Mounting assembly for an aircraft tail fin and aircraft tail fin

Abstract

The present invention relates to a mounting assembly for an aircraft tail fin and an aircraft tail fin. The mounting assembly comprises a mounting joint having two U-shaped wall panels connected side by side in a chevron shape to each other and having coaxial three mounting joint through holes centered on a first axis at the U-shaped end portions of the mounting joint, a swivel joint being a π-shaped wall panel that is form-fitting to the two U-shaped recesses of the chevron shape of the mounting joint and having coaxial two swivel joint through holes centered on the first axis at the vertical π-shaped end portions of the swivel joint, and a shaft pin extending axially centered on the first axis, the shaft pin passing through the mounting joint through holes and the swivel joint through holes, wherein the shaft pin comprises an outer sleeve pin and an inner sleeve pin that is fitted into the outer sleeve pin, wherein the swivel joint is mounted to the outer sleeve pin of the shaft pin by means of roller bearings provided at the swivel joint through holes to rotatably fit the swivel joint to the mounting joint.

Description

Technical Field

[0001] This invention relates to a mounting assembly for an aircraft tail section, specifically a mounting assembly for mounting a horizontal stabilizer on a high-mounted tail section aircraft. The invention also relates to an aircraft tail section. This invention belongs to the field of aircraft structural design. Background Technology

[0002] In existing technologies, to meet failure safety requirements, the mounting structure of the horizontal stabilizer of high-tail aircraft typically employs two symmetrical joints and rotating pin mechanisms. Furthermore, in addition to meeting failure safety requirements, the rotating pin mechanism must independently transmit the lateral inertial overload of the horizontal stabilizer. Moreover, the two pin systems must maintain strict coaxiality (generally within 0.15mm). Therefore, conventional horizontal stabilizer mounting components are heavy, have extremely complex designs, and require a high vertical tail airfoil to encompass the structural space needed for the mounting components, making them unsuitable for the design of horizontal stabilizer mounting components for small and medium-sized high-tail aircraft.

[0003] For the design of horizontal stabilizer mounting components for small to medium-sized (19-30 seat class) regional aircraft with high-mounted tail configurations and lower vertical tail airfoil heights, the smaller airfoil height makes it difficult to accommodate complex mechanisms. This results in the structural space required far exceeding the shape requirements, necessitating a separate fairing bump design, which increases tail drag. Furthermore, the independent two-set pivot mechanism significantly increases structural weight, reducing the aircraft's structural efficiency. Conventional mounting component designs are complex, space-constrained, and heavy, with lower structural manufacturability.

[0004] Therefore, there is a need for mounting components that are smaller, more compact, and lighter. Summary of the Invention

[0005] In view of the above-mentioned problems in the prior art, the purpose of the present invention is to provide an aircraft tail assembly that mounts the horizontal tail of the aircraft tail to the vertical tail, making the entire assembly smaller in size and more compact in structure, while meeting the safety requirements for aircraft tail in case of damage.

[0006] In a first example of the mounting assembly, the mounting assembly includes: a mounting joint fixed to the frame of the vertical tail fin, the mounting joint having two U-shaped wall panels connected side-by-side in a mountain-like shape, and having three coaxial mounting joint through holes centered on a first axis at the U-shaped ends of the mounting joint; a pivot joint fixed to the frame of the horizontal tail fin, the pivot joint being a π-shaped wall panel that mates with the shape of the two U-shaped recesses of the mounting joint, and having two coaxial pivot joint through holes centered on the first axis at the vertical π-shaped ends of the pivot joint; and a pivot pin extending axially about the first axis, the pivot pin passing through the mounting joint through holes and the pivot joint through holes, wherein the pivot pin includes an outer sleeve pin and an inner sleeve pin fitted inside the outer sleeve pin, wherein the pivot joint is mounted to the outer sleeve pin of the pivot pin by a roller bearing provided at the pivot joint through hole to rotatably assemble the pivot joint to the mounting joint.

[0007] In a second example of the mounting assembly, the first example may be optionally included, wherein the mounting joint includes a main mounting joint and a secondary mounting joint, wherein both the main mounting joint and the secondary mounting joint are U-shaped panels connected side by side to each other, the first vertical π-shaped end of the π-shaped panel of the pivot joint engages in the U-shaped recess of the main mounting joint, and two shoulder bushings that engage with the shaft pin are provided in the two mounting joint through holes corresponding to the main mounting joint, wherein the shoulders of the shoulder bushings are capable of filling the gap between the two U-shaped ends of the main mounting joint and the first vertical π-shaped end of the pivot joint.

[0008] In a third example of the mounting assembly, one or more of the first and second examples may be included. The shaft connector includes a main shaft connector and two auxiliary shaft connectors, wherein the main shaft connector is the middle section of the π-shaped wall panel of the shaft connector and is n-shaped, and wherein the auxiliary shaft connectors are two shape-fitting wall panels fixed from both sides to the wall panel of the main shaft connector in the axial direction and are respectively shaped like a character and a Γ.

[0009] In a fourth example of the mounting assembly, one or more of the first to third examples may be optionally included, wherein the swivel joint is mounted to the shaft pin via a floating bushing disposed within a roller bearing, wherein the floating bushing allows the swivel joint to slide in the axial direction of the shaft pin.

[0010] In a fifth example of the mounting assembly, one or more of the first to fourth examples may be included, wherein at the first axial end of the pin, the inner sleeve pin has a radial protrusion and the first axial end of the outer sleeve pin abuts against the radial protrusion, and at the second axial end of the pin, the inner sleeve pin has a thread on the outside of the inner sleeve pin and is provided with a threadedly engaged inner sleeve locking nut, the second axial end of the outer sleeve pin abuts against the inner sleeve locking nut, such that the inner sleeve pin and the outer sleeve pin remain locked in the axial direction.

[0011] In the sixth example of the mounting assembly, one or more of the first to fifth examples may be included, wherein an anti-loosening pin is provided at the first axial end of the shaft pin, the anti-loosening pin is pressed and locked axially with the outer sleeve pin and the inner sleeve pin by a spline to prevent the outer sleeve pin and the inner sleeve pin from rotating relative to each other, and an anti-loosening seat is provided at the first axial end of the mounting joint, and the anti-loosening pin has a protrusion that mates with the anti-loosening seat.

[0012] In the seventh example of the mounting assembly, one or more of the first to sixth examples may be optionally included. The mounting assembly further includes: a stress rod, the stress rod passing through the inner sleeve pin and the anti-loosening pin, a stress rod mounting nut provided at the second axial end of the pin, the second axial end of the stress rod being threadedly engaged with the stress rod mounting nut, and a stress rod locking nut provided at the first axial end of the pin at the anti-loosening pin, the first axial end of the stress rod being threadedly engaged with the stress rod locking nut.

[0013] In the eighth example of the mounting assembly, one or more of the first to seventh examples may be included, wherein a prestress is generated on the stress bar by rotating the stress bar mounting nut and the stress bar locking nut, wherein the prestress is in the opposite direction to the tensile stress received by the pin during aircraft operation.

[0014] In the ninth example of the mounting assembly, one or more of the first to eighth examples may be included, wherein a fuse knot is used to maintain locking between the stress bar locking nut and the stress bar, and between the stress bar mounting nut and the stress bar, and / or the mounting joint may also include two external lugs, which are shape-fitting plates that are fixed from both sides to the mounting joint wall plate in the axial direction of the shaft pin, and an anti-loosening bracket is provided on one of the external lugs.

[0015] The present invention also provides an aircraft tail fin that includes mounting components according to any of the foregoing aspects.

[0016] This invention proposes to utilize the structural design concept of a "double-span" continuous beam for the installation design of the horizontal stabilizer of a high-tail aircraft. This reduces a complex rotating shaft and pin mechanism, improves the installation process, and significantly simplifies the design of the installation components, resulting in a smaller and more compact overall installation component. This is of great value for weight reduction in the installation components of the horizontal stabilizer.

[0017] Compared to traditional mounting components, the device of the present invention has better force transmission efficiency and structural efficiency, and can reduce one set of shaft pin locking mechanism, significantly improving the assembly processability of the horizontal stabilizer.

[0018] This patent invention provides a horizontal stabilizer mounting device for aircraft with a high-tail configuration, characterized by a reasonable force transmission path, high structural efficiency, and strong applicability. Furthermore, the device is technically feasible for application in aircraft design, meets the structural "damage safety" principle, the mechanism's "double locking principle," and the mechanism's anti-loosening design's "double insurance" principle. Attached Figure Description

[0019] To describe embodiments of the above and other features of the present invention, a more detailed description of the invention will be presented with reference to exemplary embodiments of the invention shown in the accompanying drawings. It is to be understood that these drawings depict only exemplary embodiments of the invention and should not be considered as limiting its scope; the invention will be described and explained using the drawings and with the aid of additional features and details. In the drawings:

[0020] Figure 1 This is a perspective view of the tail section of an aircraft according to an embodiment of the present invention;

[0021] Figure 2 This is a perspective view of a mounting assembly for an aircraft tail section according to an embodiment of the present invention;

[0022] Figure 3 This is a perspective view of an aircraft tail assembly according to an embodiment of the present invention, viewed from another direction.

[0023] Figure 4 This is an exploded view of a mounting assembly for an aircraft tail section according to an embodiment of the present invention.

[0024] Figure 5 This is a side view of a mounting assembly for an aircraft tail section according to an embodiment of the present invention;

[0025] Figure 6 It is along Figure 5 A sectional view of the mounting assembly for the aircraft tail section, cut along line AA; and

[0026] Figure 7 This is a partially enlarged perspective view of a mounting assembly for an aircraft tail fin according to an embodiment of the present invention.

[0027] Throughout this and all subsequent content, the same features appearing in different figures are indicated by the same or similar reference numerals.

[0028] List of reference numerals in the attached diagram:

[0029] 1. Install components

[0030] 2 Horizontal tail fin

[0031] 3. Vertical tail fin

[0032] 10 Installation Connector

[0033] 10a Install main connector

[0034] 10b Install auxiliary connector

[0035] 11. Install connector through hole

[0036] 12 Anti-loosening brackets

[0037] 13. External ear pieces

[0038] 20 swivel joint

[0039] 20a main shaft connector

[0040] 20b Rotary shaft joint

[0041] 21. Through hole for shaft connector

[0042] 30 shaft pins

[0043] 31 Outer sleeve pin

[0044] 32 Inner sleeve pin

[0045] 33 Anti-loosening pin

[0046] 33a Protrusion

[0047] 34 Inner sleeve locking nut

[0048] 40 Stress bar

[0049] 41 Stress bar mounting nut

[0050] 42 Stress bar lock nut

[0051] 43 Spline slot

[0052] 70 Roller Bearings

[0053] 81 Shoulder Liners

[0054] 82 Floating Bushing

[0055] 83 Inner Liner Detailed Implementation

[0056] The directional terms used herein, such as “vertical,” “horizontal,” “top,” “bottom,” “upper,” “lower,” “inner,” “inward,” “outer,” and “outward,” are used to assist in describing the orientation of the invention according to the embodiments illustrated in the figures. The directional terms are not absolute terms like up, down, horizontal, vertical, etc., and should not be construed as limiting the invention to any particular orientation.

[0057] The terms “including,” “having,” “comprising,” and variations thereof, as used herein, are intended as open-ended transitional phrases, terms, or words that require the presence of a specified component / step, but also allow for the presence of other components / steps.

[0058] In this invention, unless explicitly stated otherwise, the terms “first,” “second,” etc., are not intended to indicate any difference in order, position, quantity, or importance, but are merely used as labels to distinguish different positions or components.

[0059] The numerical values ​​used herein should be understood to include the same numerical values ​​when reduced to the same number of significant digits, as well as numerical values ​​that differ from those determined by conventional measurement techniques of the type described in this application by an experimental error.

[0060] The present invention will be further described below with reference to specific embodiments and accompanying drawings. More details are set forth in the following description in order to provide a full understanding of the present invention. However, the present invention can obviously be implemented in many other ways different from those described herein. Those skilled in the art can make similar extensions and derivations based on actual application situations without departing from the spirit of the present invention. Therefore, the scope of protection of the present invention should not be limited by the content of this specific embodiment.

[0061] Figure 1 The diagram shows the horizontal tail 2 and vertical tail 3 of a high-tail configuration aircraft according to an embodiment of the present invention. The horizontal tail 2 includes a horizontal stabilizer and an elevator. For the high-tail configuration aircraft, all loads acting on the horizontal tail 2 are transferred to the vertical tail 3 through the mounting assembly 1 of the horizontal stabilizer.

[0062] Figure 2 , 3 A perspective view of a mounting assembly 1 for an aircraft tail fin according to an embodiment of the present invention is shown schematically. The mounting assembly 1 mounts the horizontal tail fin 2 of the aircraft tail fin to the vertical tail fin 3. The mounting assembly 1 mainly includes a mounting joint 10 for fixing a frame to the vertical tail fin 3, a pivot joint 20 for fixing a frame to the horizontal tail fin 2, and a pivot pin 30 for rotatably mounting the pivot joint 20 to the mounting joint 10.

[0063] Figure 4 An exploded view of an embodiment of the present invention for mounting assembly 1 for an aircraft tail is shown schematically.

[0064] Mounting connector 10 may have two U-shaped wall panels connected side by side in a mountain shape, and may have a conformal mounting plate for fixing to the frame of vertical tail 3, the mounting plate being fixed to the frame of vertical tail 3 by fasteners.

[0065] In a preferred embodiment, the mounting joint 10 includes two U-shaped wall panels connected side-by-side: a main mounting joint 10a and a secondary mounting joint 10b. The main mounting joint 10a bears the in-plane reaction force of the horizontal tail fin 2 and the lateral inertial overload (i.e., in the axial direction of the shaft pin 30), which can be approximately 6G, while the secondary mounting joint 10b only bears the in-plane reaction force.

[0066] In addition, the U-shaped end of the mounting connector 10 has three coaxial mounting connector through holes 11 centered on the first axis.

[0067] The swivel joint 20 can be a π-shaped wall panel that matches the shape of the two U-shaped recesses of the mounting joint 10. The first vertical π-shaped end of the π-shaped wall panel of the swivel joint 20 can fit into the U-shaped recess of the mounting main joint 10a, while the second vertical π-shaped end can fit into the U-shaped recess of the mounting auxiliary joint 10b.

[0068] In a preferred embodiment, the shaft connector 20 may include a side-by-side main shaft connector 20a and two auxiliary shaft connectors 20b arranged in a sandwich configuration. The main shaft connector 20a may be the middle section of the π-shaped wall panel of the shaft connector 20 and is n-shaped, while the auxiliary shaft connectors 20b are two shape-fitting wall panels fixed from both sides to the wall panel of the main shaft connector 20a in the axial direction and are respectively 7-shaped and Γ-shaped.

[0069] The main shaft connector 20a and the secondary shaft connector 20b can respectively transmit loads in each direction of the horizontal stabilizer, and are designed with mutual damage safety features to ensure the airworthiness and safety of the structure.

[0070] In this configuration, one of the two n-shaped ends of the n-shaped wall panel of the main shaft connector 20a can form a first vertical π-shaped end of the π-shaped wall panel of the shaft connector 20 with one of the secondary shaft connectors 20b, and the other of the two n-shaped ends of the n-shaped wall panel of the main shaft connector 20a can form a second vertical π-shaped end of the π-shaped wall panel of the shaft connector 20 with the other of the secondary shaft connectors 20b.

[0071] In addition, the vertical π-shaped end of the swivel joint 20 has two coaxial swivel joint through holes 21 centered on the first axis.

[0072] In a preferred embodiment, the shaft pin 30 can pass through each mounting joint through hole 11 and the shaft joint through hole 21.

[0073] In addition, the axle pin 30 may include an outer sleeve pin 31 and an inner sleeve pin 32 that fits inside the outer sleeve pin 31. The inner sleeve pin 32 fits inside the outer sleeve pin 31, forming a breakage safety design for the axle pin 30.

[0074] Now go to Figure 5 , Figure 6 , Figure 5 A schematic side view of a mounting assembly 1 for an aircraft tail fin according to an embodiment of the present invention is shown. Figure 6 Schematic illustration along Figure 5 The image shows a cross-sectional view of the mounting assembly 1 for the aircraft tail section, cut along line AA. It also shows a first axis A1, which is parallel to the axial direction of the pivot pin 30.

[0075] In a preferred embodiment, the shaft connector 20 can be mounted to the outer sleeve pin 31 of the shaft pin 30 via a roller bearing 70 disposed at the shaft connector through hole 21. The roller bearing 70 supports the outer sleeve pin 31, forming a double-span support structure.

[0076] A certain gap, preferably 0.02mm, is designed between the outer sleeve pin 31 and the inner sleeve pin 32 to avoid potential chemical corrosion between the structures and to ensure the coordinated deformation of the shaft pin 30. That is, even if it deforms, it will not come into contact, so as not to change the force transmission path of the outer sleeve pin 31 and to ensure the safety design of the shaft pin 30 in case of failure.

[0077] At the first axial end of the pivot pin 30, the inner sleeve pin 32 may have a radial protrusion in the form of a shoulder and the first axial end of the outer sleeve pin 31 may abut against the radial protrusion.

[0078] At the second axial end of the shaft pin 30, the outer side of the inner sleeve pin 32 may have a thread and an inner sleeve locking nut 34 that is threadedly engaged. The second axial end of the outer sleeve pin 31 abuts against the inner sleeve locking nut 34, so that the inner sleeve pin 32 and the outer sleeve pin 31 are locked in the axial direction.

[0079] The main connector 10a is used as the mounting reference for the horizontal stabilizer. Two shoulder bushings 81 that mate with the shaft pin 30 can be provided at the two mounting joint through holes 11 corresponding to the main connector 10a. The shoulders of the shoulder bushings 81 fill the gap between the two U-shaped ends of the main connector 10a and the first vertical π-shaped end of the shaft connector 20. That is, the first vertical π-shaped end is clamped by the main connector 10a through the shoulders of the shoulder bushings 81.

[0080] The auxiliary connector 10b is installed onto the shaft pin 30 via the inner bushing 83.

[0081] A certain gap can be provided between the mounting sub-joint 10b and the main shaft joint 20a and the shaft sub-joint 20b to ensure coordinated deformation under the inertial overload of the horizontal tail fin 2 in the axial direction. That is, even if deformation occurs, they will not come into contact, thus not changing the force transmission path in the axial direction via the mounting main joint 10a. In addition, this structural gap does not require measurement and filling, simplifying the complexity of the installation process of the horizontal stabilizer.

[0082] The swivel joint 20 can be mounted to the shaft pin 30 via a floating bushing 82 disposed within the roller bearing 70 at the swivel joint through hole 21, wherein the floating bushing 82 allows the swivel joint 20 to slide in the axial direction of the shaft pin 30. Here, the floating bushing 82 has a small clearance fit with the outer sleeve pin 31, and a transition fit with the roller bearing 70. Therefore, when moving axially along the shaft pin 30, the floating bushing 82 moves together with the horizontal tail fin swivel joint (joint 20 + bearing 70), and when the horizontal tail fin rotates about the first axis A1 of the swivel, the floating bushing 82 and the inner ring of the roller bearing 70 do not rotate relative to each other.

[0083] Aircraft products are complex systems requiring extremely high safety and reliability standards. All components and structures with critical functions must ensure a certain degree of reliability "redundancy." For the horizontal stabilizer's rotating mechanism, in addition to the inner and outer rings of the bearings (i.e., the frictional rotation of the rollers), a "second rotating pair" with a load lower than the external working load is required. This is to prevent the horizontal stabilizer from jamming and becoming unable to rotate due to accidental bearing failure during use (although this is a very low probability event), thus preventing longitudinal balance of the aircraft.

[0084] Therefore, a bushing (here, a floating bushing 82) must be designed and added to the contact surface between the roller bearing 70 and the pin 30 to provide a second rotating surface (plane friction rotation). Through precise clearance installation design, the static friction coefficient of this second rotating surface is much higher than that of the first rotating surface and lower than that of the external working load. Under normal operating conditions, the second rotating surface (bushing and pin) only contacts but does not rotate. Furthermore, through precise clearance installation design, the sliding distance of the horizontal stabilizer along the axial direction (specifically, the horizontal stabilizer inertial load caused by aircraft roll or yaw) is extremely small (<1mm), generally only providing spatial freedom for structural deformation coordination.

[0085] Figure 7 A partially enlarged perspective view of a mounting assembly for an aircraft tail section according to an embodiment of the present invention is shown schematically.

[0086] In a preferred embodiment, an anti-loosening pin 33 may be provided at the first axial end of the shaft pin 30. The anti-loosening pin 33 is pressed and locked with the outer sleeve pin 31 and the inner sleeve pin 32 in the axial direction by a spline to prevent the outer sleeve pin 31 and the inner sleeve pin 32 from rotating relative to each other.

[0087] An anti-loosening retainer 12 may be provided at the first lateral end of the mounting connector 10, and the anti-loosening pin 33 has a protrusion 33a that cooperates with the anti-loosening retainer 12 to form a stopping function.

[0088] The anti-loosening pin 33 and the stress rod locking nut 42 form a "double locking" on the axial side of the shaft pin 30, which prevents loosening in the axial direction and prevents rotation around the first axis A1.

[0089] Preferably, the mounting joint 10 may also include two external lugs 13, which are shape-fitting wall plates that are fixed from both sides of the shaft pin 30 to the wall plate of the mounting joint 10 in the axial direction, and the anti-loosening bracket 12 may be provided on one of the external lugs 13.

[0090] return Figure 5 , 6 In a preferred embodiment, the mounting assembly 1 may further include a stress rod 40 that passes through the inner sleeve pin 32 and the anti-loosening pin 33.

[0091] A stress rod mounting nut 41 may be provided at the second axial end of the shaft pin 30. Preferably, the inner circumferential side of the inner sleeve pin 32 has threads, and the stress rod mounting nut 41 is threadedly engaged with the threads of the inner sleeve pin 32. Preferably, the nut hole of the stress rod mounting nut 41 has threads, and the second axial end of the stress rod 40 can be threadedly engaged with the stress rod mounting nut 41.

[0092] A stress rod locking nut 42 may be provided at the first axial end of the shaft pin 30 at the anti-loosening pin 33. The stress rod 40 passes through the anti-loosening pin 33 and the first axial end of the stress rod 40 can be threadedly engaged with the stress rod locking nut 42.

[0093] The stress bar mounting nut 41 here is also used to keep the inner sleeve pin 32 and the outer sleeve pin 31 locked in the axial direction. That is, together with the inner sleeve locking nut 34, it ensures the "double locking" of the shaft pin 30 in the axial direction.

[0094] During the installation of the horizontal stabilizer, the stress rod locking nut 42 must be tightened last. Subsequently, preferably, a safety knot can be used to maintain the lock between the stress rod locking nut 42 and the stress rod 40, and between the stress rod mounting nut 41 and the stress rod 40. This provides double protection for the mechanism's anti-loosening design.

[0095] The pivot pin 30 supports the horizontal tail fin 2 and forms the pivot of the horizontal tail fin 2. The surface of the outer sleeve pin 31 will generate alternating tensile and compressive loads under bending loads. For metallic materials, this is prone to structural fatigue.

[0096] In this invention, the design principle of the stress rod 40 is that after the locking mechanism is established, prestress is generated on the stress rod 40 by rotating the stress rod mounting nut 41 and the stress rod locking nut 42. This prestress is opposite in direction to the tensile stress received by the shaft pin 30 during aircraft operation. This reduces the ultimate tensile stress and tensile-compressive stress ratio in the tensile-tensile fatigue cycle of the metal-machined shaft pin 30, improving the fatigue characteristics of the entire mechanism and enhancing the durability and economy of the entire aircraft.

[0097] This patent invention provides a horizontal stabilizer mounting device for aircraft with a high-tail configuration, characterized by a reasonable force transmission path, high structural efficiency, and strong applicability. Furthermore, the device is technically feasible for application in aircraft design, meets the structural "damage safety" principle, the mechanism's "double locking principle," and the mechanism's anti-loosening design's "double insurance" principle.

[0098] The device invented in this patent has a more compact width and has significant advantages for the installation design of horizontal stabilizers on small to medium-sized (19 to 30 seat class) regional aircraft with high horizontal tail layouts and lower vertical tail airfoil height.

[0099] Furthermore, this patented invention comprehensively considers the application requirements of various aircraft models, innovatively integrating two independent horizontal stabilizer mounting devices into one unit. This significantly reduces the number of parts, structural complexity, and weight, while improving the manufacturability of the horizontal stabilizer. Simultaneously, it innovatively employs the concept of a "stress bar," and through the design of these special devices, simultaneously solves the problems of anti-loosening locking and fatigue resistance design of the mechanism, significantly improving its durability and economy.

[0100] Therefore, the device invented in this patent is feasible for application in aircraft models and has certain application prospects. It can be used as an innovative solution for the design of aircraft models with corresponding requirements.

[0101] The device invented in this patent is based on current mature manufacturing technologies and typical mechanisms, and does not involve newly developed technologies that have not yet been applied in industry. For most aircraft structural design engineers, no special skills are required to achieve further industrial applications in principle.

[0102] In order to make the objectives, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention have been clearly and completely described above in conjunction with the specific embodiments and accompanying drawings.

[0103] Although various embodiments have been described above, it should be understood that the described embodiments are only a part of the embodiments of the present invention, and not all of them, and are presented by way of example rather than limitation. It will be apparent to those skilled in the art that the disclosed subject matter may be implemented in other specific forms without departing from its spirit and essential characteristics.

[0104] Therefore, the embodiments described above are to be considered exemplary and not restrictive in all respects, and are not intended to limit the invention in any way.

[0105] Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this invention. This disclosure also includes various modifications and equivalent variations. In addition, various combinations and methods, further including only one element, one or more or less other combinations and methods, also fall within the scope and concept of this disclosure.

Claims

1. A mounting assembly for an aircraft tail fin, said mounting assembly (1) mounting the horizontal tail fin of the aircraft tail fin to the vertical tail fin, characterized in that, The installation component (1) includes: Mounting connector (10), which is fixed to the frame of the vertical tail fin, has two U-shaped wall panels connected side by side in a "mountain" shape, and has three mounting connector through holes (11) coaxial with a first axis at the "U" end of the mounting connector (10). A pivot joint (20) is fixed to the frame of the horizontal tail fin. The pivot joint (20) is a "π"-shaped wall plate that matches the shape of the two "U"-shaped recesses of the mounting joint (10). The vertical "π"-shaped end of the pivot joint (20) has two coaxial pivot joint through holes (21) centered on the first axis. A shaft pin (30) extends axially about the first axis and passes through the mounting joint through hole (11) and the rotating shaft joint through hole (21). The pin (30) includes an outer sleeve pin (31) and an inner sleeve pin (32) fitted into the outer sleeve pin (31). The rotating shaft joint (20) is mounted to the outer sleeve pin (31) of the shaft pin (30) by means of a roller bearing (70) provided at the rotating shaft joint through hole (21), so as to rotatably assemble the rotating shaft joint (20) to the mounting joint (10). The mounting joint (10) includes a main mounting joint (10a) and a secondary mounting joint (10b), wherein the main mounting joint (10a) and the secondary mounting joint (10b) are both "U"-shaped wall panels and are connected side by side to each other. The first vertical "π" end of the "π"-shaped wall panel of the rotating joint (20) fits into the "U"-shaped recess of the mounting main joint (10a), and Two shoulder bushings (81) that mate with the shaft pin (30) are provided in the two mounting joint through holes (11) corresponding to the mounting main joint (10a), wherein the shoulders of the shoulder bushings (81) are able to fill the gap between the two "U" ends of the mounting main joint (10a) and the first vertical "π" end of the rotating shaft joint (20). The rotating shaft joint (20) includes a main rotating shaft joint (20a) and two auxiliary rotating shaft joints (20b). The main rotating shaft joint (20a) is the middle section of the "π"-shaped wall panel of the rotating shaft joint (20) and is also "n"-shaped. The auxiliary rotating shaft joints (20b) are two shaped wall panels fixed axially from both sides to the wall panel of the main rotating shaft joint (20a) and are respectively "7"-shaped and "...". The shape of the character "".

2. The mounting assembly according to claim 1, characterized in that, The swivel joint (20) is mounted to the pin (30) by a floating bushing (82) disposed within the roller bearing (70), wherein the floating bushing (82) allows the swivel joint (20) to slide in the axial direction of the pin (30).

3. The mounting assembly according to claim 1, characterized in that, At the first axial end of the pin (30), the inner sleeve pin (32) has a radial protrusion, and the first axial end of the outer sleeve pin (31) abuts against the radial protrusion. At the second axial end of the pin (30), the inner sleeve pin (32) has a thread on the outside and is provided with a threaded inner sleeve locking nut (34), and the second axial end of the outer sleeve pin (31) abuts against the inner sleeve locking nut (34), so that the inner sleeve pin (32) and the outer sleeve pin (31) remain locked in the axial direction.

4. The mounting assembly according to claim 1, characterized in that, An anti-loosening pin (33) is provided at the first axial end of the shaft pin (30). The anti-loosening pin (33) is pressed and locked axially with the outer sleeve pin (31) and the inner sleeve pin (32) by a spline to prevent the outer sleeve pin (31) and the inner sleeve pin (32) from rotating relative to each other. An anti-loosening seat (12) is provided at the first axial end of the mounting joint (10), and the anti-loosening pin (33) has a protrusion (33a) that cooperates with the anti-loosening seat (12).

5. The mounting assembly according to claim 4, characterized in that, The mounting assembly also includes a stress bar (40) that passes through the inner sleeve pin (32) and the anti-loosening pin (33). A stress rod mounting nut (41) is provided at the second axial end of the shaft pin (30), and the second axial end of the stress rod (40) is threadedly engaged with the stress rod mounting nut (41). A stress rod locking nut (42) is provided at the first axial end of the shaft pin (30) at the anti-loosening pin (33), and the first axial end of the stress rod (40) is threadedly engaged with the stress rod locking nut (42).

6. The mounting assembly according to claim 5, characterized in that, By rotating the stress rod mounting nut (41) and the stress rod locking nut (42), a prestress is generated on the stress rod (40), wherein the prestress is in the opposite direction to the tensile stress received by the pin (30) during aircraft operation.

7. The mounting assembly according to claim 6, characterized in that, A safety knot is used to maintain the lock between the stress rod locking nut (42) and the stress rod (40), and between the stress rod mounting nut (41) and the stress rod (40), and / or The mounting joint (10) further includes two external lugs (13), which are shape-fitting wall plates fixed from both sides to the wall plate of the mounting joint (10) in the axial direction of the shaft pin (30), and the anti-loosening bracket (12) is disposed on one of the external lugs (13).

8. An aircraft tail fin, characterized in that, The aircraft tail section includes the mounting assembly (1) according to any one of claims 1-7.

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