KR102548772B1 - Flying object with Wing-Rotor - Google Patents

Abstract

The present invention relates to an aircraft having a wing-rotor and, more specifically, to an aircraft having a wing-rotor, wherein the angle of attack of the root and the angle of attack of the tip of a rotary wing to which the cross-sectional structure of an aircraft wing is applied are different from each other. The aircraft having a wing-rotor can have the maximum lift coefficient according to the rotation radius by using a wing-rotor that the lift generation principle of an aircraft wing and the rotor rotation of a helicopter are combined, thereby providing greater lift even at lower RPMs than rotary wings of traditional helicopters or gyrocopters, enabling vertical takeoff and landing of the aircraft, suppressing the generation of torque reaction due to rotation by adopting a structure rotating by a propulsion motor attached to the tip of the wing-rotor, and enabling the application to heavyweight and large-sized airframes due to weight lightening.

Description

Flying object with wing-rotor {Flying object with Wing-Rotor}

The present invention relates to an aircraft having a wing-rotor, and more particularly, to a method in which the angle of attack at the root and the angle of attack at the tip of a rotor blade to which the cross-sectional structure of an aircraft wing is applied is configured differently from each other, and the lift generation principle of the aircraft wing By using a wing-rotor that combines the rotor rotation of a helicopter and the rotor rotation of a helicopter, it is possible to have the maximum lift coefficient according to the rotation radius, providing large lift even when rotating at low RPM compared to the rotor blades of existing helicopters or gyrocopters, and furthermore, vertical movement of the aircraft , Landing is possible, adopting a structure that rotates by a propulsion motor attached to the end of the wing-rotor to suppress the generation of torque reaction due to rotation, and to be advantageous for application to heavier and larger aircraft through light weight It relates to an aircraft equipped with a developed wing-rotor.

Vertical take-off and landing (e-VTOL) of an aircraft using electric energy is implemented using lift generated by rotating several propellers or helicopter rotors.

In general helicopters or gyrocopters, means of generating lift due to strong rotation are referred to as propellers, rotary blades, rotors, etc. (hereinafter collectively referred to as rotors), and these rotors not only generate lift but also play a role in generating propulsion by moving the fuselage forward .

The most important part in the configuration of the rotor is the part corresponding to each wing, which is sometimes referred to as a feather or a blade in English.

Each wing is connected to a rotating shaft by a mechanical joint and moves up and down, forward and backward, and torsionally.

At this time, only the twist direction is directly moved by the pilot's control rod, and the vertical and forward movements are the result of this twist and are moved through the angle of attack control. For example, if you twist the upper part of the rotor blade more audibly, the angle of attack increases, so the lift force also increases, so only that rotor blade rises upward. However, since the response of being lifted up by the precession effect appears after the rotor rotates 90 degrees, in reality, to make the wings lift up when passing in front of the fuselage, the feathers must be bent when passing the side.

According to this principle, in order for the fuselage to fly forward, the entire rotating surface of the rotor must be tilted forward. In particular, it is impossible to tilt the rotor structure, which is heavy and rotates at high speed, forward from the axis of the fuselage. When the wings pass through the left and right sides of the fuselage using torsion, the angle of one blade is reduced and the angle of the other is increased. As a result, the entire rotor This means that is tilted forward. If this is applied, tilting the rotational surface of the rotor sideways makes the fuselage crawl, or tilting it backwards makes it fly backwards.

On the other hand, the blades of rotors applied to helicopters or gyrocopters have a symmetrical airfoil shape, and the same angle of attack is applied to all according to the radius of rotation.

This is because, as described above, the method of controlling the total angle of attack of the rotor is applied to adjust the direction of the fuselage, and each wing is a solid shape filled with the same material. There was a problem that the RPM had to be maintained, and the output efficiency versus the number of revolutions was not very good.

Republic of Korea Utility Model Publication No. 1997-038695 (published on July 29, 1997)

The present invention was created to solve the above problems in view of the prior art, and is a method in which the root angle of attack and the end angle of attack of a rotor blade to which the cross-sectional structure of the aircraft wing is applied are configured differently from each other, and the principle of generating lift of the aircraft wing By using a wing-rotor that combines the rotor rotation of a helicopter and the rotor rotation of a helicopter, it is possible to have the maximum lift coefficient according to the rotation radius, providing large lift even when rotating at low RPM compared to the rotor blades of existing helicopters or gyrocopters, and furthermore, vertical movement of the aircraft , Landing is possible, adopting a structure that rotates by a propulsion motor attached to the end of the wing-rotor to suppress the generation of torque reaction due to rotation, and to be advantageous for application to heavier and larger aircraft through light weight The purpose is to provide an aircraft equipped with a developed wing-rotor.

The present invention is a means for achieving the above object, in an aircraft including a fuselage and a wing-rotor coupled to the fuselage to generate propulsive force according to rotation, wherein the wing-rotor is fixedly mounted on the upper end of the fuselage axis of rotation; A first wing portion rotatably coupled to the rotating shaft and rotating in the forward direction by its own power; And a second wing portion rotatably coupled to the rotating shaft at a vertical interval from the first wing portion and rotating in the reverse direction by its own power, wherein each of the first wing portion and the second wing portion comprises the rotating shaft. Joint member rotatably coupled to; and a plurality of unit blades coupled to the joint member at equal intervals, each of the plurality of unit blades having one end coupled to the joint member and the other end extending to form a free end; A plurality of ribs coupled at predetermined intervals along the longitudinal direction of the spar; an outer shell wrapped around the plurality of ribs; and a propulsion member coupled to the other end of the spar and generating a driving force.

In addition, auxiliary wings are extended in the left and right directions of the fuselage, trim tabs are movably mounted on the auxiliary wings, and a trim tab operating device is connected to the trim tabs to change the angle of the trim tabs. The trim tab operating device includes a push-pull rod connecting a user's manual manipulation unit embedded in the fuselage and the trim tab, wherein the push-pull rod includes: a first rod connected to the manual manipulation unit; a second rod connected to the trim tab; and a first connecting portion connecting the first rod and the second rod, wherein the first connecting portion includes: a holder coupled to the first rod; a cylinder coupled to the holder; a cylinder rod slidably coupled to the inside of the cylinder while being coupled to the second rod; a push-pull motor coupled to the holder; and a connecting member connecting the push-pull motor and the cylinder rod to convert the rotational motion of the push-pull motor into a linear reciprocating motion of the cylinder rod, wherein the push-pull rod is controlled by the manual control unit. The trim tab is moved by either a manual method of moving the trim tab by directly moving the first rod or an automatic method of moving the trim tab by changing the length of the push-pull rod by moving the cylinder rod according to the operation of the push-pull motor. characterized by

Also, the holder. a holder body, a first arm extending from the holder body and disposed to face each other; and a second arm, wherein the first arm and the second arm include curved surfaces facing each other forming a through hole, the first rod coupled to one side of the through hole, and the cylinder rod It is characterized in that an accommodating portion coupled to the other side of the through hole and accommodating the push-pull motor is formed in the holder body.

In addition, an elongated guide hole is formed in the cylinder, and a guide protrusion exposed to the outside of the cylinder through the guide hole inside the cylinder is formed in the cylinder rod, and a longitudinal direction of the guide protrusion is the push-pull. a first link parallel to the axial direction of the motor and connected to the shaft of the push-pull motor; and a second link connecting the first link and the guide protrusion.

In addition, the push-pull rod further includes a second connection portion disposed outside the first connection portion and surrounding the first connection portion, and the second rods are spaced apart from each other and radially outward. A first stopper and a second stopper each protrude, one side of the second connection portion is connected to the first rod, and the other side of the second connection portion slides between the first stopper and the second stopper to the second rod Possibly coupled, when the first connecting portion fails to connect the first rod and the second rod, the second connecting portion connects the first rod and the second rod, and the second connecting portion connects the first rod to the second rod. A connection body surrounding the connection part, a first side part disposed on one side of the connection body and engaged with the first rod and fixed to the first rod, and a first side part disposed on the other side of the connection body and coupled to the first rod and the second rod. A second side portion slidably coupled between a first stopper and the second stopper, wherein the first side portion includes a first hub coupled to the first rod and extending radially from the first hub to the connection A plurality of first spokes connected to the body, wherein the second side portion includes a second hub coupled to the second rod, and a plurality of second spokes radially extending from the second hub and connected to the connection body. A spoke, wherein the first hub is disposed rearward of the connection body so that the first spoke is inclined and the second hub is disposed forward of the connection body so that the second spoke is inclined. to be

The present invention is a method in which the angle of attack at the root side and the angle of attack at the end side of a rotor blade to which the cross-sectional structure of an aircraft wing is applied is configured differently from each other. It provides a large lift even when rotating at a low RPM compared to the rotor blades of existing helicopters or gyrocopters, and furthermore, it enables vertical take-off and landing of the aircraft, and the propulsion motor attached to the end of the wing-rotor By adopting a structure that rotates by rotation, the generation of torque reaction due to rotation is suppressed, and through lightening, it provides an advantageous effect for application to a heavier and larger aircraft.

1 is a view showing the external configuration of an air vehicle according to the present invention.
2 is a view showing the configuration of the main parts of the wing-rotor.
3 is a view showing a unit wing configuration from which the outer skin is removed.
4 is a view showing the angle of attack at the root side of the wing part
5 is a diagram showing a plane configuration of an air vehicle according to the present invention.
Figure 6 is a view schematically showing a cross-sectional configuration based on line AA shown in Figure 5;
7 is a view showing a trim tap operating device;
8 is a view showing a first connection part;
9 is a view showing a cylinder;
10 is a diagram showing a state in which the length of a push-pull rod is electronically varied by a control signal;
11 is a view showing a push-pull rod to which a second connection is applied.
12 is a view showing a configuration of one side of a push-pull rod to which a second connection is applied.

Objects, specific advantages and novel features of the present invention will become more apparent from the following detailed description and preferred embodiments taken in conjunction with the accompanying drawings. And the terms or words used in this specification and claims should not be construed as being limited to ordinary or dictionary meanings, and the inventor appropriately defines the concept of terms in order to explain his/her invention in the best way. Based on the principle that it can be done, it should be interpreted as meaning and concept consistent with the technical spirit of the present invention. And, in describing the present invention, detailed descriptions of related known technologies that may unnecessarily obscure the subject matter of the present invention will be omitted.

The aircraft according to the present invention can be largely illustrated as including a fuselage 1000, a wing-rotor 2000, and a trim tab operating device Ta.

First, the fuselage 1000 constitutes the overall skeleton of the aircraft according to the present invention, and has a cockpit, a passenger seat, a control unit 1300, etc. inside, and a space for embedding other devices inside when the aircraft is operated as an unmanned aerial vehicle. Or you can form a cargo.

Auxiliary wings 1200 may be formed on the left and right sides of the fuselage 1000, and a mounting table 1100 for mounting the wing-rotor 2000 may be provided on the top of the fuselage 1000.

Next, the wing-rotor 2000 is a configuration that generates propulsion of the aircraft while rotating in place at the top of the aircraft, and largely includes a rotational shaft 2100, a first wing 2200 and a second wing 2300 can be exemplified.

The rotor of conventional helicopter aircraft has a structure in which a motor and a rotation shaft are directly connected, and when the rotation shaft rotates according to the driving of the motor, each wing integrated radially extending to the rotation shaft 2100 rotates, and the lift generated therefrom rotates. Although it is a structure for obtaining propulsive force, in this embodiment, the wing-rotor 2000 does not rotate the rotary shaft 2100, and the wing part rotates with its own power provided by each independent wing coupled to the rotary shaft 2100 ( 2100), and in addition, by applying the wing section structure of the aircraft to each wing, the lift generation principle of the aircraft wing and the advantages of the helicopter rotor rotation method are appropriately combined to ensure more stable flight performance. made up of a structure

Therefore, it is possible to have a maximum lift coefficient according to the rotation radius of the wing-rotor (2000), providing high lift even when rotating at a low RPM compared to the rotor blades of existing helicopters or gyrocopters, and further enabling vertical lift and landing of the aircraft. A structure is provided to

More specifically, the wing-rotor 2000 may be largely illustrated as including a rotation shaft 2100, a first wing part 2200 and a second wing part 2300.

The rotating shaft 2100 is fixedly mounted on the mount 1100 formed at the upper end of the fuselage 1000 and acts as a fixed shaft that does not rotate separately.

The first wing 2200 and the second wing 2300 are rotatably coupled to the rotating shaft 2100, respectively, and rotate in the forward and reverse directions by their own power, respectively, to generate propulsive force.

The first wing 2200 and the second wing 2300 may be disposed at a vertical distance from each other, and in particular, the first wing ( 2200) and the second wing portion 2300 may be characterized in that they rotate in opposite directions to each other with the power of themselves.

This can basically eliminate the lift imbalance that occurs in the wing-rotor (2000) during cruising flight as well as the torque offset function, and in particular, suppresses the generation of reaction torque due to rotation to arbitrarily apply counter-torque to the fuselage (1000). ) The fuselage 1000 can be maintained more stably without manipulation of flapping, tail rotor, etc. to resolve the imbalance.

The first wing 2200 and the second wing 2300 have the same structure, but differ only in the direction of rotation.

For example, each of the first wing part 2200 and the second wing part 2300 has a joint member 2210 rotatably coupled to the rotational shaft 2100 and a plurality of joints coupled to the joint member 2210 at regular intervals. It may be exemplified as including unit wings 2230.

The joint member 2210 is fixedly installed on the rotational shaft 2100 via a bearing and is provided to be relatively rotatable on the rotational shaft 2100, and each unit blade 2230 rotates radially with the joint member 2210 at the center. have an elongated structure.

Each of the plurality of unit blades 2230 is designed to have a maximum lift coefficient according to the turning radius, with the angle of attack at the root side (joint member direction) being 8 degrees and the angle of attack at the opposite end side being 0 degrees.

Each of the plurality of unit blades 2230 has one end coupled to the joint member 2210 and the other end formed as a free end to form a long extended spar 2231, which is coupled at a predetermined interval along the longitudinal direction of the spar 2231. It may be composed of a plurality of ribs 2232, a shell 2233 wrapped around the outside of the plurality of ribs 2232, and a propulsion member 2234 coupled to the other end of the spar 2231 and generating a driving force.

At this time, a battery for supplying power to the propulsion member 2234, a signal receiver for controlling the propulsion member 2234, etc. may be inserted into the space provided between the adjacent ribs 2232, and the surrounding area is the shell 2233. It can be configured to be sealed through.

Through the structure of the spar 2231, the rib 2232, and the shell 2233, the unit wing 2230 has a basic skeleton of a semi-monocoque, and each rib 2232 is composed of an airfoil shape. And the shell 2233 may be made of a three-dimensionally twisted streamlined structure corresponding thereto.

The propulsion member 2234 includes a housing, a small propeller mounted in the housing, a DC motor built into the housing for power generation, a BLDC motor for generating propulsion by driving the small propeller, and an electric speed controller (ESC) for linkage control of the above components. etc., and can be variously modified from the line capable of rotating the wings through propulsion, a detailed description will be omitted.

Meanwhile, trim tabs T may be installed to be adjustable in the auxiliary wing 1200 extending in the left and right directions of the fuselage 1000 .

The trim tab (T) is a kind of small flap, and can be understood as a device that enables the aircraft to fly at a constant speed by controlling the flight direction of the deflected aircraft.

When the trim tab operator Ta moves by manipulating the control unit 1300 provided in the cockpit, the movement of the trim tab T is controlled by such an operation.

However, when the trim tab T is moved manually, there is a problem in that it is difficult to respond to momentary shaking of the body 1000 due to gusts of wind. Accordingly, the trim tap operating device Ta may be implemented to automatically maintain the posture of the body 1000 by using a control signal and a driving force of a motor. In this automatic type of trim tab operating device, an actuator consisting of a motor and a link part that transmits the driving force of the motor is configured to move the trim tab (T), or an actuator that moves based on a control signal is directly included in the control unit 1300 in the cockpit can be configured to

However, such a trim tap operating device has a problem in that it is difficult to apply to small aircraft because the size and weight of the actuator are large. In addition, in the case of an actuator having a complicated structure, there is a problem in that operation reliability is lowered. In addition, when the control signal is disconnected, there is a fatal disadvantage in that it is difficult to control the control unit 1300.

Accordingly, the trim tab operating device Ta in the present invention is connected to the trim tab T and is installed to change the angle of the trim tab T. The push-pull rod (which is the main component of the trim tab operating device Ta) ( 20) while controlling the position, it is characterized by realizing both mechanical movement corresponding to the operator's manual operation and fully automatic movement corresponding to the control signal so that it can effectively cope with various flight situations.

To this end, the trim tab operating device Ta may include a push-pull rod 20 connecting the user's manual manipulation unit 1300 provided in the body 1000 and the trim tab T.

In some cases, the trim tab operator (Ta) additionally places a link portion (R) to directly connect the link portion (R) with the manual control unit 1300, and connects the push-pull rod 20 with the link portion (R). It can also be connected between the trim tabs (T).

At this time, the link part (R) can be extended and installed into the inside of the auxiliary wing 1200, and the push-pull rod 20 connects the link part (R) and the trim tab (T) to form the link part (R). It may play a role of directly transferring the movement to the trim tab T or controlling the movement of the trim tab T without the movement of the link part R.

Therefore, the angle of the trim tab T can be adjusted while the push-pull rod 20 moves as a whole according to the manipulation of the manual control unit 1300, or the push-pull rod 20 moves based on a mechanical control signal. By extending and contracting, the trim tab (T) can move.

More specifically, the trim tap operating device Ta may include a first rod 21 , a second rod 22 , and a first connection portion 23 .

The first rod 21 and the second rod 22 are spaced apart from each other. The first connection part 23 connects the first rod 21 and the second rod 22 .

The first rod 21 may be directly connected to the manual manipulation unit 1300 or connected to the link unit R. The second rod may be connected to the trim tab (T).

The first connection part 23 can adjust the overall length of the push-pull rod 20 by adjusting the separation distance between the first rod 21 and the second rod 22 . This first connection part 23 may be disposed at the end of the push-pull rod 20 .

The first connection part 23 may include a holder 100 , a cylinder 200 , a cylinder rod 300 , a push-pull motor 400 , and a connection member 500 .

Holder 100 is coupled to the first rod (21). The cylinder 200 is coupled to the holder 100. The cylinder rod 300 is slidably coupled to the inside of the cylinder 200 while being coupled to the second rod 22 .

The push-pull motor 400 is mounted inside the holder 100 . And the cylinder rod 300 is coupled to the second rod (22). The connecting member 500 connects the push-pull motor 400 and the cylinder rod 300.

The holder 100 of the first connection part 23 is disposed between the first rod 21 and the cylinder 200 based on the longitudinal direction of the push-pull rod 20 .

The holder 100 may include a holder body 110 , a first arm 120 and a second arm 130 .

The holder body 110 forms an accommodating portion 111, which is a space accommodating the push-pull motor 400 therein. The first arm 120 and the second arm 130 each extend from one surface of the holder body 110 . The first arm 120 and the second arm 130 are spaced apart from each other and disposed to face each other.

Through-holes PH are formed on opposite surfaces of the first arm 120 and the second arm 130 by including curved surfaces, respectively. The through hole PH may be formed long along the longitudinal direction of the push-pull rod 20 . Each of the first arm 120 and the second arm 130 may extend to the holder body 110 in a cantilever shape to be elastically deformable. The first rod 21 is inserted into the through hole PH of the holder 100 .

The first rod 21 may be coupled to one side of the through hole PH, and the cylinder rod 300 may be coupled to the other side of the through hole PH.

The cylinder 200 is a hollow cylindrical member. The cylinder 200 may include an elongated guide hole 210 penetrating the inside and outside of the cylinder 200 . The guide hole 210 may be formed long along the longitudinal direction of the push-pull rod 20 . This cylinder 200 may be coupled to the other side of the holder 100. For coupling with the holder 100, the cylinder 200 may include a coupling protrusion 220 on one side. The coupling protrusion 220 may protrude in the longitudinal direction of the push-pull rod 20 and be inserted into the through hole PH of the holder 100 .

A hole 230 through which the cylinder rod 300 passes may be disposed on the other side of the cylinder 200 .

The cylinder rod 300 is slidably coupled to the cylinder 200 . The cylinder rod 300 includes a rod body 320 disposed inside the cylinder 200 . The load body 320 may have a larger outer diameter than the hole 230 of the cylinder 200 . The cylinder rod 300 may include a guide protrusion 310 protruding from the rod body 320 . The guide protrusion 310 passes through the guide hole 210 and is exposed to the outside of the cylinder 200 . The guide protrusion 310 linearly reciprocates along the guide hole 210 .

The push-pull motor 400 is mounted in the accommodating part 111 of the holder 100 . The push-pull motor 400 receives a control signal for flight and operates. The push-pull motor 400 may be arranged so that its axial direction is perpendicular to the longitudinal direction of the push-pull rod 20 .

The connecting member 500 connects the push-pull motor 400 and the cylinder rod 300 to transmit rotational force of the push-pull motor 400 to the cylinder rod 300 . The rotational motion of the push-pull motor 400 is converted into linear motion of the cylinder rod 300 through the connecting member 500 . This connection member 500 may include a first link 510 and a second link 520. The first link 510 is connected to the shaft of the push-pull motor 400 . The second link 520 connects the first link 510 and the guide protrusion 310 of the cylinder rod 300. In this case, the longitudinal direction of the guide protrusion 310 may be parallel to the axial direction of the push-pull motor 400 . The second link 520 may be disposed to form an acute angle with the first link 510 .

10 is a view showing a state in which the length of the push-pull rod 20 is varied electronically by a control signal.

As shown in FIG. 10A, when the push-pull motor 400 does not operate, the length of the push-pull rod 20 is maintained constant, and the push-pull rod 20 is mechanically controlled by the manual manipulation unit 1. ), the angle of the trim tab (T) can be adjusted by moving the whole.

As shown in FIG. 10B, when the push-pull motor 400 is operated by a control signal, the connection member 500 pushes or pulls the cylinder rod 300 as the push-pull motor 400 rotates. Change the length of the pull rod (20). As the length of the push-pull rod 20 changes, the angle of the trim tab T may be adjusted. Also, when adjusting the trim tab T mechanically as the length of the push-pull rod 20 is changed, the angle of the trim tab T can be more accurately adjusted.

That is, the push-pull rod 20 is a manual method of moving the trim tab T by directly moving the first rod 21 by manipulation of the manual control unit 1300 or a cylinder according to the operation of the push-pull motor 400. By moving the rod 300 and changing the length of the push-pull rod 20, the trim tab T is moved in one of the automatic methods of moving the trim tab T.

On the other hand, the trim tab (T) is rotatably mounted on the auxiliary wing 1200, and the push-pull rod 20 is coupled to the axis serving as the rotation reference of the trim tab (T) through a link for linear motion. The angle of the trim tab (T) can be adjusted accordingly.

FIG. 11 is a perspective view showing the push-pull rod 20 in which the second connection part 24 is disposed, and FIG. 12 is a side view of the push-pull rod 20 in which the second connection part 24 is disposed.

The push-pull rod 20 may further include a second connection part 24 . The second connection unit 24 is a device for preparing when a failure occurs in the first connection unit 23 and the first connection unit 23 does not operate. If the first connection part 23 does not operate due to a problem in the first connection part 23, the movement of the first rod 21 is not transmitted to the second rod 22 as it is, so the angle of the trim tab T Control problems may arise.

At this time, the second connecting portion 24 physically connects the first rod 21 and the second rod 22, so that even if a problem occurs in the first connecting portion 23, the movement of the first rod 21 is controlled by the second. It is possible to normalize the angle adjustment of the trim tab T by transferring it to the rod 22 as it is.

The second connection part 24 may include a connection body 600 , a first side part 700 and a second side part 800 . The connection body 600 is disposed outside the first connection part 23 and is disposed to surround the first connection part 23 . The connection body 600 may have a hexahedral shape. Based on the longitudinal direction of the push-pull rod 20, one side and the other side of the connection body 600 are open. And the front, rear, upper and lower surfaces of the connection body 600 may be formed of a mesh. Since the connection body 600 is formed of a net, it is possible to prevent damage to the first connection part 23 by hitting the first connection part 23 due to an inflow of external substances.

The first side part 700 is located on one side of the connection body 600 based on the longitudinal direction of the push-pull rod 20 . The first side part 700 may include a first hub 710 and a plurality of first spokes 720 . The first hub 710 is coupled to the first rod 21 to fix the second connection portion 24 to the first rod 21 . The first spokes 720 extend radially from the first hub 710 and are connected to the connection body 600 . At this time, the first hub 710 is disposed rearward than the connection body 600, and the first spoke 720 is disposed inclined.

As such, since the first spokes 720 are inclined, there is an advantage of having a structure resistant to external force acting in the longitudinal direction of the push-pull rod 20 .

Meanwhile, the second rod 22 protrudes outward in the radial direction and may include a first stopper 22a and a second stopper 22b spaced apart from each other.

At this time, one side of the second connection part 24 is connected to the first rod 21, and the other side of the second connection part 24 is between the first stopper 22a and the second stopper 22b. It can be slidably coupled to the second rod 22 .

More specifically, the second side portion 800 is located on the other side of the connection body 600 based on the longitudinal direction of the push-pull rod 20 . The second side part 800 may include a second hub 810 and a plurality of second spokes 820 . The second hub 810 is coupled to the second rod 22 to be slidably movable, so that the second connecting portion 24 moves along the second rod 22 within a certain stroke range. Connect the second rod 22. The second spokes 820 extend radially from the second hub 810 and are connected to the connection body 600 . At this time, the second hub 810 is disposed in front of the connection body 600, and the second spoke 820 is disposed inclined.

Since the second spokes 820 are also inclined, there is an advantage of having a structure resistant to an external force acting in the longitudinal direction of the push-pull rod 20 .

When the first connection part 23 operates normally, the second connection part 24 may move between the first stopper 22a and the second stopper 22b in response to the positional change of the cylinder rod 300. If the first connection part 23 does not operate normally and the first rod 21 moves, the second hub 810 is caught by the first stopper 22a or the second stopper 22b and the first rod ( Since the motion of 21 is transmitted to the second rod 22, there is an advantage in that the angle of the trim tab T can be adjusted regardless of the first connection part 23.

In the above, the trim tab operating device Ta for an aircraft according to one preferred embodiment of the present invention has been examined in detail with reference to the accompanying drawings.

One embodiment of the present invention described above should be understood as illustrative in all respects and not limiting, and the scope of the present invention will be indicated by the claims to be described later rather than the detailed description above. And it should be construed that all changes or transformable forms derived from the meaning and scope of these claims as well as their equivalent concepts are included in the scope of the present invention.

1000: fuselage
2000: Wing-rotor
Ta: trim tab actuator
20: push-pull rod

Claims (5)

In an aircraft equipped with a fuselage and a wing-rotor including a wing-rotor coupled to the fuselage to generate propulsive force according to rotation,
The wing-rotor,
a rotating shaft fixedly mounted on an upper end of the body;
A first wing portion rotatably coupled to the rotating shaft and rotating in the forward direction by its own power; and
A second wing portion rotatably coupled to the rotating shaft at a vertical interval of the first wing portion and rotating in the reverse direction by its own power; includes,
Each of the first wing and the second wing,
a joint member rotatably coupled to the rotating shaft; and
It includes; a plurality of unit wings coupled at equal intervals on the joint member;
Each of the plurality of unit wings,
a spar having one end coupled to the joint member and the other end extending to form a free end;
A plurality of ribs coupled at predetermined intervals along the longitudinal direction of the spar;
an outer shell wrapped around the plurality of ribs; and
A propulsion member coupled to the other end of the spar and generating a propulsive force; includes,
Auxiliary wings are extended and installed in the left and right directions of the fuselage, and trim tabs are movably mounted on the auxiliary wings,
Further comprising a trim tab operating device connected to the trim tab and changing an angle of the trim tab,
The trim tab operating device,
It includes a push-pull rod that connects the user's manual control unit and the trim tab built into the fuselage,
The push-pull rod,
a first rod connected to the manual control unit;
a second rod connected to the trim tab; and
A first connection portion connecting the first rod and the second rod; includes,
The first connection part,
a holder coupled to the first rod;
a cylinder coupled to the holder;
a cylinder rod slidably coupled to the inside of the cylinder while being coupled to the second rod;
a push-pull motor coupled to the holder; and
A connecting member connecting the push-pull motor and the cylinder rod to convert the rotational motion of the push-pull motor into a linear reciprocating motion of the cylinder rod;
The push-pull rod,
Either a manual method of moving the trim tab by directly moving the first rod by manipulation of the manual control unit or an automatic method of moving the trim tab by changing the length of the push-pull rod by moving the cylinder rod according to the operation of the push-pull motor. An aircraft equipped with a wing-rotor, characterized in that for moving the trim tab in a manner. delete The method of claim 1,
the holder,
holder body,
first arms extending from the holder body and disposed to face each other; and a second arm;
The first arm and the second arm each include a curved surface facing each other forming a through hole,
The first rod is coupled to one side of the through hole, and the cylinder rod is coupled to the other side of the through hole;
An air vehicle with a wing-rotor, characterized in that the holder body is formed with an accommodating portion for accommodating the push-pull motor. The method of claim 3,
An elongated guide hole is formed in the cylinder,
A guide protrusion is formed on the cylinder rod and is exposed to the outside of the cylinder through the guide hole inside the cylinder.
The longitudinal direction of the guide protrusion is parallel to the axial direction of the push-pull motor,
The connecting member may include a first link connected to the shaft of the push-pull motor; and
A wing comprising a; a second link connecting the first link and the guide protrusion. The method of claim 4,
The push-pull rod,
A second connection portion disposed outside the first connection portion and surrounding the first connection portion;
The second rod is disposed spaced apart from each other, and a first stopper and a second stopper respectively protrude outward in the radial direction,
One side of the second connection portion is connected to the first rod, and the other side of the second connection portion is slidably coupled to the second rod between the first stopper and the second stopper, so that the first connection portion When the first rod and the second rod cannot be connected, the second connecting portion connects the first rod and the second rod,
The second connection part is disposed on a connection body surrounding the first connection part, a first side part disposed on one side of the connection body and coupled to the first rod and fixed to the first rod, and disposed on the other side of the connection body. It includes a second side that is slidably coupled between the second rod and the first stopper and the second stopper,
The first side portion includes a first hub coupled to the first rod, and a plurality of first spokes extending radially from the first hub and connected to the connection body,
The second side portion includes a second hub coupled to the second rod, and a plurality of second spokes extending radially from the second hub and connected to the connection body,
The first hub is disposed rearward than the connection body so that the first spokes are inclined.
The second hub is disposed in front of the connection body, and the second spoke is inclined, characterized in that the wing-aircraft with a rotor.

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