Multidirectional thrust line adjusting mechanism and aircraft
By installing a multi-directional thrust line adjustment mechanism on the aircraft, the thrust cone can be quickly adjusted using pitch and lateral adjustment units, solving the problem of time-consuming and labor-intensive thrust line adjustment and improving production efficiency.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- SICHUAN AOSHI LEYI TECH CO LTD
- Filing Date
- 2025-05-22
- Publication Date
- 2026-05-12
AI Technical Summary
现有技术中飞行器出厂后推力线调整费时费力，且大批量生产时工作量巨大，调节过程繁琐。
A multi-directional thrust line adjustment mechanism is adopted, including a pitch adjustment unit and a lateral adjustment unit. By using the pitch adjustment unit and the lateral adjustment unit to adjust the pitch and lateral positions of the thrust cone through the multi-directional thrust line adjustment mechanism inside the aircraft, the center position of the thrust cone can be adjusted in one go.
Without the need for adding counterweights or moving equipment, the thrust line of the aircraft can be adjusted quickly and easily, greatly saving time and costs, and is suitable for mass-produced aircraft.
Smart Images
Figure CN224225300U_ABST
Abstract
Description
Technical Field
[0001] This utility model belongs to the field of aircraft technology, and in particular relates to a multi-directional thrust line adjustment mechanism and an aircraft. Background Technology
[0002] After an aircraft leaves the factory, due to manufacturing and other reasons, the thrust line of each aircraft will be slightly different. If it is not adjusted, it will be fatal to the flight mission. Furthermore, since aircraft are mass-produced and the thrust line of each aircraft must be adjusted, the workload is considerable.
[0003] Currently, the thrust line of an aircraft is generally adjusted by adding counterweights or moving equipment. However, this method requires retesting the thrust line after adjustment. If the adjustment is too large or too small, the above process needs to be repeated until the requirements are met. Generally, each aircraft needs to undergo multiple adjustment processes, and the adjustment time for one aircraft can easily exceed two hours. Especially after mass production, the adjustment process is extremely time-consuming and labor-intensive. Utility Model Content
[0004] In view of the shortcomings of the prior art described above, the purpose of this utility model is to provide a multi-directional thrust line adjustment mechanism to solve the problem of time-consuming and labor-intensive adjustment of the thrust line after the aircraft leaves the factory in the prior art.
[0005] To achieve the above and other related objectives, the technical solution of this utility model is as follows:
[0006] A multi-directional thrust line adjustment mechanism, comprising:
[0007] The first fixed frame, the second fixed frame, and the thrust cone are located on the aircraft. The thrust cone is disposed between the first fixed frame and the second fixed frame, with the rear end of the thrust cone facing the first fixed frame. The first fixed frame is provided with a first adjusting ball, and the first fixed frame is rotatably connected to the thrust cone ball through the first adjusting ball.
[0008] A pitch adjustment unit is mounted on the second fixed frame and is used to adjust the thrust cone in the vertical direction so that the thrust cone rotates along the first adjustment ball;
[0009] A lateral adjustment unit is disposed on the second fixed frame and is used to adjust the thrust cone in the horizontal direction so that the thrust cone rotates along the first adjusting ball.
[0010] Optionally, the pitch adjustment unit includes a pitch adjustment block, a first screw, a second screw, and a Montgomery inner pad. The pitch adjustment block is located at the front end of the thrust cone. The first screw and the second screw are located on both sides of the second fixing frame, and the upper ends of the first screw and the second screw are threadedly connected to the pitch adjustment block. The Montgomery inner pad is located at the lower end of the second fixing frame. The first screw is threadedly connected to the Montgomery inner pad, and the second screw is connected to the hole in the Montgomery inner pad.
[0011] Optionally, the Montgomery inner pad has a strip-shaped hole, and the lower end of the second screw passes through the strip-shaped hole.
[0012] Optionally, a Monte Carlo outer pad is provided at the lower end of the Monte Carlo inner pad, and a skin is provided between the Monte Carlo outer pad and the Monte Carlo inner pad. The Monte Carlo outer pad is provided with two through holes, which are respectively used to pass through the first screw and the second screw.
[0013] Optionally, the second fixed frame is provided with a rectangular groove along the vertical direction, the long side of the rectangular groove is arranged along the vertical direction, and the pitch adjustment block passes through the rectangular groove.
[0014] Optionally, the lateral adjustment unit includes a lateral adjustment shaft and a lateral support frame. The lateral support frame is fixed on the second fixed frame and located on one side of the thrust cone. One side of the lateral adjustment shaft is rotatably connected to the lateral support frame. The lateral adjustment shaft is threadedly connected to the thrust cone. By rotating the lateral adjustment shaft, the front end of the thrust cone can be moved laterally.
[0015] Optionally, there are two lateral support frames, located on both sides of the second fixed frame in the horizontal direction, and the two ends of the lateral adjustment shaft are rotatably connected to the two lateral support frames respectively.
[0016] Optionally, the front end of the thrust cone is provided with an elongated groove along its axial direction, and a second adjusting ball is slidably disposed in the elongated groove. A limit screw is provided on the second adjusting ball. The middle part of the lateral adjusting shaft is threadedly connected to the second adjusting ball. When the lateral adjusting shaft rotates, the limit screw restricts the second adjusting ball from rotating with the lateral adjusting shaft. An elongated hole is provided on the lateral support frame along the vertical direction. The lateral adjusting shaft passes through the elongated hole and can move along the elongated hole.
[0017] Optionally, a limit pin is provided at the top of the first adjusting ball, and elongated holes are provided on both sides of the thrust cone.
[0018] Accordingly, this utility model also provides an aircraft, comprising: the multi-directional thrust line adjustment mechanism described in any of the preceding claims; and,
[0019] A thrust cone shaft is provided at the thrust cone shaft to transmit the thrust of the thrust cone to the aircraft.
[0020] In this invention, a multi-directional thrust line adjustment mechanism is integrated into the aircraft, becoming an integral part of it. When the thrust line of the aircraft needs adjustment, there is no need to add counterweights or move equipment. The multi-directional thrust line adjustment mechanism, located inside the aircraft, uses a pitch adjustment unit to adjust the pitch position of the thrust cone, and a lateral adjustment unit to adjust the lateral position of the thrust cone, thus achieving adjustment of the center position of the thrust cone. The adjustment process can be completed in one step without the need for other external equipment, greatly saving time and costs. Compared with existing technologies, this solution, by arranging a multi-directional thrust line adjustment mechanism inside the aircraft, allows for convenient and quick adjustment of the aircraft's thrust line anytime and anywhere. Attached Figure Description
[0021] Figure 1 This is a schematic diagram of an exemplary multi-directional thrust line adjustment mechanism of the present invention;
[0022] Figure 2 This is another structural schematic diagram of an exemplary multi-directional thrust line adjustment mechanism of this utility model;
[0023] Figure 3 This is a side sectional view of an exemplary multi-directional thrust line adjustment mechanism of the present invention.
[0024] The reference numerals in the embodiments include:
[0025] First fixed frame 10, first adjusting ball 11, second fixed frame 12, rectangular groove 121, thrust cone 13, elongated groove 131, elongated hole 132, thrust cone rotating shaft 14, thrust cone outer cover plate 15.
[0026] Pitch adjustment unit, pitch adjustment block 20, first screw 21, second screw 22, Monte Carlo inner pad 23, strip hole 231, Monte Carlo outer pad 24.
[0027] Lateral adjustment unit, lateral adjustment shaft 30, lateral support frame 31, elongated hole 311, second adjusting ball 32, limit screw 322. Detailed Implementation
[0028] In the following description, numerous specific details are set forth in order to provide a more thorough understanding of the present invention. However, it will be apparent to those skilled in the art that the present invention can be practiced without one or more of these details. In other instances, certain technical features well-known in the art have not been described in order to avoid confusion with the present invention.
[0029] It should be understood that this invention can be embodied in various forms and should not be construed as being limited to the embodiments set forth herein. Rather, providing these embodiments will make the disclosure thorough and complete, and will fully convey the scope of this invention to those skilled in the art. In the drawings, the same reference numerals denote the same components throughout.
[0030] In this invention, the multi-directional thrust line adjustment mechanism is part of the aircraft. This mechanism is used to adjust the thrust line of the aircraft, aligning the centerline of the thrust cone 13 with the aircraft's center of gravity, so that the aircraft flies along the thrust line. The aircraft is a conventional aircraft with a thrust cone 13. The thrust cone 13 has a thrust cone shaft 14, which transmits the force of the thrust cone 13 to other structures of the aircraft. A thrust cone outer cover plate 15 is provided at the shaft. The thrust cone 13, thrust cone shaft 14, and thrust cone outer cover plate 15 are all existing structures on the aircraft; other structures of the aircraft are not described in detail here. The multi-directional thrust line adjustment mechanism can be any of the multi-directional thrust line adjustment mechanisms in the following embodiments. The multi-directional thrust line adjustment mechanism mainly includes a pitch adjustment unit and a lateral adjustment unit. In order to facilitate the installation and use of the pitch adjustment unit and the lateral adjustment unit, the first fixed frame 10, the second fixed frame 12 and the thrust cone 13 located on the aircraft are included as part of the multi-directional thrust line adjustment mechanism so that the multi-directional thrust line adjustment mechanism can be better embedded in the aircraft.
[0031] The specific structure of the multi-directional thrust line adjustment mechanism in this utility model is described in conjunction with [reference needed]. Figures 1 to 3 The multi-directional thrust line adjustment mechanism includes:
[0032] The first fixed frame 10, the second fixed frame 12, and the thrust cone 13 are located on the aircraft. The thrust cone 13 is disposed between the first fixed frame 10 and the second fixed frame 12. The rear end of the thrust cone 13 faces the first fixed frame 10. The first fixed frame 10 is provided with a first adjusting ball 11. The first fixed frame 10 is rotatably connected to the thrust cone 13 through the first adjusting ball 11.
[0033] A pitch adjustment unit is disposed on the second fixed frame 12 and is used to adjust the thrust cone 13 in the vertical direction so that the thrust cone 13 rotates along the first adjusting ball 11;
[0034] A lateral adjustment unit is disposed on the second fixed frame 12 and is used to adjust the thrust cone 13 in the horizontal direction so that the thrust cone 13 rotates along the first adjusting ball 11.
[0035] With the aircraft as a reference, the rear end of the thrust cone 13 is the rear end of the aircraft, and the front end of the thrust cone 13 is the front end of the aircraft. The function of the thrust cone 13 is to allow the user to control the thrust direction of the aircraft. It is necessary to ensure that the thrust line passes through the center of gravity of the aircraft, so this structure is quite critical.
[0036] The thrust cone 13 rotates vertically and horizontally, changing the position of its centerline. When the centerline of the thrust cone 13 aligns with the aircraft's center of gravity, the aircraft can fly along a predetermined trajectory. This mechanism is particularly useful when the aircraft needs to have its thrust line measured again after long-term storage, especially in environments where time is limited. This allows the aircraft to be used in more scenarios, enhancing its competitiveness.
[0037] In actual implementation, when it is necessary to adjust the thrust line of the aircraft, there is no need to add counterweights or move equipment. The multi-directional thrust line adjustment mechanism located inside the aircraft can be used to adjust the pitch position of the thrust cone 13 by using the pitch adjustment unit and then to adjust the lateral position of the thrust cone 13 by using the lateral adjustment unit. This can achieve the adjustment of the center position of the thrust cone 13. The adjustment process can be completed in one go without the need for other external equipment, which greatly saves time and costs.
[0038] In some embodiments, the pitch adjustment unit includes a pitch adjustment block 20, a first screw 21, a second screw 22, and a Monte Carlo pad 23. The pitch adjustment block 20 is located at the front end of the thrust cone 13. The first screw 21 and the second screw 22 are respectively located on both sides of the second fixing frame 12, and the upper ends of the first screw 21 and the second screw 22 are threadedly connected to the pitch adjustment block 20. The Monte Carlo pad 23 is located at the lower end of the second fixing frame 12. The first screw 21 is threadedly connected to the Monte Carlo pad 23, and the second screw 22 is connected to a hole in the Monte Carlo pad 23. For example, Figures 1 to 3 As shown, the first screw 21 is responsible for pushing the thrust cone 13 upward. Specifically, rotating the first screw 21, under the action of the thread, pushes the pitch adjustment block 20 and the front end of the thrust cone 13 upward. The second screw 22 is responsible for pulling the thrust cone 13 downward. The second screw 22 can pull the thrust cone 13 down along with the pitch adjustment block 20. The interface between the first screw 21 and the second screw 22 satisfies the adjustment of the pitch direction of the front end of the thrust cone 13, that is, the adjustment in the vertical direction.
[0039] In some embodiments, the Montgomery inner pad 23 has a strip-shaped hole 231, through which the lower end of the second screw 22 passes. For example... Figure 1 As shown, the strip-shaped hole 231 is designed to prevent interference when adjusting the pitch of the thrust cone 13.
[0040] In some embodiments, a Monte Carlo outer pad 24 is provided at the lower end of the inner Monte Carlo pad 23, with a skin between the outer Monte Carlo pad 24 and the inner Monte Carlo pad 23. The outer Monte Carlo pad 24 has two through holes, which are respectively used for the first screw 21 and the second screw 22 to pass through. For example, Figures 1 to 3 As shown, in this scheme, the skin is the outer shell of the aircraft. The lower ends of the first screw 21 and the second screw 22 are located outside the aircraft, which facilitates the pitch adjustment of the thrust cone 13. The Montgomery outer pad 24 is used to protect the skin.
[0041] In some embodiments, the second fixing frame 12 is provided with a rectangular groove 121 along the vertical direction, the long side of the rectangular groove 121 is arranged along the vertical direction, and the pitch adjustment block 20 passes through the rectangular groove 121. For example, Figures 1 to 3 As shown, the rectangular slot 121 avoids the restriction of the second fixed frame 12 on the pitch adjustment of the thrust cone 13, so that the thrust cone 13 can remain free in the vertical direction.
[0042] In some embodiments, the lateral adjustment unit includes a lateral adjustment shaft 30 and a lateral support frame 31. The lateral support frame 31 is fixed to the second fixed frame 12 and located on one side of the thrust cone 13. One side of the lateral adjustment shaft 30 is rotatably connected to the lateral support frame 31, and the lateral adjustment shaft 30 is threadedly connected to the thrust cone 13. Rotating the lateral adjustment shaft 30 causes the front end of the thrust cone 13 to move laterally. For example, Figures 1 to 3 As shown, by rotating the lateral adjustment shaft 30, without changing the position of the lateral adjustment shaft 30, since the lateral adjustment shaft 30 is threadedly connected to the thrust cone 13, the thrust cone 13 will move along the direction of the lateral adjustment shaft 30, thereby realizing the lateral adjustment of the front end of the thrust cone 13, that is, the horizontal adjustment.
[0043] In some embodiments, there are two lateral support frames 31, located on both sides of the second fixed frame 12 in the horizontal direction, and the two ends of the lateral adjustment shaft 30 are rotatably connected to the two lateral support frames 31 respectively. For example, Figures 1 to 3 As shown, the two lateral support frames 31 facilitate the limitation of the positions of the two ends of the lateral adjustment shaft 30 so that it does not shift during rotation, which is more conducive to the lateral adjustment of the thrust cone 13.
[0044] In some embodiments, the front end of the thrust cone is provided with an elongated groove 131 along its axial direction, and a second adjusting ball 32 is slidably disposed within the elongated groove 131. A limit screw 322 is provided on the second adjusting ball 32. The middle part of the lateral adjusting shaft 30 is threadedly connected to the second adjusting ball 32. When the lateral adjusting shaft 30 rotates, the limit screw 322 restricts the second adjusting ball 32 from rotating with the lateral adjusting shaft 30. An elongated hole 311 is provided on the lateral support frame 31 along the vertical direction, and the lateral adjusting shaft 30 passes through the elongated hole 311 and can move along the elongated hole 311. For example, Figures 1 to 3 As shown, the limiting screw 322 can prevent the second adjusting ball 32 from rotating with the lateral adjusting shaft 30, so as to facilitate the horizontal adjustment of the thrust cone 13. The second adjusting ball 32 can move along the elongated groove 131 to avoid the lateral adjusting unit affecting the thrust cone 13 when adjusting the thrust cone 13 in the vertical direction.
[0045] In some embodiments, a limiting pin is provided at the top of the first adjusting ball 11, and elongated holes 132 are provided on both sides of the thrust cone 13. For example, Figure 3 As shown, the second adjusting ball 32 has no internal threads, a limiting pin is provided on its top, and the thrust cone 13 has elongated holes 311 on both sides to prevent the lateral adjusting chamber from being affected by the thrust cone shaft 14.
[0046] The above embodiments are merely illustrative of the principles and effects of this utility model and are not intended to limit the scope of this utility model. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this utility model. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this utility model should still be covered by the claims of this utility model.
Claims
1. A multi-directional thrust line adjustment mechanism, characterized in that, include: The first fixed frame, the second fixed frame, and the thrust cone are located on the aircraft. The thrust cone is disposed between the first fixed frame and the second fixed frame, with the rear end of the thrust cone facing the first fixed frame. The first fixed frame is provided with a first adjusting ball, and the first fixed frame is rotatably connected to the thrust cone ball through the first adjusting ball. A pitch adjustment unit is mounted on the second fixed frame and is used to adjust the thrust cone in the vertical direction so that the thrust cone rotates along the first adjustment ball; A lateral adjustment unit is disposed on the second fixed frame and is used to adjust the thrust cone in the horizontal direction so that the thrust cone rotates along the first adjusting ball.
2. The multi-directional thrust line adjustment mechanism according to claim 1, characterized in that: The pitch adjustment unit includes a pitch adjustment block, a first screw, a second screw, and a Montgomery inner pad. The pitch adjustment block is located at the front end of the thrust cone. The first screw and the second screw are located on both sides of the second fixing frame, and the upper ends of the first screw and the second screw are threadedly connected to the pitch adjustment block. The Montgomery inner pad is located at the lower end of the second fixing frame. The first screw is threadedly connected to the Montgomery inner pad, and the second screw is connected to the hole in the Montgomery inner pad.
3. The multi-directional thrust line adjustment mechanism according to claim 2, characterized in that: The Montgomery inner pad has a strip-shaped hole, and the lower end of the second screw passes through the strip-shaped hole.
4. The multi-directional thrust line adjustment mechanism according to claim 3, characterized in that: The lower end of the inner Monte Carlo pad is provided with an outer Monte Carlo pad, and the outer Monte Carlo pad and the inner Monte Carlo pad are connected by a skin. The outer Monte Carlo pad is provided with two through holes, which are used to pass through the first screw and the second screw, respectively.
5. The multi-directional thrust line adjustment mechanism according to claim 4, characterized in that: The second fixed frame is provided with a rectangular groove along the vertical direction, the long side of the rectangular groove is arranged along the vertical direction, and the pitch adjustment block passes through the rectangular groove.
6. The multi-directional thrust line adjustment mechanism according to claim 5, characterized in that: The lateral adjustment unit includes a lateral adjustment shaft and a lateral support frame. The lateral support frame is fixed on the second fixed frame and located on one side of the thrust cone. One side of the lateral adjustment shaft is rotatably connected to the lateral support frame. The lateral adjustment shaft is threadedly connected to the thrust cone. By rotating the lateral adjustment shaft, the front end of the thrust cone can be moved laterally.
7. The multi-directional thrust line adjustment mechanism according to claim 6, characterized in that: There are two lateral support frames, located on both sides of the second fixed frame in the horizontal direction, and the two ends of the lateral adjustment shaft are rotatably connected to the two lateral support frames respectively.
8. The multi-directional thrust line adjustment mechanism according to claim 7, characterized in that: The front end of the thrust cone is provided with an elongated groove along its axial direction. A second adjusting ball is slidably disposed in the elongated groove. A limit screw is provided on the second adjusting ball. The middle part of the lateral adjusting shaft is threadedly connected to the second adjusting ball. When the lateral adjusting shaft rotates, the limit screw restricts the second adjusting ball from rotating with the lateral adjusting shaft. An elongated hole is provided on the lateral support frame along the vertical direction. The lateral adjusting shaft passes through the elongated hole and can move along the elongated hole.
9. The multi-directional thrust line adjustment mechanism according to any one of claims 1-8, characterized in that: The first adjusting ball is provided with a limit pin at the top, and the thrust cone has elongated holes on both sides.
10. An aircraft, characterized in that, include: The multi-directional thrust line adjustment mechanism according to any one of claims 1-9; and, A thrust cone shaft is provided at the thrust cone shaft to transmit the thrust of the thrust cone to the aircraft.