring 13 is arranged perpendicular to the bottom surface of the mounting space 8.

[0045] Further, as a preferred embodiment, it further comprises a limiting plate 18, which is arranged above the extension plate 12, and the counterweight 11 is movably arranged between the limiting plate 18 and the extension plate 12. Further, the limiting plate 18 is preferably used to limit the upward moving position of the counterweight 11.

[0046] Further, as a preferred embodiment, the limiting plate 18 is preferably fixedly connected with the inner wall of the accommodating space.

[0047] Further, as a preferred embodiment, it further comprises a limiting groove, which is arranged on the upper side of the extension plate 12, and the counterweight 11 is movably extended into the limiting groove. Further, the position of the counterweight 11 along the axial direction and the radial direction of the first spring 10 is limited by the arrangement of the limiting groove; preferably, the limiting groove is movably contacted with the lower surface of the limiting plate 18 upwardly to realize the limiting.

[0048] Further, based on the arrangement of the adjusting mechanism 7, the specific working process of the utility model is as follows:

[0049] When the aircraft body 1 is in the state of level flight, the exhaust pipe 6 keeps the state of contraction to reduce the air resistance.

[0050] When the aircraft body 1 enters the state of climbing, due to the attack angle of the flight attitude, the force component of the gravity of the counterweight 11, which is perpendicular to the surface of the extension plate 12, will be generated, the counterweight 11 presses the extension plate 12 and moves downward along the central axis direction of the exhaust pipe 6; the axial force of the first spring 10 is reduced due to the force component generated by the counterweight 11, so that the first spring 10 is elongated to push the counterweight 11 into the limiting groove; the extension plate 12 drives the exhaust pipe 6 to be elongated outward relative to the lower surface of the tail 3, and the second spring 13 is compressed to generate the elastic force; when the force component of the counterweight 11 and the thrust force of the first spring 10 reach the balance, the displacement of the exhaust pipe 6 is stopped, or when the second spring 13 is compressed to the limit, the displacement of the exhaust pipe 6 is stopped, and meanwhile the exhaust pipe 6 is elongated to the outermost position.

[0051] When the aircraft body 1 enters the state of accelerating flight, the counterweight 11 will generate the counterforce opposite to the accelerating direction due to the inertial force, and the force component perpendicular to the surface of the extension plate 12 will also be generated, and the elongation principle of the exhaust pipe 6 is the same as that in the case of climbing.

[0052] When the aircraft body 1 enters the state of stable level flight, vertical take-off or landing, the force component of the counterweight 11 to the surface of the extension plate 12 is reduced, the second spring 13 pushes the extension plate 12, the exhaust pipe 6, the limiting plate 18 and the counterweight 11 to move upward until reaching the limiting plate 18, the counterweight 11 exits the limiting groove, and the exhaust pipe 6 is contracted to the shortest relative to the lower surface of the tail 3.

[0053] The above merely describes preferred embodiments of the present application, and is not intended to limit the embodiments and the protection scope of the present application.

[0054] The present application has the following embodiments based on the above:

[0055] In a further embodiment of the present application, the tail portion 3 is at least partially provided in a skin structure.

[0056] In a further embodiment of the present application, the outer surface of the tail portion 3 has a streamlined configuration gradually inclined upward from the head portion 2 to the tail portion 3.

[0057] In a further embodiment of the present application, the aircraft body 1 has a passenger cabin, a luggage cabin and an engine 4 cabin arranged in sequence inside from the head portion 2 to the tail portion 3. Further, the passenger cabin is used for the seating of the pilot and passengers, the luggage cabin is used for the storage of the luggage of the pilot and passengers, and the engine 4 is arranged in the engine 4 cabin.

[0058] In a further embodiment of the present application, the installation space 8 is formed on the side of the engine 4 cabin away from the luggage cabin.

[0059] In a further embodiment of the present application, the adjustment mechanism 7 can also include a sensing device and a linear drive device. The sensing device preferably obtains the flight state information of the aircraft body 1 by using gyroscopes and / or accelerometers and other aviation sensing elements. The sensing device sends the flight state information to a control system, and the control system controls the linear drive device to drive the movement of the exhaust pipe 6.

[0060] In a further embodiment of the present application, the sensing device is electrically connected to the control system, the control system is connected to the linear drive device, and the output end of the linear drive device is fixedly connected to the exhaust pipe 6.

[0061] The above merely describes preferred embodiments of the present application, and is not intended to limit the embodiments and the protection scope of the present application. For those skilled in the art, it should be realized that any equivalent replacement and obvious changes made according to the content of the present application description and drawings should be included in the protection scope of the present application.

Claims

1. An aircraft, characterized in that The application relates to an aircraft, which comprises: an aircraft body having a head and a tail opposite to the head; an engine arranged in the aircraft body; a nozzle having one end connected with the engine and the other end extending towards the tail; an exhaust pipe movably arranged in a through opening of the tail and sleeved on the outer periphery of the nozzle; an adjusting mechanism connected with the exhaust pipe and used for driving the exhaust pipe to move along the axial direction of the other end of the nozzle.

2. The aircraft of claim 1, wherein, One end of the exhaust pipe extends into the aircraft body, and the other end of the exhaust pipe extends outwards through the through opening and is movably arranged close to or away from the surface of the tail.

3. The aircraft of claim 1, wherein, An installation space is formed in the tail, and the adjusting mechanism is arranged in the installation space.

4. The aircraft of claim 3, wherein, The adjusting mechanism comprises: a mounting frame arranged at the bottom of the installation space; a first spring having one end connected with the mounting frame; a counterweight connected with the other end of the first spring; an extension plate having one end connected with the exhaust pipe and the other end abutting against the counterweight; and a second spring connected between the bottom of the installation space and the extension plate.

5. The aircraft of claim 4, wherein, The counterweight is in a spherical structure.

6. The aircraft of claim 4, wherein, The extension plate comprises a first plate body and a second plate body connected with each other, the first plate body is arranged in parallel with the bottom surface of the installation space, the second plate body is arranged in an inclined manner relative to the bottom surface of the installation space, the second plate body is arranged close to the first spring relative to the first plate body, and one end of the second plate body away from the first plate body is arranged close to the bottom surface of the installation space.

7. The aircraft of claim 4, wherein, The mounting frame comprises a first connecting piece and a second connecting piece connected with each other, one end of the first connecting piece and one end of the second connecting piece are fixedly arranged at the bottom of the installation space, the other end of the first connecting piece is connected with the second connecting piece, the second connecting piece is connected with the first spring, and the second connecting piece is arranged in an inclined manner relative to the bottom surface of the installation space.

8. The aircraft of claim 4, wherein, Further comprising: a limiting plate arranged above the extension plate, and the counterweight is movably arranged between the limiting plate and the extension plate.

9. The aircraft of claim 4, wherein, Further comprising: a limiting groove arranged on the upper side of the extension plate, and the counterweight is movably arranged in the limiting groove.

10. The aircraft of claim 1, wherein, The tail is at least partially arranged in a skin structure.

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