阅读说明：本技术 一种外翼与旋翼可倾转的固定翼飞机总体气动布局 (Overall pneumatic layout of fixed-wing aircraft with tiltable outer wings and rotary wings ) 是由 李岩 雷国东 钟敏 朱海涛 于 2021-09-01 设计创作，主要内容包括：本发明属于机械结构设计技术领域,一种外翼与旋翼可倾转的固定翼飞机总体气动布局,包含桶状机身、曲面V型尾翼、分段机翼、水平固定布置涡轴发动机；涡轴发动机位于分段机翼翼尖；所述分段机翼从中部至两端分为机翼固定段、可倾转旋翼段；可倾转旋翼段端部具有螺旋桨；水平固定布置涡轴发动机产生的动力通过传动轴和离合装置传递给螺旋桨,并使可倾转旋翼段倾转；可倾转旋翼段起始位置位于机翼翼面最大厚度处,曲面V尾中间为曲面,两端为平面。通过本发明可使倾转旋翼航空器具有工程可实现性并使此类型飞机的整体安全性和经济性能显著提升,达到低内损,且无翼下乱流,保障下降阶段的安全性。(The invention belongs to the technical field of mechanical structure design, and relates to a fixed wing aircraft overall pneumatic layout with an outer wing and a rotor wing capable of tilting, which comprises a barrel-shaped fuselage, a curved surface V-shaped empennage, segmented wings and a horizontal fixed arrangement turboshaft engine; the turboshaft engine is positioned at the wing tip of the sectional wing; the segmented wing is divided into a wing fixing segment and a tiltable rotor wing segment from the middle part to two ends; the end part of the tiltable rotor wing section is provided with a propeller; the power generated by the horizontally and fixedly arranged turboshaft engine is transmitted to the propeller through the transmission shaft and the clutch device, and the tiltable rotor wing section tilts; the initial position of the tiltable rotor wing section is located at the maximum thickness position of the wing surface of the wing, the middle of the V-shaped tail of the curved surface is a curved surface, and two ends of the V-shaped tail of the curved surface are planes. The invention can ensure that the tilt rotor aircraft has engineering realizability, obviously improves the overall safety and economic performance of the aircraft, achieves low internal loss and no downwing turbulence, and ensures the safety in a descent stage.)

1. The utility model provides a fixed wing aircraft overall aerodynamic configuration that outer wing and rotor can vert which characterized in that: the overall aerodynamic layout of the fixed-wing aircraft comprises a barrel-shaped fuselage, a curved surface V-shaped empennage, segmented wings and a horizontal fixed-arrangement turboshaft engine; the turboshaft engine is positioned at the wing tip of the sectional wing;

the segmented wing is divided into a wing fixing segment and a tiltable rotor wing segment from the middle part to two ends; the end part of the tiltable rotor wing section is provided with a propeller;

the fixed section of the wing accounts for the ratio: accounting for 10% -50% of the whole wing length;

the ratio of the tiltable rotor wing sections is as follows: accounting for 50% -90% of the whole wing length;

the power generated by the horizontally and fixedly arranged turboshaft engine is transmitted to the propeller through the transmission shaft and the clutch device, and the tiltable rotor wing section tilts;

the initial positions of the tiltable rotor wing sections are positioned in a length interval of-5% of the maximum thickness of the wing surface of the wing; the length refers to the entire wing length.

2. The fixed-wing aircraft collective aerodynamic layout of claim 1, characterized by: the specific structure and quantization indexes are as follows:

the tail tip root ratio of the curved surface V is 0.3-0.6, the aspect ratio is 3-6, the middle section is a curved surface, and the two end sections are planes; the curved surface is tangent to the planes at the two ends at the intersection;

the length ratio of the plane section to the curved surface section is as follows: 1: 1: 1; the length of the curved surface section is the length of a straight line connecting two end points of the curved surface;

the included angle alpha between the plane and the horizontal plane is 15-45 degrees.

3. The fixed-wing aircraft collective aerodynamic layout of claim 1, characterized by: the tiltable rotor wing section starting position is located at the maximum thickness of the wing airfoil.

4. The fixed-wing aircraft collective aerodynamic layout of claim 1, characterized by: the inclinable rotor wing section can incline for an angle of 0-90 degrees.

5. The fixed-wing aircraft collective aerodynamic layout of claim 1, characterized by: the tiltable rotor wing section is a tiltable whole body and is connected with the main wing and the turboshaft engine through the main bearing shaft, when the tiltable rotor wing section is in a horizontal state, the outer wing section and the main wing form a main lifting surface to generate all lifting force, and the rotor wing generates forward pulling force at the moment to offset the resistance of the whole aircraft to maintain a forward flight state; when the aircraft is in a tilting state, the fixed propeller and the tiltable rotor wing section tilt simultaneously, the tiltable rotor wing section still keeps the same airflow direction, and the pulling force generated by the rotor wing balances the gravity of the aircraft, so that the aircraft can vertically take off and land or hover.

6. The fixed-wing aircraft collective aerodynamic layout of claim 1, characterized by: the wing fixing section is a straight wing, is used for generating lift force in a forward flying state, provides most of lift force in a cruising state, and comprises an oil tank for storing part of fuel oil.

7. The fixed-wing aircraft collective aerodynamic layout of claim 1, characterized by: the tilting of the rotor mechanism in the tilting rotor section adopts a tilting actuating mechanism, the tilting actuating mechanism comprises a wing fixing section, a tilting rotor section and a turboshaft engine, the three are connected through a fixing shaft, the tilting rotor section is connected with the fixing shaft through a barrel shaft, the barrel shaft is connected with the tilting actuating mechanism through a first bevel gear, and a power shaft of the turboshaft engine on the other side is connected with a tilting rotor rotating shaft through a second bevel gear to realize power transmission;

the power of the rotor wing mechanism is transmitted out from the front end of the engine through a conical gear shaft mechanism, two ends of the transmission shaft are meshed with the engine shaft or the rotor wing rotating shaft through a conical gear, the conical gear is arranged on the engine shaft or the rotor wing shaft and is matched with the transmission shaft, and the rotor wing shaft is precisely meshed with the transmission shaft without interference.

8. The fixed-wing aircraft collective aerodynamic layout of claim 1, characterized by: the length-diameter ratio range of the barrel-shaped machine body is 4-10.

Technical Field

The invention belongs to.

Background

Compared with the traditional helicopter, the tilt rotor aircraft has larger speed and range and stronger loading capacity; compared with the traditional fixed wing aircraft, the aircraft can take off and land vertically or in short distance, is suitable for being used in space-constrained places such as warships, islands and the like, and is an aircraft design combining the advantages of a helicopter and the fixed wing aircraft.

The majejun 'osprey' aircraft includes a conventional fuselage, wings, an H-shaped vertical tail, an engine, and rotor mechanisms, and because only two rotor mechanisms are used to achieve a helicopter-like flight pattern, the fuselage of such aircraft is typically designed to be relatively thick and short to alleviate the overall longitudinal balance problem. The 'osprey' aircraft adopts the mode that a turboshaft engine and a rotor wing mechanism are arranged at a wing tip, the whole wings are kept still when the aircraft tilts, only ailerons deflect downwards, internal loss caused by impact of downwash airflow on outer wing sections is reduced, the engine and the rotor wing mechanism tilt integrally to realize vertical take-off, landing and hovering, and the aircraft is similar to a double-propeller disk helicopter to realize the use in places with narrow space; in the cruising state, the engine and the rotor wing mechanism are integrally tilted to be in a horizontal state to generate the front flying tension, and the front flying tension is converted into a conventional propeller fixed wing aircraft; when the engine and the rotor wing mechanism tilt less than 90 degrees, the rotor wing tension is decomposed into a forward tension component and an upward tension component, the forward tension component drives the airplane to move forward for balancing the resistance, and the upward tension component and the wing lift force are jointly used for balancing the dead weight of the whole airplane.

The prior art has two main disadvantages and problems: (1) the technical difficulty of the integral rotation of the engine and the rotor wing mechanism is high, and meanwhile, the floor or deck is easily eroded by hot gas exhausted by the engine; (2) the tension loss caused by the fact that the washing air flow impacts the outer wing section in the tilting state is overlarge, and the outer wing shields the washing flow to cause the turbulent flow under the wing. The defects and the reasons of the problem 1 are that the engine and the rotor wing mechanism integrally tilt, the mass required for tilting is large, a driving mechanism with large extra torque is required, and meanwhile, the coupling of the torsional driving and the longitudinal flight control is complex; the reason for the disadvantage and the problem 2 is that the lower washing air flow impacts the large-area wing of the outer wing section in the tilting state, which not only causes large internal loss of tension, but also causes very complex vortex structure below the outer wing, because the outer wing is not arranged along the air flow direction at the moment, but also causes very bad shielding state, even the existing 'fish eagle' aircraft is also disordered and complex vortex formed by shielding the lower washing air flow by the outer wing in the tilting process, the rotor wing enters such complex and turbulent flow in the descending process, and the blade stalls to cause crash accidents.

Disclosure of Invention

The purpose of the invention is: the utility model provides a wing down turbulence rotor aircraft overall aerodynamic configuration under low internal damage nothing to solve the rotor aircraft rotor mechanism that verts the difficulty with the engine is whole, the burning of hot gas to ground or deck that the engine was discharged, and wash the air current under the state of verting and impact the outer wing section and cause great pulling force internal loss, descend the in-process rotor simultaneously once get into under the wing chaotic vortex structure lead to the technical problem of paddle stall and easily take place crash accident etc. simplify simultaneously and vert the mechanism and possess the engineering realizability.

In order to solve the technical problem, the technical scheme of the invention is as follows:

the overall aerodynamic layout of the fixed-wing aircraft with the outer wings and the rotary wings capable of being tilted comprises a barrel-shaped fuselage, a curved V-shaped empennage, segmented wings and a horizontal fixed arrangement turboshaft engine; the turboshaft engine is positioned at the wing tip of the sectional wing;

the segmented wing is divided into a wing fixing segment and a tiltable rotor wing segment from the middle part to two ends; the end part of the tiltable rotor wing section is provided with a propeller;

the fixed section of the wing accounts for the ratio: accounting for 10% -50% of the whole wing length;

the ratio of the tiltable rotor wing sections is as follows: accounting for 50% -90% of the whole wing length;

the power generated by the horizontally and fixedly arranged turboshaft engine is transmitted to the propeller through the transmission shaft and the clutch device, and the tiltable rotor wing section tilts;

the initial positions of the tiltable rotor wing sections are positioned in a length interval of-5% of the maximum thickness of the wing surface of the wing; the length refers to the entire wing length.

Preferably, the tiltable rotor blade start position is located at the maximum thickness of the wing airfoil.

The overall aerodynamic layout of the fixed-wing aircraft has the following specific structure and quantitative indexes:

the tail tip root ratio of the curved surface V is 0.3-0.6, the aspect ratio is 3-6, the middle section is a curved surface, and the two end sections are planes; the curved surface is tangent to the planes at the two ends at the intersection;

the length ratio of the plane section to the curved surface section is as follows: 1: 1: 1; the length of the curved surface section is the length of a straight line connecting two end points of the curved surface;

the included angle alpha between the plane and the horizontal plane is 15-45 degrees.

The inclinable rotor wing section can incline for an angle of 0-90 degrees.

The tiltable rotor wing section is a tiltable whole body and is connected with the main wing and the turboshaft engine through a main bearing shaft, when the tiltable rotor wing section is in a horizontal state, the outer wing section and the main wing form a main lifting surface to generate all lifting force, and the rotor wing generates forward pulling force at the moment to offset the resistance of the whole aircraft to maintain a forward flight state; when the aircraft is in a tilting state, the fixed propeller and the tiltable rotor wing section tilt simultaneously, the tiltable rotor wing section still keeps the same airflow direction, and the pulling force generated by the rotor wing balances the gravity of the aircraft, so that the aircraft can vertically take off and land or hover.

The wing fixing section is a straight wing, is used for generating lift force in a forward flying state, provides most of lift force in a cruising state, and comprises an oil tank for storing part of fuel oil.

The tilting of the rotor wing mechanism in the tiltable rotor wing section adopts a tilting actuating mechanism: the tilting actuating mechanism structure is as follows: the fixed wing section, the tiltable rotor wing section and the turboshaft engine are connected through a fixed shaft, the tiltable rotor wing section is connected with the fixed shaft through a cylindrical shaft, the cylindrical shaft is connected with the tilting rotor wing section through a first bevel gear, the power shaft of the turboshaft engine on the other side is connected with the tilting rotor wing rotary shaft through a second bevel gear to realize power transmission,

the power of rotor mechanism spreads from the engine front end through conical gear shaft mechanism, and the transmission shaft both ends are through conical gear and engine shaft or rotor pivot meshing, and engine shaft or rotor shaft are installed conical gear and transmission shaft cooperation, even like this the rotor is in the state of verting, the accurate noninterference meshing of rotor shaft and transmission shaft can accomplish the power transmission of any angle of verting.

The length-diameter ratio range of the barrel-shaped machine body is 4-10.

The invention has the beneficial effects that:

the technical difficulty of realizing integral tilting of the turboshaft engine and the rotor wing is high, because the integral tilting mass of the engine and the rotor wing mechanism is large, the extra torque of the required tilting mechanism is large, and the longitudinal balanced coupling with the aircraft is complex, for example, the integral tilting difficulty of the current domestic turboshaft engine and the rotor wing is realized, the power and the tension are insufficient, even a 'osprey' aircraft is also confronted with the hidden trouble of insufficient power, the large internal loss (the loss reaches 10-15 percent) caused by the impact of the lower washing air flow on an outer wing section aggravates the deficiency of the performance of the engine, the hidden trouble of turbulent flow under the wing is avoided, and the problem that the ground or a deck is ablated by downward injection of hot wake flow of the engine is avoided. And the wing-free downward turbulence ensures the safety of the descending stage.

Drawings

In order to more clearly illustrate the technical solution of the present invention, the drawings used in the embodiment of the present invention will be briefly explained. It is obvious that the drawings described below are only some embodiments of the invention, and that for a person skilled in the art, other drawings can be obtained from these drawings without inventive effort.

FIG. 1 is a general schematic diagram of the layout structure of the present invention;

FIG. 2 is a schematic view of a curved V-tail structure;

FIG. 3 is a schematic view of the tilting actuation mechanism;

FIG. 4 is a schematic structural view of the tilting actuation mechanism;

FIG. 5 is a front view of the present invention;

FIG. 6 is a top view of the present invention;

FIG. 7 is a left side view of the present invention;

FIG. 8 is a top view of an embodiment of the present invention;

FIG. 9 is a left side view of an embodiment of the present invention;

FIG. 10 is a front view of an embodiment of the present invention;

in the figure, 1 fuselage symmetry axis, 2 inner wing sections, 3 outer wing sections, 4 rotor wing mechanisms, 5 turboshaft engines, 6 fixed shafts, 7 tilting actuators, 8 tilting rotating shafts and 9 propellers.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the embodiments described are only a few embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

Features of various aspects of embodiments of the invention will be described in detail below. In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the present invention. It will be apparent, however, to one skilled in the art that the present invention may be practiced without these specific details. The following description of the embodiments is merely intended to better understand the present invention by illustrating examples thereof. The present invention is not limited to any particular arrangement or method provided below, but rather covers all product structures, any modifications, alterations, etc. of the method covered without departing from the spirit of the invention.

In the drawings and the following description, well-known structures and techniques are not shown to avoid unnecessarily obscuring the present invention. Fig. 5 to 10 are schematic structural views of an airplane layout according to the present invention, wherein fig. 8, fig. 9, and fig. 10 are schematic structural views of an airplane layout according to an embodiment of the present invention, wherein the numerical units are cm.

The barrel-shaped fuselage is the same as the fuselage of a conventional turboprop fixed wing aircraft, is used for loading personnel or articles, comprises a landing gear fuselage fuel tank and other devices and part of fuel, but the flying fuselage is relatively thick and short and is similar to a helicopter.

The curved surface V-shaped empennage is used for balancing moment generated by a main wing body and the like, dynamic flight control and the like, the V-shaped immersion area is relatively small, the structure is relatively simple, the weight is light, a curved surface V-shaped schematic diagram is shown in figure 2, the curved surface V-shaped empennage can be used for controlling the projection area in the horizontal direction or the vertical direction, the V-shaped empennage simultaneously plays the roles of horizontal tail and vertical tail, the curved surface V-shaped empennage can be used for enhancing the area in a certain projection direction, the other projection direction is unchanged, the operability is stronger than that of a plane V-shaped empennage, the V-shaped empennage is divided into three sections, I and III are plane sections, and II is a curved surface section.

The fixed part of the wing is a conventional straight wing which is used for generating lift force in a forward flying state, providing most of lift force in a cruising state and containing a fuel tank for storing part of fuel oil, and the other part of the lift force is generated by the tiltable outer wing part.

The tiltable rotor wing and the outer side wing are a tiltable whole body and are connected with the main wing and the turboshaft engine through a main bearing shaft, and when the tiltable rotor wing and the outer side wing are in a horizontal state, the outer wing section and the main wing form a main lifting surface to generate almost all lifting force; the rotor wing generates forward pulling force at the moment to offset the resistance of the whole aircraft and maintain the forward flying state; when the aircraft is in a tilting state, the fixed rotor wing and the outer wing section tilt at the same time, the outer wing section still keeps the same airflow direction, and the pulling force generated by the rotor wing balances the gravity of the aircraft, so that the aircraft can vertically take off and land or hover; when the tilting mechanism is at an angle between 0 and 90 degrees, the propeller tension is decomposed into forward tension and upward tension component, so that the airplane flies forward and climbs.

As shown in fig. 3, the power generated by the horizontal fixed arrangement turboshaft engine of the present invention is transmitted to the rotor through the transmission shaft and the clutch device, and the rotor can be tilted by using the power, and the horizontal arrangement design can prevent the washing air flow from washing and the sand and soil wrapped by the vortex ring from being sucked into the engine in the lifting state to a certain extent, because the air flow near the engine mainly moves up and down at this time.

When the rotor mechanism is in the horizontal pull-in state, the whole airplane is not greatly different from the traditional turboprop airplane per se, but the airplane body is relatively thick and short for the control of vertical take-off and landing and hovering states, and the airplane body of the airplane has one surface similar to the helicopter body; when the rotor wing mechanism is in a vertical state, the whole airplane enters a vertical take-off and landing or hovering mode of a conventional helicopter, the outer wing section tilts along with the rotor wing mechanism at the same time, the phenomenon that partial tension is lost due to downwash airflow impact is avoided, meanwhile, turbulent flow generated by shielding below the outer wing section is avoided, the possibility that the blades stall is high if the turbulent flow is sucked by the rotor wing in the descending state, because two rotor wings are used for balancing dead weight, once one rotor wing stall, the airplane can enter a crash state and is even more dangerous than the conventional helicopter with only one rotor wing, and the tiltable rotor wing sections are arranged in a downwind tilting mode without shielding effect, so that the possibility of the blade stall is reduced; when the rotor wing mechanism is in a state which is neither horizontal nor vertical, because the outer wing sections tilt along with the outer wing sections, and no turbulence exists under the outer wing sections, the pulling force generated by the two rotor wings can be decomposed into an upward component and a forward component, the upward component can be used for balancing the self weight of the airplane, and the forward component can be used for accelerating the airplane, so that short takeoff and quick climbing can be realized.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solutions of the present invention, but the scope of the present invention is not limited thereto, and any person skilled in the art can easily conceive various equivalent modifications or substitutions within the technical scope of the present invention, and these modifications or substitutions should be covered within the scope of the present invention.