Airplane empennage steering adjusting mechanism

Abstract

The utility model discloses an aircraft empennage steering adjusting mechanism, and particularly relates to the field of airplanes. One end of the first rotating rod is rotationally connected to the rear edge of the empennage, and the other end of the first rotating rod is rotationally connected into the aircraft tail; an annular through hole is formed in the circumferential direction of the side wall of the first rotating rod, and the length of the through hole is smaller than the perimeter of the first rotating rod; the first flow guide plate is connected to the outer side wall of the first rotating rod and adjacent to the through hole, and the first flow guide plate is located above the aircraft tail; the first driving mechanism is in transmission connection with the first rotating rod; the second rotating rod is rotationally sleeved in the first rotating rod; the second flow guide plate is located on the outer side of the first rotating rod and connected with the second rotating rod through a connecting piece; the second guide plate is positioned above the tail of the airplane; and the second driving mechanism is in transmission connection with the second rotating rod, and the second driving mechanism and the first driving mechanism are symmetrically arranged in the aircraft tail. The power loss of a main rotor when a traditional tail rotor controls the direction of an empennage can be reduced.

Description

Technical Field

[0001] This application relates to the field of helicopters, and more particularly to a tail fin steering adjustment mechanism for aircraft. Background Technology

[0002] Helicopters have the advantages of high flexibility and high maneuverability. The existing tail rotor adjustment is generally divided into propeller reverse thrust, engine exhaust thrust and coaxial reverse thrust adjustment. Among them, propeller reverse thrust requires the power on the main shaft to be transferred to the tail rotor through a transmission device. This design will cause the aircraft to lose more lift when adjusting direction during flight, which is not conducive to the efficient use of aircraft power.

[0003] In addition, existing aircraft deceleration methods usually involve changing the angle of the main rotor. When the aircraft is moving at high speed, this deceleration effect is not fast enough, and in emergency situations, the aircraft's deceleration effect cannot achieve the expected results. Utility Model Content

[0004] The main objective of this application is to provide an aircraft tail wing steering adjustment mechanism, which aims to solve the problem of large main rotor power loss when adjusting direction during flight in existing aircraft.

[0005] To achieve the above objectives, this application provides an aircraft tail fin steering adjustment mechanism, comprising: a hollow first rotating rod, one end of which is rotatably connected to the trailing edge of the tail fin, and the other end of which is rotatably connected to the aircraft tail; an annular through hole is provided along the circumferential direction of the side wall of the first rotating rod, the length of the through hole being less than the circumference of the first rotating rod; a first guide plate is connected to the outer side wall of the first rotating rod and adjacent to the through hole, the first guide plate being located above the aircraft tail; a first drive mechanism is pulsatically connected to the first rotating rod; a second rotating rod is rotatably sleeved inside the first rotating rod; a second guide plate is located on the outer side of the first rotating rod and is connected to the second rotating rod via a connector; wherein, one end of the connector is connected to the second rotating rod, and the other end passes through the through hole and is connected to the second guide plate, the second guide plate being located above the aircraft tail; a second drive mechanism is pulsatically connected to the second rotating rod, the second drive mechanism and the first drive mechanism being symmetrically arranged inside the aircraft tail.

[0006] Optionally, the first drive mechanism includes: a hydraulic telescopic rod; a movable rod rotatably connected to the movable end of the hydraulic telescopic rod; and a first transmission rod, one end of which is perpendicularly connected to the bottom end of the first rotating rod, and the other end of which is perpendicularly connected to the movable rod.

[0007] Optionally, the first drive mechanism further includes a limiting block, and the first transmission rod has a limiting hole adapted to the limiting block, with the limiting block located inside the limiting hole.

[0008] Optionally, the second drive mechanism has the same structure as the first drive mechanism.

[0009] Optionally, the length of the through hole is half the circumference of the first rotating rod.

[0010] Optionally, the connector includes two parts, with two through holes correspondingly opened on the side wall of the first rotating rod.

[0011] Compared with the prior art, the beneficial effects of this application are as follows:

[0012] This invention relates to an aircraft tail fin steering adjustment mechanism. A second rotating rod is connected to a second guide vane via a connector, positioning the second guide vane outside the first rotating rod, forming a double guide vane. Both guide vanes are driven to rotate in the same direction via drive mechanisms. When the aircraft needs to make a rapid turn during high-speed flight, rotating the guide vanes changes the airflow speed across them, creating a pressure difference. This pressure difference alters the tail fin's orientation, aiding in turning and reducing the power loss to the main rotor compared to traditional tail rotors used for tail fin control. When the aircraft needs to decelerate urgently, the second and first drive mechanisms open the two guide vanes in opposite directions, acting as a flow deflector to help the aircraft decelerate quickly and improve flight safety. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the structure of an aircraft tail wing steering adjustment mechanism according to this application;

[0014] Figure 2 This is a top cross-sectional schematic diagram of an aircraft tail wing steering adjustment mechanism according to this application;

[0015] Figure 3 This is a schematic diagram of the structure of a bidirectional rotating rod in an aircraft tail wing steering adjustment mechanism according to this application;

[0016] Figure 4 This is a schematic diagram of the structure of the first drive mechanism in the tail wing steering adjustment mechanism of an aircraft according to this application;

[0017] Figure 5 for Figure 1 A magnified structural diagram of part A.

[0018] The realization of the purpose, functional features and advantages of this application will be further explained in conjunction with the embodiments and with reference to the accompanying drawings. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0020] The first embodiment of this utility model provides an aircraft tail wing steering adjustment mechanism, such as... Figure 1-3 As shown, the device includes a hollow first rotating rod 401, a first deflector plate 3, a first drive mechanism, a second rotating rod 402, a connector, a second deflector plate 10, and a second drive mechanism. The first rotating rod 401 is rotatably connected to the trailing edge of the tail fin 5, and its other end is rotatably connected to the tail section 1 of the aircraft. An annular through hole 11 is formed along the circumferential direction of the side wall of the first rotating rod 401, the length of which is less than the circumference of the first rotating rod 401. The first deflector plate 3 is connected to the outer side wall of the first rotating rod 401 and is adjacent to the through hole 11. The first deflector plate 3 is located at the tail section of the aircraft. Above the tail 1; a first drive mechanism is driven by a first rotating rod 401; a second rotating rod 402 is rotatably sleeved inside the first rotating rod 401; a second guide plate 10 is located on the outer side of the first rotating rod 401 and is connected to the second rotating rod 402 through a connector; wherein, one end of the connector is connected to the second rotating rod 402, and the other end passes through a through hole 11 and is connected to the second guide plate 10, and the second guide plate 10 is located above the tail 1 of the aircraft; a second drive mechanism is driven by a second rotating rod 402, and the second drive mechanism and the first drive mechanism are symmetrically arranged inside the tail 1 of the aircraft. Under the action of the second drive mechanism and the first drive mechanism, the first rotating rod 401 and the second rotating rod 402 can form a bidirectional rotating rod 4.

[0021] It is worth noting that in this embodiment, the tail fin is vertically mounted on the tail of the aircraft.

[0022] For example, one end of the first rotating rod 401 is rotatably connected to the trailing edge of the tail fin 5 via a bearing. A connecting through hole is provided on the tail fin 1 of the aircraft. The other end of the first rotating rod 401 extends into the interior of the tail fin 1 through the connecting through hole, and the first rotating rod 401 is rotatably connected to the tail fin 1 at the connecting through hole via a bearing. Additionally, the second guide plate 10 is connected to the second rotating rod 402 via a connector and is located outside the first rotating rod 401. The first guide plate 3 is connected to the outside of the first rotating rod 401. The first guide plate 3 is adjacent to the through hole 11, meaning the first guide plate 3 is not connected at the through hole 11. This ensures that the first guide plate 3 and the second guide plate 10 do not affect each other when the first rotating rod 401 and the second rotating rod 402 rotate. Furthermore, the distance between the first guide plate 3 and one end of the through hole 11 can be 1 cm, meaning the minimum distance between the first guide plate 3 and the second guide plate 10 can be 1 cm. The length of the through hole 11 is half the circumference of the first rotating rod 401, i.e., the arc angle is 180°. This 180° opening design allows for a wider rotation range, improving the device's applicability. Furthermore, the connecting component is a connecting block, the thickness of which, combined with the thickness of the second rotating rod 402, is greater than or equal to the thickness of the first rotating rod 401. This allows the first guide plate 3 and the second guide plate 10 to rotate around the same center axis, reducing the formation of errors. Through the segmented design, the first guide plate 3 and the second guide plate 10 can rotate in the same or opposite directions under the pilot's control, facilitating different air-blocking states.

[0023] Furthermore, the outer sides of both the first guide vane 3 and the second guide vane 10 are designed as arcs. The arc design makes the air flow more smoothly over the surfaces of the first guide vane 3 and the second guide vane 10, reducing the generation of vortices and improving the flight stability of the aircraft.

[0024] In this embodiment, the second rotating rod 402 is connected to the second guide plate 10 via a connector, and the second guide plate 10 is located outside the first rotating rod 401, forming a double guide plate outside the first rotating rod 401. The first guide plate 3 and the second guide plate 10 are driven to rotate in the same direction via drive mechanisms. When the aircraft needs to make a rapid turn during high-speed flight, the airflow speed across the two sides of the guide plate can be changed by rotating the guide plate, thereby creating a pressure difference. Under the action of air pressure, the orientation of the tail fin 5 is changed, helping the aircraft to turn and reducing the power loss to the main rotor when the traditional tail rotor controls the direction of the tail fin 5. When the aircraft needs to decelerate urgently, the two guide plates can be opened in opposite directions via the second drive mechanism and the first drive mechanism, thereby acting as a flow obstruction to help the aircraft decelerate quickly and improve flight safety.

[0025] Specifically, such as Figure 4-5As shown, the first driving mechanism includes a hydraulic telescopic rod, a movable rod 8, and a first transmission rod 403. The movable rod 8 is rotatably connected to the movable end of the hydraulic telescopic rod. One end of the first transmission rod 403 is perpendicularly connected to the bottom end of the first rotating rod 401, and the other end is perpendicularly connected to the movable rod 8. The movable rod 8 is connected to the movable end of the hydraulic telescopic rod via a rotating shaft. When the hydraulic telescopic rod extends, the movable rod 8 rotates counterclockwise around the rotating shaft, driving the first transmission rod 403 to rotate counterclockwise.

[0026] The second drive mechanism has the same structure as the first drive mechanism. Based on the above description, the second drive mechanism also includes a hydraulic telescopic rod, a movable rod 8, and a corresponding transmission rod, namely the second transmission rod 404. The second rotating rod 402 can extend below the first rotating rod 401 and connect with the second transmission rod 404, so that the second transmission rod 404 is located below the first transmission rod 403, avoiding mutual interference between the second transmission rod 404 and the first transmission rod 403 during rotation.

[0027] It is worth noting that in this embodiment, the initial state of the hydraulic telescopic rods of the first drive mechanism and the second drive mechanism is the extended state, and the extended length is less than the total extended length, that is, the state of not fully extended. In this way, when it is necessary to turn or decelerate during flight, the two hydraulic telescopic rods can be extended or retracted as needed.

[0028] Furthermore, the first drive mechanism also includes a limiting block 9. A limiting hole adapted to the limiting block 9 is provided on the first transmission rod 403, and the limiting block 9 is located within the limiting hole. The inner diameter of the limiting hole is equal to the diameter of the limiting block 9. This design ensures that the extension and retraction of the hydraulic telescopic rod is effectively transmitted to the first transmission rod 403 and the second transmission rod 404, preventing rigid bending of the parts due to the circular motion of the first rotating rod 401 and the second transmission rod 404.

[0029] To ensure the stability of the connection between the second guide plate 10 and the second rotating rod 402, two first connecting parts can be provided. Correspondingly, two through holes 11 are opened on the side wall of the first rotating rod 401, and each connecting part corresponds to one through hole 11.

[0030] Based on the above embodiments, the adjustment mechanism also includes a fixing rod 6. The tail fin 5 has an installation through hole, and the fixing rod 6 is fixed in the installation through hole. The fixing rod 6 is located inside the first guide plate 3, that is, close to the main propeller. The fixing rod 6 is rotatably connected to the propeller 7, that is, the tail propeller.

[0031] Working principle: When using the aircraft tail wing steering adjustment mechanism, in normal flight, the first deflector 3 and the second deflector 10 remain horizontal with the tail wing 5. When the aircraft needs to turn right, a hydraulic telescopic rod 2 located inside the tail wing 1 extends. The hydraulic telescopic rod 2 causes the second transmission rod 404 to rotate counterclockwise via the movable rod 8. Under the action of the second transmission rod 404, the second rotating rod 402 rotates counterclockwise, and the second deflector 3 rotates counterclockwise with the second rotating rod 402. At this time, the connecting piece moves along the through hole 11. Simultaneously, another hydraulic telescopic rod 2 located at the tail of the aircraft retracts. The hydraulic telescopic rod 2, via the movable rod 8, causes the first transmission rod 403 to rotate counterclockwise. Under the action of the first transmission rod 403, the first rotating rod 401 rotates counterclockwise, and the first deflector 10 rotates counterclockwise with the first rotating rod 401. The first deflector 10 and the second deflector 3 maintain the same direction of rotation. The airflow speed and pressure decrease as it flows across the left side of the aircraft. Under the influence of this air pressure, the tail shifts to the left, and the nose shifts to the right under the action of the tail, completing the turn. Similarly, when turning left, the opposite adjustment is made.

[0032] When the aircraft needs to decelerate urgently, the two hydraulic telescopic rods 2 extend respectively, causing the first transmission rod 403 to rotate clockwise and the second transmission rod 404 to rotate counterclockwise. Under the action of the first transmission rod 403 and the second transmission rod 404, the first guide vane 10 and the second guide vane 3 move in opposite directions. After the first guide vane 10 and the second guide vane 3 are deployed in opposite directions, they form a flow obstruction effect on the air, helping the aircraft to decelerate.

[0033] The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made using the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. An aircraft tail fin steering adjustment mechanism, characterised in that, The utility model relates to a kind of aircraft tail drive mechanism, including: Hollow first rotating rod, one end is rotatably connected in the trailing edge of tail, the other end is rotatably connected in aircraft tail;Annular through-hole is opened in the side wall of the first rotating rod circumferentially, the length of the through-hole is less than the circumference of first rotating rod; First flow guide plate, connected on the outer side wall of the first rotating rod, and adjacent to the through-hole, the first flow guide plate is located above aircraft tail; First drive mechanism, transmission connection with the first rotating rod; Second rotating rod, rotatably sleeved in the first rotating rod; Connecting piece, one end is connected on the second rotating rod, the other end passes through the through-hole; Second flow guide plate, located on the outer side of the first rotating rod, connected with the second rotating rod by connecting piece; Wherein, one end of the connecting piece is connected with the second rotating rod, the other end passes through the through-hole and is connected with the second flow guide plate, and the second flow guide plate is located above aircraft tail; Second drive mechanism, transmission connection with the second rotating rod, the second drive mechanism is symmetrically arranged in aircraft tail with first drive mechanism.

2. An aircraft tail fin steering adjustment mechanism according to claim 1, characterised in that, The first drive mechanism includes: Hydraulic telescopic rod; Movable rod, rotatably connected with the movable end of the hydraulic telescopic rod; First transmission rod, one end is connected with the bottom end of the first rotating rod vertically, the other end is connected with the movable rod vertically.

3. An aircraft tail fin steering adjustment mechanism according to claim 2, wherein, The first drive mechanism further includes limiting block, limiting hole is opened on the first transmission rod, and the limiting block is located in the limiting hole.

4. An aircraft tail fin steering adjustment mechanism according to claim 2 or 3, wherein, The second drive mechanism is the same as the structure of first drive mechanism.

5. The aircraft tail fin steering adjustment mechanism of claim 1, wherein, The length of the through-hole is half of the circumference of the first rotating rod.

6. The aircraft tail fin steering adjustment mechanism of claim 1, wherein, The connecting piece includes two, two through-holes are opened on the side wall of the first rotating rod.

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