Airplane model
By using a rotary adjusting screw and a detachable tail fin mechanism, the tilt angle of the propeller thrust line can be adjusted, solving the adaptability and stability problems caused by the fixed propeller design in existing aircraft models, and improving flight adaptability and handling performance.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SHAANXI TIANDI MODEL CO
- Filing Date
- 2025-03-19
- Publication Date
- 2026-04-24
AI Technical Summary
The propeller thrust lines of existing aircraft models are fixed and cannot be adjusted according to actual needs, resulting in poor flight adaptability and stability, making it difficult to meet the personalized needs of different environments and users.
The tilt angle of the propeller is adjusted by rotating the adjusting screw. The tilt angle of the propeller thrust line is adjusted by the cooperation design of the annular end plate and the sleeve. Combined with the detachable tail fin mechanism and special blade design, the handling performance of the aircraft model is improved.
It significantly improves the adaptability and handling performance of the aircraft model. Operators can precisely adjust the direction of the propeller thrust line according to different environments and needs, thereby improving the adaptability and stability of flight.
Smart Images
Figure CN224164019U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of aviation model technology, and in particular to an aircraft model. Background Technology
[0002] Model airplanes are widely used in aviation sports and science education, and the performance of the propeller directly affects the flight performance. In existing model airplanes, the propeller thrust line is usually a fixed design, meaning the propeller's installation angle and position are not adjustable after manufacturing. This fixed design prevents the model airplane from adjusting the thrust line direction according to actual needs during flight, limiting the aircraft's maneuverability. The optimal thrust line direction varies under different environmental factors such as wind direction and temperature, and the fixed propeller thrust line cannot be adjusted accordingly, reducing flight adaptability and stability. Furthermore, during flight training and instruction, users of different skill levels have varying requirements for propeller thrust characteristics, and the fixed design cannot meet these personalized needs. Utility Model Content
[0003] This application aims to at least partially address one of the aforementioned technical problems in the prior art. To this end, embodiments of this application provide an aircraft model where the propeller tilt angle can be adjusted by rotating an adjusting screw, significantly improving the adaptability and handling performance of the aircraft model.
[0004] An airplane model, including
[0005] The fuselage is a rod-shaped structure, and the front end of the fuselage is rotatably mounted with the machine head;
[0006] The wings are horizontally mounted on the fuselage;
[0007] A propeller is mounted on the head of the fuselage. A sleeve is provided at the front end of the fuselage. A screw mounting cylinder is provided on one side of the sleeve. An adjusting screw is installed in the screw mounting cylinder. The adjusting screw can be adjusted along the axial direction of the fuselage. An annular end plate is provided between the end of the sleeve and the head of the fuselage. The annular end plate is provided with a lug corresponding to the screw mounting cylinder. The nut of the adjusting screw can abut against the lug of the annular end plate. The annular end plate and the sleeve cooperate with each other. The head of the fuselage is slidably engaged with the end plate.
[0008] The tail fin mechanism is installed at the tail of the fuselage.
[0009] In an optional or preferred embodiment, the tail fin mechanism includes a tail fin fixing rod and a horizontal tail fin, the horizontal tail fin being horizontally fixed to the rear end of the tail fin fixing rod, and the tail fin fixing rod being connected to the rear end of the fuselage.
[0010] In an optional or preferred embodiment, the tail fin mechanism further includes a vertical tail fin, which is vertically mounted on the tail fin mounting rod, and the horizontal tail fin is located behind the vertical tail fin.
[0011] In an optional or preferred embodiment, the tail fin fixing rod is detachably connected to the fuselage.
[0012] In an optional or preferred embodiment, a connecting cylinder is installed at the front end of the tail fin fixing rod, right-angle slots are opened on both sides of the connecting cylinder, and locking blocks are provided on both sides of the rear end of the fuselage, the locking blocks being able to be locked in the right-angle slots.
[0013] In an optional or preferred embodiment, a first hook is provided in the middle of the horizontal tail fin, a support plate is installed on the tail fin fixing rod, and openings are provided on both sides of the support plate. The side of the horizontal tail fin near the vertical tail fin is pressed against the support plate, and the edge of the side of the horizontal tail fin near the vertical tail fin avoids the openings, so that the openings are exposed. The openings and the first hook are used to connect elastic connectors, so that the side of the horizontal tail fin near the vertical tail fin is fixed to the support plate. A second hook is provided on the side of the horizontal tail fin away from the vertical tail fin, and a traction line is connected to the second hook. The traction line is connected through a controller located below the wing.
[0014] In an optional or preferred embodiment, a positioning block is provided in the middle of the tail wing fixing rod, and the positioning block has a through hole located directly below the tail wing fixing rod, through which a traction line is threaded.
[0015] In an optional or preferred embodiment, the two ends of the wing are upturned.
[0016] In optional or preferred embodiments, the cross-sectional parameters of the wing are shown in Table 1:
[0017] Table 1. Coordinates of corresponding positions on the wing cross-section
[0018] X 0 1.25 2.5 5 7.5 10 15 20 25 upper arc Y-axis 0 1.242 1.901 3.009 3.941 4.771 6.045 6.9 7.487 Lower arc Y-axis 0 -0.444 -0.329 0 0.454 0.905 1.73 2.413 2.968 X 30 40 50 60 70 80 90 95 100 upper arc Y-axis 7.852 8.087 7.683 6.881 5.701 4.214 2.393 1.407 0.275 Lower arc Y-axis 3.399 3.953 4.193 3.998 3.42 2.447 1.285 0.587 0
[0019] In optional or preferred embodiments, the propeller blade parameters are shown in Table 2:
[0020] Table 2. Angle of attack at corresponding blade positions
[0021]
[0022]
[0023] Based on the above technical solution, the embodiments of this application have at least the following beneficial effects: By rotating the adjusting screw, the nut is pressed against the ear plate, thereby changing the tilt angle of the annular end plate. As the propeller rotates, the nose rotates along the tilted annular end plate, thus adjusting the propeller's thrust line tilt angle. This application allows for propeller tilt angle adjustment by rotating the adjusting screw, significantly improving the adaptability and handling performance of the aircraft model. The operator can precisely adjust the propeller's thrust line direction according to different flight environments and needs, significantly improving flight adaptability. Attached Figure Description
[0024] The present application will be further described below with reference to the accompanying drawings and embodiments;
[0025] Figure 1 This is a schematic diagram of the structure of the aircraft model provided in the embodiments of this application;
[0026] Figure 2 yes Figure 1 A structural schematic diagram from another perspective of the embodiment shown;
[0027] Figure 3 yes Figure 1 A magnified view of a section at point A in the middle;
[0028] Figure 4 yes Figure 1 A magnified view of a section at point B in the middle;
[0029] Figure 5 yes Figure 1 A magnified view of a section at point C;
[0030] Figure 6 yes Figure 2 A magnified view of a section at point D;
[0031] Figure 7 This is a cross-sectional schematic diagram of the wing according to an embodiment of this application;
[0032] Figure 8 This is a schematic diagram of the propeller blades according to an embodiment of this application;
[0033] Figure 9 This is a structural schematic diagram of the propeller blades from another perspective, according to an embodiment of this application.
[0034] Figure 10 This is a front view of the propeller blades of an embodiment of this application;
[0035] Figure 11 This is a right view of the propeller blades of an embodiment of this application;
[0036] Figure 12 This is a right view of the propeller blades of an embodiment of this application;
[0037] Figure 13 This is a diagram showing the helix angle distribution at various positions of the propeller blades in an embodiment of this application. Detailed Implementation
[0038] To enable those skilled in the art to better understand the technical solutions in this application, the technical solutions in the embodiments 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, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of this application.
[0039] The embodiments of this application will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this application, but should not be used to limit the scope of this application.
[0040] In the description of the embodiments of this application, it should be noted that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application. In addition, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.
[0041] In the description of the embodiments of this application, it should be noted that, unless otherwise explicitly specified and limited, the terms "connected" and "linked" 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. Those skilled in the art can understand the specific meaning of the above terms in the embodiments of this application based on the specific circumstances.
[0042] In the embodiments of this application, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first feature is in direct contact with the second feature, or that the first feature is in indirect contact with the second feature through an intermediate medium. Furthermore, "above," "on top of," and "over" the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.
[0043] Model airplanes are widely used in aviation sports and science education, and the performance of the propeller directly affects the flight performance. In existing model airplanes, the propeller thrust line is usually a fixed design, meaning the propeller's installation angle and position are not adjustable after manufacturing. This fixed design prevents the model airplane from adjusting the thrust line direction according to actual needs during flight, limiting the aircraft's maneuverability. The optimal thrust line direction varies under different environmental factors such as wind direction and temperature, and the fixed propeller thrust line cannot be adjusted accordingly, reducing flight adaptability and stability. During flight training and instruction, users of different skill levels have varying requirements for propeller thrust characteristics, and the fixed design cannot meet individual needs, hindering the gradual development of flight skills.
[0044] like Figure 1-6 As shown, the aircraft model of this application includes a fuselage 1, wings 2, a propeller 3, and a tail assembly 4. The fuselage 1 is a rod-shaped structure made of lightweight, high-strength carbon fiber composite material, ensuring that the overall structure is both lightweight and robust. The wings 2 are horizontally mounted in the middle of the fuselage 1 and employ an airfoil design to provide lift.
[0045] The front end of the fuselage 1 is rotatably mounted with the head 5, and the propeller 3 is mounted on the head 5. A sleeve 10 is provided at the front end of the fuselage 1, and a screw mounting cylinder 11 is provided on one side of the sleeve 10. An adjusting screw is installed in the screw mounting cylinder 11, and the adjusting screw can be adjusted along the axial direction of the fuselage 1. An annular end plate 12 is provided between the end of the sleeve 10 and the head 5. The annular end plate 12 is provided with a corresponding ear plate 13 of the screw mounting cylinder 11. The nut of the adjusting screw can abut against the ear plate 13 of the annular end plate 12. By rotating the adjusting screw, the nut is pressed against the ear plate 13, thereby changing the tilt angle of the annular end plate 12. While the propeller 3 rotates, the head 5 will rotate along the tilted annular end plate 12, thereby realizing the adjustment of the thrust line tilt angle of the propeller 3.
[0046] The annular end plate 12 and the sleeve 10 are fitted with a concave-convex structure to ensure that the connection between the annular end plate 12 and the sleeve 10 is fixed and will not be misaligned. The machine head 5 and the end plate are fitted with a sliding fit design to ensure the smooth rotation of the machine head 5.
[0047] The tail wing mechanism 4 includes a tail wing fixing rod 40, a horizontal tail wing 41, and a vertical tail wing 42. The horizontal tail wing 41 is horizontally fixed to the rear end of the tail wing fixing rod 40, and the vertical tail wing 42 is vertically installed on the tail wing fixing rod 40. The horizontal tail wing 41 is located behind the vertical tail wing 42, forming a "+" structure to provide a stable directional control effect.
[0048] The tail fin fixing rod 40 is detachably connected to the fuselage 1. Specifically, a connecting cylinder 43 is installed at the front end of the tail fin fixing rod 40. Right-angle slots 430 are provided on both sides of the connecting cylinder 43. The horizontal slots of the two right-angle slots 430 form openings at the ends of the connecting cylinder 43, and the vertical slots of the two right-angle slots 430 extend in opposite directions. Locking blocks 14 that cooperate with the right-angle slots 430 are provided on both sides of the rear end of the fuselage 1. During installation, the connecting cylinder 43 is first fitted onto the rear end of the fuselage 1, causing the locking blocks 14 to embed into the horizontal slots of the right-angle slots 430 on both sides. Then, the connecting cylinder 43 is rotated, causing the locking blocks 14 on both sides to embed into the vertical slots of the two right-angle slots 430. This locking engagement allows for quick assembly and disassembly of the tail fin mechanism 4. This modular design of the tail fin mechanism 4 facilitates transportation and maintenance. Furthermore, this arrangement facilitates positioning; when the connecting cylinder 43 is engaged in the two right-angle slots 430, the wing 2 and the vertical tail fin 42 form a 90° angle.
[0049] Reference Figure 5 , Figure 6 A first hook 410 is provided in the middle of the horizontal tail fin 41. A support plate 400 is installed on the tail fin fixing rod 40. Opening slots 401 are provided on both sides of the support plate 400. The side of the horizontal tail fin 41 near the vertical tail fin 42 is pressed against the support plate 400. The edge of the side of the horizontal tail fin 41 near the vertical tail fin 42 avoids the opening slots 401 so that the opening slots 401 are exposed. The opening slots 401 and the first hook 410 are used to connect elastic connectors so that the side of the horizontal tail fin 41 near the vertical tail fin 42 is fixed to the support plate 400. A second hook 420 is provided on the side of the horizontal tail fin 41 away from the vertical tail fin 42. The second hook 420 is used to connect a traction line. The traction line is connected through a controller located below the wing 2. The controller below the wing 2 can control the extension and retraction of the traction line.
[0050] In this application, the elastic connector is a rubber band. During the assembly process of the horizontal tail 41, one end of the rubber band is put on the first hook 410, and the other end is put on the opening slots 401 on both sides of the support plate 400. Thus, the side of the horizontal tail 41 near the vertical tail 42 is connected to the tail wing fixing rod 40 by the rubber band. The rubber band between the opening slot 401 and the first hook 410 is in a taut state, so the rubber band always has an elastic force on the first hook 410 towards the vertical tail 42. One end of the traction line is connected to the second hook 420, and the other end of the traction line goes down around the horizontal tail 41 and extends to the controller under the wing 2 for connection. Thus, the side of the horizontal tail 41 away from the vertical tail 42 is pressed tightly onto the tail wing fixing rod 40 by the pull of the traction line. When an emergency landing is required, the controller releases the tow line, and the second hook 420 on the side of the horizontal tail 41 away from the vertical tail 42 loses the force of the tow line. At this time, the rubber band will pull the first hook 410 on the horizontal tail 41 under the action of the rebound force, and the horizontal tail 41 will flip upward along its connection with the support plate 400, so that the windward area of the horizontal tail 41 increases, thereby achieving the effect of emergency landing.
[0051] To ensure that the traction line does not deviate below the tail wing fixing rod, a positioning block 402 is provided in the middle of the tail wing fixing rod 40. The positioning block 402 has a through hole located directly below the tail wing fixing rod 40, and the traction line is threaded through the through hole.
[0052] The upward-curving design at both ends of wing 2 improves flight stability.
[0053] The lower surface of wing 2 is concave inward, forming a unique aerodynamic surface that can provide better lift characteristics at different flight speeds.
[0054] Combination Figure 7 The cross-sectional parameters of wing 2 are shown in Table 1:
[0055] Table 1. Coordinates of corresponding positions on the wing cross-section (unit: mm)
[0056]
[0057] It should be noted that the planar coordinates of wing 2 are calculated proportionally, and the dimensions of wing 2 can be enlarged or reduced proportionally according to Table 2.
[0058] Reference Figures 8 to 12 The propeller 3 of this application adopts a special blade 30 design. Along the direction from the root of the blade 30 to the tip of the blade 30, the area of the blade 30 shows a trend of gradually increasing and then gradually decreasing. This design can optimize propulsion efficiency.
[0059] The propeller 3 has an end face that is inclined in the direction of the helix, which can reduce the generation of vortices at the end of the propeller blade 30 and reduce energy loss.
[0060] The blades 30 of propeller 3 are not coplanar at any point.
[0061] This application allows for adjustment of the tilt angle of the propeller 3 by rotating the adjusting screw, thereby adjusting the tilt angle of the propeller 3's thrust line. This significantly improves the adaptability and handling performance of the aircraft model. Operators can precisely adjust the thrust line direction of the propeller 3 according to different flight environments and needs, thus significantly improving flight adaptability.
[0062] Combination Figure 13 The blade parameters of propeller 3 are shown in Table 2. Figure 13 The angle of attack distribution of the windward surface of blade 30 at various positions in the front view state.
[0063] Table 2. Angle of attack at corresponding positions of blade 30 (unit: mm)
[0064] coordinate Angle of attack (α) (0，40) 54.9° (0，60) 45° (0，80) 39.2° (0，100) 33.1° (0，120) 26.6° (0，140) 22°
[0065] It should be noted that the dimensions of the blade 30 can be scaled up or down proportionally according to the dimensions in Table 2.
[0066] In this application, the angle of attack α is the angle between the chord of the blade 30 and the direction of the incoming flow.
[0067] In other embodiments, the screw mounting cylinder 11 may employ a reinforcing rib structure design to further improve structural strength. The adjusting screw may be a precision screw with graduations, used in conjunction with an angle indicator to achieve more precise angle adjustment.
[0068] In addition, the tail fin fixing rod 40 can adopt a telescopic structure design to facilitate adjustment of the tail fin distance and adapt to different flight requirements.
[0069] In other embodiments, the wing 2 may be detachable, making it easy to replace the wing 2 with different shapes to meet the needs of different flight styles.
[0070] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the embodiments of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.
[0071] The embodiments of this application have been described in detail above with reference to the accompanying drawings. However, this application is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of this application.
Claims
1. An airplane model, characterized in that: include The fuselage is a rod-shaped structure, and the front end of the fuselage is rotatably mounted with the machine head; The wings are horizontally mounted on the fuselage; A propeller is mounted on the head of the fuselage. A sleeve is provided at the front end of the fuselage. A screw mounting cylinder is provided on one side of the sleeve. An adjusting screw is installed in the screw mounting cylinder. The adjusting screw can be adjusted along the axial direction of the fuselage. An annular end plate is provided between the end of the sleeve and the head of the fuselage. The annular end plate is provided with a lug corresponding to the screw mounting cylinder. The nut of the adjusting screw can abut against the lug of the annular end plate. The annular end plate and the sleeve cooperate with each other. The head of the fuselage is slidably engaged with the end plate. The tail fin mechanism is installed at the tail of the fuselage.
2. The aircraft model according to claim 1, characterized in that: The tail fin mechanism includes a tail fin fixing rod and a horizontal tail fin. The horizontal tail fin is horizontally fixed to the rear end of the tail fin fixing rod, and the tail fin fixing rod is connected to the rear end of the fuselage.
3. The aircraft model according to claim 2, characterized in that: The tail fin mechanism also includes a vertical tail fin, which is vertically mounted on the tail fin mounting rod, and the horizontal tail fin is located behind the vertical tail fin.
4. The aircraft model according to claim 3, characterized in that: The tail fin mounting rod is detachably connected to the fuselage.
5. The aircraft model according to claim 4, characterized in that: A connecting cylinder is installed at the front end of the tail fin fixing rod, and right-angle slots are opened on both sides of the connecting cylinder. Locking blocks are provided on both sides of the rear end of the fuselage, and the locking blocks can be locked in the right-angle slots.
6. The aircraft model according to claim 3, characterized in that: A first hook is provided in the middle of the horizontal tail fin. A support plate is installed on the tail fin fixing rod. Opening slots are provided on both sides of the support plate. The side of the horizontal tail fin near the vertical tail fin is pressed against the support plate. The edge of the side of the horizontal tail fin near the vertical tail fin avoids the opening slots so that the opening slots are exposed. The opening slots and the first hook are used to connect elastic connectors so that the side of the horizontal tail fin near the vertical tail fin is fixed to the support plate. A second hook is provided on the side of the horizontal tail fin away from the vertical tail fin. The second hook is used to connect a traction line. The traction line is connected through a controller located below the wing.
7. The aircraft model according to claim 6, characterized in that: A positioning block is provided in the middle of the tail wing fixing rod, and the positioning block has a through hole located directly below the tail wing fixing rod, through which a traction line is threaded.
8. The aircraft model according to claim 7, characterized in that: The two ends of the wing are upturned.
9. The aircraft model according to claim 1, characterized in that: The coordinates of the corresponding positions of the wing's cross-section are as follows: 。 10. The aircraft model according to claim 1, characterized in that: The angle of attack parameters for the corresponding positions of the propeller blades are as follows: 。