Large-size full-composite high-performance tail wing

Abstract

The application provides a large-size full-composite high-performance tail wing, which comprises a stabilizer, a mounting groove is arranged at the rear side of the stabilizer, a control surface is arranged in the mounting groove, the control surface is driven by a transmission shaft, in normal state, the outer edge of the control surface is flush with the rear edge of the stabilizer, and the control surface and the stabilizer are consistent in the outer surface streamline; the stabilizer comprises an inner framework and a skin structure outside the inner framework structure, the inner framework comprises a front beam and a rear beam, and a plurality of reinforcing ribs are arranged between the front beam and the rear beam, a T-shaped front beam butt joint section is arranged at one end of the front beam, and a fuselage connecting structure is arranged at the other end of the front beam, the front beam butt joint section is arranged at the end close to the wing tip, and the fuselage connecting structure is arranged at the end close to the fuselage; a T-shaped rear beam butt joint section is arranged at one end of the rear beam, and an outer overhanging section is arranged at the other end of the rear beam. The tail wing structure provided by the application is reasonable in design, clear in force transmission path, light in structure quality, simple and reliable in structure, low in cost, and convenient to use and maintain.

Description

Technical Field

[0001] This invention belongs to the field of aerospace technology, and in particular relates to a high-performance tail fin made of large-size all-composite materials. Background Technology

[0002] The working principle of the tail fin is to ensure the longitudinal and lateral stability, controllability, and balance of the aircraft by generating and modifying lift. The arrangement of the tail fin on the aircraft is mainly determined by the controllability and stability requirements of the aircraft's aerodynamic layout. Increasing the effective area of ​​the tail fin, especially the horizontal stabilizer, is an effective way to increase lift. Therefore, large-size tail fins are one of the directions of modern aircraft development. In the design process of the tail fin structure, in addition to ensuring aerodynamic shape, strength, and weight requirements, the requirements for use and maintenance should also be considered. Since the tail fin structure is far from the aircraft's center of gravity, its structural weight has a significant impact on the aircraft's center of gravity, so the weight of the tail fin structure should be as light as possible. However, large-size tail fins are relatively disadvantageous in terms of environmental adaptability, such as being particularly disadvantageous in terms of bird strike protection. This requires that the tail fin structure design have sufficient strength and rigidity, while also providing good inspection visibility. In existing technologies, the structural layouts commonly used for tail fin stabilizers include beam-type, single-piece, multi-wall, and integral types. Among these, the beam-type layout is characterized by strong longitudinal beams, but weaker skin and stringers. The single-piece layout has more stringers, thicker skin, and beam edge cross-sectional areas that are close to or slightly larger than the stringers' cross-sectional areas. Sometimes, only longitudinal walls are used without wing spars, and the skin is the primary load-bearing component. The multi-wall structure has many longitudinal walls, a thick skin, no stringers, and the skin is the primary bending-resistant structure. All of these common tail fin structures have limited performance, insufficient overall integrity, and weak points in their structure. Although integral stabilizers combine the skin and stringers into a single panel, the structure is heavy, difficult to manufacture, and inconvenient for maintenance. Summary of the Invention

[0003] In view of this, the present invention aims to overcome the deficiencies in the prior art and propose a high-performance tail fin of large-size all-composite material.

[0004] To achieve the above objectives, the technical solution created by this invention is implemented as follows:

[0005] A high-performance tail fin with large-size all-composite material includes a stabilizing surface, a mounting groove on the rear side of the stabilizing surface, and a control surface installed in the mounting groove. The control surface is driven by a drive shaft. The stabilizing surface includes an inner frame and a skin structure on the outer side of the inner frame structure. The inner frame includes a front beam and a rear beam, and several reinforcing ribs are arranged between the front and rear beams.

[0006] The front beam has a T-shaped front beam connecting section at one end and a fuselage connecting structure at the other end; the fuselage connecting structure is U-shaped in general, including a main body and side plates on both sides of the main body, and several connecting holes are provided on the main body and the side plates on both sides respectively.

[0007] The front beam has a U-shaped cross-section and includes the front beam body and the front beam side plates on both sides of the front beam body; the rear beam has a T-shaped rear beam butt section at one end and an overhang section at the other end; the rear beam has a U-shaped cross-section and includes the rear beam body and the rear beam side plates on both sides of the rear beam body.

[0008] The rear beam connecting section and the front beam connecting section are located on the same side of the inner frame, and both are fixed to the wing tip box at the same time; the rear beam connecting section has a U-shaped structure, including rear beam connecting plates respectively provided at the ends of the two rear beam side plates, and the outer surface of the rear beam side plates protrudes beyond the outer surface of their corresponding rear beam connecting plates. After the wing tip box is assembled into the frame, the two side surfaces of the wing tip box are flush with the corresponding front beam side plate surfaces.

[0009] A vertical plate is provided between the two rear beam connecting plates, and a connecting tail plate is provided on the side of the rear beam connecting plate facing the rear beam side plate. The outer surface of the connecting tail plate is lower than the outer surface of the rear beam connecting plate, forming a positioning step between the two. When the rear beam connecting section is inserted into the end of the rear beam, the end of the rear beam side plate abuts against the positioning step, and the connecting tail plate fits against the rear beam side plate, thereby forming a reinforced structure at the joint between the connecting tail plate and the rear beam side plate.

[0010] Furthermore, the drive shaft is installed in the inner cavity of the stabilizing surface, and one end of it that passes through the mounting groove is connected to the operating surface. The stabilizing surface is provided with an operating port corresponding to the drive shaft, and an operating port cover is installed on the operating port.

[0011] Furthermore, the front beam connecting section includes front beam connecting plates respectively provided at the ends of the two front beam side plates, and the outer surface of each front beam side plate protrudes beyond the outer surface of its corresponding front beam connecting plate.

[0012] Furthermore, the upright plate and the connecting plate of the two rear beams are integrally formed.

[0013] Furthermore, the docking tail plate and the rear beam side plate are both fixed with adhesive.

[0014] Furthermore, the rear beam connecting section, the outer cantilever section, and the main structure of the rear beam are integrally formed using prepreg material.

[0015] Furthermore, the front beam connecting section, the fuselage connecting structure, and the main structure of the front beam are integrally formed using prepreg material.

[0016] Furthermore, the front beam, rear beam, and each reinforcing rib are integrally formed using prepreg.

[0017] Compared with existing technologies, the present invention has the following advantages:

[0018] This invention creates a tail fin structure employing a double-spar design with a large internal volume. Compared to other structures, the double-spar design, as the main load-bearing component, has a clear force transmission path and effectively bears the bending moment transmitted from the skin to the spar. Even with a large opening at the wing root causing discontinuity in skin stress, it can still transfer aerodynamic forces from the tail fin to the fuselage, balancing the load with the fuselage load. In the tail fin structure created in this invention, the rear spar, through the skin, reinforcing ribs, and front spar, forms a closed-cell structure for load bearing, resulting in higher structural strength and stiffness. During aircraft control, the rear spar can better bear the bending moment generated on the tail fin by the aerodynamic forces of the control surfaces. Attached Figure Description

[0019] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments and descriptions of the invention are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0020] Figure 1 A schematic diagram of the structure created by this invention;

[0021] Figure 2 A schematic diagram of the internal skeleton portion in this invention;

[0022] Figure 3 A schematic diagram illustrating the disassembled state of the present invention;

[0023] Figure 4 A schematic diagram of the rear beam portion in this invention;

[0024] Figure 5 A schematic diagram of the rear beam connection section in the invention;

[0025] Figure 6 A schematic diagram of the front beam portion in this invention;

[0026] Figure 7 This is a schematic diagram of the reinforced wing rib portion in an embodiment of the present invention. Detailed Implementation

[0027] It should be noted that, unless otherwise specified, the embodiments and features described in the present invention can be combined with each other.

[0028] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," and "outer," etc., indicating orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, are only for the convenience of describing this invention 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, and therefore should not be construed as a limitation on this invention. Furthermore, the terms "first," "second," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first," "second," etc., may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0029] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" 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; and they can refer to the internal connection of two components. Those skilled in the art will understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0030] The present invention will now be described in detail with reference to the accompanying drawings and embodiments.

[0031] A large-size, all-composite high-performance tail fin, such as Figures 1 to 7 As shown, the device includes a stabilizing surface 1, with a mounting groove 2 on its rear side. An operating surface 3 is installed within the mounting groove and driven by a drive shaft 4. Under normal conditions, the outer edge of the operating surface is flush with the rear edge of the stabilizing surface, and the operating surface and the stabilizing surface have the same streamlined shape. The stabilizing surface includes an inner frame 5 and a skin structure 6 on the outer side of the inner frame structure. It should be noted that, to improve the stability of the stabilizing surface under load, a leading edge strip 27 is provided on the front side of the inner frame, and trailing edge strips 28 are fixed to the inner frame at positions on both sides of the mounting groove. The inner wall of the skin structure fits snugly against the trailing edge strips, the frame, and the leading edge strips, resulting in a clear force transmission path.

[0032] The tail fin structure provided by this invention is made entirely of composite materials. It fully utilizes the high specific strength, high specific stiffness, good fatigue resistance, and strong design flexibility of composite materials to integrally mold complex parts, significantly reducing the number of parts and fasteners, thereby further reducing the structural weight. Therefore, it has the advantages of low manufacturing cost, high torsional stiffness, good flutter resistance, light structural weight, and good economic efficiency.

[0033] The internal frame includes a front beam 7 and a rear beam 8, with several reinforcing ribs 9 arranged between the front and rear beams. One end of the front beam has a T-shaped front beam docking section 10, and the other end has a fuselage connection structure 11. The front beam docking section is located near the wingtip, while the fuselage connection structure faces the fuselage. One end of the rear beam has a T-shaped rear beam docking section 12, and the other end has an overhang section 13, which has the same shape as the main structure of the rear beam. The rear beam docking section and the front beam docking section are located on the same side of the internal frame and are both fixed to the wingtip box 14. Because both the front and rear beams use T-shaped docking sections with the wingtip box, the connection area is increased, resulting in a strong connection and stable stress distribution.

[0034] In an optional embodiment, the reinforcing rib includes a rib plate 29, with U-shaped reinforcing members arranged on both sides of the rib plate, specifically, as shown in... Figure 7 As shown, the reinforcing member includes a member body 30 fixed to the rib plate, with two sides 31 supporting the upper and lower skin of the skin structure, respectively. In a further improved design, the outer edge of the rib plate is recessed between the two reinforcing members, meaning the outer surface of the rib plate is lower than the outer surface of the side. This structural design ensures good structural strength of the reinforcing ribs while creating a buffer gap between the two reinforcing members. This allows for some deformation of the skin between the two reinforcing members under load, while the reinforcing members limit the "diffusion" of skin deformation to other parts of the skin structure, resulting in better tail fin performance. The deformation gap between every two reinforcing ribs is larger than the buffer gap between the two reinforcing members, thus allowing a small amount of local deformation of the skin between the two reinforcing ribs. At the same time, the two reinforcing ribs limit the "diffusion" of skin deformation in this area. The buffer gap between the two reinforcing members and the deformation gap between the two reinforcing ribs constitute a two-stage "limiting" structure that restricts skin deformation, ensuring excellent stability and high performance of the tail fin.

[0035] The internal frame of this invention adopts a double-beam structure. In one optional embodiment, the aforementioned front beam connecting section, fuselage connection structure, and the main structure of the front beam are integrally formed using prepreg. Similarly, the aforementioned rear beam connecting section, outer overhang section, and the main structure of the rear beam are integrally formed using prepreg. For example, the front beam is positioned at 1 / 3 of the chord length, and the rear beam at 1 / 2. The reinforcing ribs, front beam, and rear beam are assembled using adhesive bonding, and then connected to the upper skin, lower skin, and wingtip box using adhesive riveting. Due to the complex structure and high load-bearing requirements of the front and rear beams, using composite molding technology can ensure the technical requirements for shape, strength, and weight while improving production efficiency and reducing production costs.

[0036] In an optional embodiment, the angle between the front beam and the rear beam is acute, and the fuselage connection structure of the front beam is arranged parallel to the outer overhang section of the rear beam. Several reinforcing ribs are also provided on the side of the front beam facing the nose, and each reinforcing rib is perpendicular to the beam segment at the current position of the front beam. In addition, the front beam, rear beam, reinforcing ribs, leading edge strips and trailing edge strips effectively support the skin structure. When the skin is subjected to aerodynamic forces, the force direction of the tail fin is more obvious, the force transmission between the tail fin and the fuselage is more balanced, and the stability is better.

[0037] The control surfaces of this high-performance tail fin are mounted on the rear beam of the stabilizer via hinged mounts. The drive shaft is connected to a rotating servo motor inside the fuselage, thereby driving the control surfaces to rotate around the axis and thus completing the control. Because the control surfaces are subject to aerodynamic loads, they may exhibit control reactions, thus requiring high stiffness. However, since the center of gravity of the control surfaces is far from the aircraft's center of gravity, to better balance the aircraft's center of gravity, the control surfaces must be lightweight. Therefore, a reinforcing rod can be arranged along the length of the tail fin within the control surface cavity. This reinforcing rod is fixed to both ends of the control surface. By connecting the drive shaft to this reinforcing rod, the rotation of the reinforcing rod driven by the drive shaft drives the rotation of the control surfaces. Therefore, the control surfaces formed using prepreg in this invention can ensure stiffness while reducing their own weight.

[0038] Typically, the fuselage connection structure is U-shaped, including a main body 17 and side plates 18 on both sides of the main body. Several connection holes 19 are provided on the main body and the side plates. This fuselage connection structure increases the local size of the front beam and thickens both the main body and side plates, resulting in better load-bearing capacity at the connection between the tail fin and the fuselage. In an optional embodiment, the drive shaft is installed in the inner cavity of the stabilizer, with one end inserted into the mounting groove and connected to the operating surface. An operating port 15 is provided on the upper skin of the skin structure corresponding to the drive shaft. An operating port cover 16 is installed on this operating port, and the operating port cover is connected to the upper skin by fasteners. The operating port cover can be easily removed when installing the tail fin or when maintenance is required.

[0039] In an optional embodiment, the front beam has a U-shaped cross-section, including a front beam body 20 and front beam side plates 21 on both sides of the front beam body. The front beam connecting section includes front beam connecting plates 22 respectively provided at the ends of the two front beam side plates, and the outer surface of each front beam side plate protrudes beyond the outer surface of its corresponding front beam connecting plate. The rear beam has a U-shaped cross-section, including a rear beam body 23 and rear beam side plates 24 on both sides of the rear beam body. The rear beam connecting section includes rear beam connecting plates 25 respectively provided at the ends of the two rear beam side plates, and the outer surface of each rear beam side plate protrudes beyond the outer surface of its corresponding rear beam connecting plate. This allows the wingtip box to be assembled with the frame, with both sides of the wingtip box flush with the surfaces of the corresponding front beam side plates. That is, the frame and wingtip box have a streamlined design, stably fitting with the outer skin structure and better transmitting force.

[0040] Preferably, the rear beam connecting plate is directly fixed by the upright plate, so that the rear beam connecting section forms a U-shaped structural component, which has a better load-bearing effect. Furthermore, a connecting tail plate 26 is provided on the side of the rear beam connecting plate facing the rear beam side plate. The outer surface of the connecting tail plate is lower than the outer surface of the rear beam connecting plate, forming a positioning step between them. When the rear beam connecting section is inserted into the end of the rear beam, the connecting tail plate is in contact with the rear beam side plate. After being fixed by adhesive or connectors, the joint between the connecting tail plate and the rear beam side plate is reinforced. Moreover, the outer surface of the rear beam side plate is flush with the outer surface of the rear beam connecting plate, which effectively avoids stress concentration and damage, and can effectively transfer the load and improve the performance.

[0041] The outer surfaces of both rear and front spar side plates are shaped to ensure a stable fit with the inner surfaces of the upper and lower skins, effectively guaranteeing the aerodynamic shape requirements of the tail fin. The skin structure, as the main load-bearing aerodynamic component, is connected to the spars and reinforcing ribs via adhesives and rivets. When subjected to aerodynamic forces, the skin structure flexes, and the adhesives and rivets provide tensile support, keeping the skin in equilibrium. The internal skeleton composed of the front and rear spars and reinforcing ribs has strong overall integrity, resulting in relatively low local stress on the skin structure. The use of very thin composite materials for the skin meets performance requirements, reducing the overall weight of the tail fin structure and lowering production costs.

[0042] The tail fin structure provided by this invention has a reasonable design, clear force transmission path, light weight, simple and reliable structure, low cost, and convenient use and maintenance. It also has good corrosion resistance, good fatigue resistance, low crack propagation rate, and can withstand high-intensity and complex load conditions. It is also suitable for the product requirements of large-size tail fins.

[0043] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A large-size, all-composite high-performance tail fin, characterized in that: The device includes a stabilizer with a mounting groove on its rear side. A control surface is installed in the mounting groove and driven by a drive shaft. A reinforcing rod is arranged in the inner cavity of the control surface along the length of the tail fin. The reinforcing rod is fixed to both ends of the control surface by connecting the drive shaft to the reinforcing rod. The stabilizer includes an inner frame and a skin structure on the outer side of the inner frame. The inner frame includes a front beam and a rear beam, and several reinforcing ribs are arranged between the front and rear beams. The reinforcing ribs include rib plates, and U-shaped reinforcing members are arranged on both sides of the rib plates. The reinforcing members include a member body fixed to the rib plate. The two sides of the member body are used to support the upper and lower skins of the skin structure, respectively. The outer edge of the rib plate is recessed between the two reinforcing members, forming a buffer gap between the two reinforcing members. The front beam has a T-shaped front beam connecting section at one end and a fuselage connecting structure at the other end; the fuselage connecting structure is U-shaped in general, including a main body and side plates on both sides of the main body, and several connecting holes are provided on the main body and the side plates on both sides respectively. The front beam has a U-shaped cross-section, including the front beam body and front beam side plates on both sides of the front beam body; the rear beam has a T-shaped rear beam connecting section at one end and an overhang section at the other end; the rear beam has a U-shaped cross-section, including the rear beam body and rear beam side plates on both sides of the rear beam body; the rear beam connecting section and the front beam connecting section are located on the same side of the inner frame, and both are fixed to the wingtip box; the rear beam connecting section has a U-shaped structure, including rear beam connecting plates respectively provided at the ends of the two rear beam side plates, the outer surface of the rear beam side plates protruding from the outer surface of their corresponding rear beam connecting plates, and after the wingtip box is assembled into the frame, the two sides of the wingtip box are flush with the surfaces of the corresponding front beam side plates; A vertical plate is provided between the two rear beam connecting plates, and a connecting tail plate is provided on the side of the rear beam connecting plate facing the rear beam side plate. The outer surface of the connecting tail plate is lower than the outer surface of the rear beam connecting plate, and a positioning step is formed between the two. When the rear beam connecting section is inserted into the rear beam end, the end of the rear beam side plate abuts against the positioning step, and the connecting tail plate is in contact with the rear beam side plate, thereby forming a reinforcing structure at the joint of the connecting tail plate and the rear beam side plate. The angle between the front beam and the rear beam is acute, and the fuselage connection structure of the front beam is arranged parallel to the outer overhang section of the rear beam. Several reinforcing ribs are also provided on the side of the front beam facing the nose, and the reinforcing ribs on each front beam are perpendicular to the beam segment at the current position of the front beam.

2. The high-performance tail fin of a large-size all-composite material according to claim 1, characterized in that: The drive shaft is installed in the inner cavity of the stabilizer, and one end of it that passes through the mounting groove is connected to the operating surface. The stabilizer is provided with an operating port corresponding to the drive shaft, and an operating port cover is installed on the operating port.

3. The high-performance tail fin of a large-size all-composite material according to claim 1, characterized in that: The front beam connecting section includes front beam connecting plates respectively provided at the ends of the two front beam side plates, and the outer surface of the front beam side plates protrudes beyond the outer surface of their corresponding front beam connecting plates.

4. The high-performance tail fin of a large-size all-composite material according to claim 1, characterized in that: The vertical plate and the connecting plate of the two rear beams are integrally formed.

5. A high-performance tail fin of large-size all-composite material according to claim 1, characterized in that: The tail plate and the rear beam side plate are both fixed with adhesive.

6. The high-performance tail fin of a large-size all-composite material according to claim 1, characterized in that: The rear beam connecting section, the outer cantilever section, and the main structure of the rear beam are integrally formed using prepreg material.

7. A high-performance tail fin of large-size all-composite material according to claim 1, characterized in that: The front beam connecting section, the fuselage connecting structure, and the main structure of the front beam are integrally formed using prepreg material.

8. A high-performance tail fin of large-size all-composite material according to claim 6 or 7, characterized in that: The front beam, rear beam, and each reinforcing rib are integrally formed using prepreg.

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