Airfoil structure, airfoil structure assembly method, and aircraft

Abstract

The application relates to the field of aircrafts, aims to solve the problem of poor transmission stability of a driving device of a control surface of a known airfoil structure, and provides an airfoil structure, an airfoil structure assembling method and an aircraft. The airfoil structure comprises an airfoil body, a control surface and a driving assembly. The control surface is rotatably connected to the airfoil body. The driving assembly comprises a steering engine and a transmission mechanism; the steering engine is installed on the airfoil body; the transmission mechanism is drivingly connected between the steering engine and the control surface, and is used for driving the control surface to rotate relative to the airfoil body. The transmission mechanism comprises a steering engine rocker, a connecting rod and a rudder angle, the steering engine rocker is connected to an output rotating shaft of the steering engine; the rudder angle is fixedly connected to the control surface; and the connecting rod is rotatably connected between the steering engine rocker and the rudder angle. A line BA between a rotating center B of the steering engine rocker and a rotating center A of the control surface is located in a horizontal median plane of the airfoil body, and the driving assembly forms a parallel double-crank mechanism. The application has the beneficial effect that the driving assembly has good transmission stability and high transmission efficiency.

Description

Technical Field

[0001] This application relates to the field of aircraft, and more specifically, to wing structures, wing structure assembly methods, and aircraft. Background Technology

[0002] Known aircraft, such as electric vertical take-off and landing (eVTOL) aircraft, have poor transmission stability of the drive mechanism of their control surfaces (such as ailerons), and may experience sudden return during drive. Summary of the Invention

[0003] This application provides a wing structure, a wing structure assembly method, and an aircraft to solve the problem of poor transmission stability of the drive device of the control surfaces of known wing structures.

[0004] In a first aspect, this application provides an airfoil structure, comprising an airfoil body, control surfaces, and a drive assembly. The control surfaces are rotatably connected to one side of the airfoil body. The drive assembly includes a servo and a transmission mechanism; the servo is mounted on the airfoil body; the transmission mechanism is drively connected between the servo and the control surfaces, for driving the control surfaces to rotate relative to the airfoil body. The transmission mechanism includes a servo rocker arm, a connecting rod, and a control angle. One end of the servo rocker arm is connected to the output shaft of the servo, and the other end extends away from the airfoil body; one end of the control angle is fixedly connected to the control surfaces, and the other end extends away from the control surfaces; one end of the connecting rod is rotatably connected to the end of the servo rocker arm away from the airfoil body, and the other end is rotatably connected to the end of the control angle away from the control surfaces. Among them, the line BA connecting the rotation center B of the servo arm and the rotation center A of the control surface relative to the wing body is located in the horizontal mid-plane of the wing body, and the straight-line distance CB connecting the rotation center C of the servo arm relative to the link and the rotation center B of the servo arm is equal to the straight-line distance DA connecting the rotation center D of the control angle relative to the link and the rotation center A of the control surface relative to the wing body.

[0005] The wing structure in this application, by limiting the connecting line BA to the horizontal mid-surface of the wing body and making the connecting lines CB and DA equal, enables the drive assembly to form a parallel double crank mechanism, which has no quick-return characteristics, thus helping to ensure the stability of the control surface. Furthermore, the drive assembly has a large transmission angle, good force transmission performance, and high transmission efficiency.

[0006] In one possible implementation, the wing body is the main wing, and the control surfaces are ailerons. The main wing defines the internal space, and the lower skin of the main wing has a through-hole that connects to the internal space. The servo is located within the internal space, and the servo arm extends out of the lower skin of the main wing from the through-hole.

[0007] In one possible implementation, the aileron has a reference position and a deflection position relative to the reference position by a certain angle. When the aileron is in the reference position, line CB is perpendicular to line BA, and line DA is perpendicular to line BA.

[0008] In one possible implementation, the connection point E between the rudder angle and the aileron is located on the side of the rotation center A away from the rotation center B, and the rudder angle is obliquely connected between the connection point E and the rotation center D.

[0009] In one possible implementation, the wing body is the main wing, and the control surfaces are ailerons. The main wing includes a front sparsity, a main sparsity, a rear sparsity, a front rib, a rear rib, a lower skin, and an upper skin. The front sparsity, main sparsity, and rear sparsity are arranged sequentially at intervals, with the front rib connecting the main sparsity and the front sparsity; the rear rib connects the main sparsity and the rear sparsity. The upper skin covers the upper surfaces of the front sparsity, main sparsity, and rear sparsity; the lower skin covers the lower surfaces of the front sparsity, main sparsity, and rear sparsity. The horizontal midplane of the main wing is a plane passing through the midpoints of the main sparsity and the rear sparsity in the vertical direction. The servo is mounted on the rear rib, and the servo's rotation center is located on the horizontal midplane of the main wing.

[0010] In one possible implementation, the wing structure further includes two rotatable connection mechanisms, which are spaced apart along the length of the control surface. Each rotatable connection mechanism includes a rotating base and a rotating frame. The rotating base is mounted on the side of the wing body facing the control surface, and the rotating frame is mounted on the side of the control surface facing the wing body. The rotating frame is rotatably connected to the rotating base.

[0011] In one possible implementation, the rudder angle is located at the midpoint of the control surface along its length. Two rotary linkages are symmetrically distributed on both sides of the rudder angle, and are respectively located at a distance of 1 / 4 of the length of the control surface from both ends along its length.

[0012] In one possible implementation, the wing body is the main wing, and the control surfaces are ailerons. The ailerons have aileron spars and aileron skin, with the aileron spars supported within the aileron skin. A rudder angle connector is connected to the inner side of the aileron spars, and the rudder angle is fixedly connected to the rudder angle connector.

[0013] In one possible implementation, the main wing includes an upper wing skin and a lower wing skin. The aileron skin includes an upper aileron skin and a lower aileron skin, which cover the upper and lower sides of the aileron spars, respectively. The upper aileron skin includes a first large surface segment and a first arc segment, and the lower aileron skin includes a second large surface segment and a second arc segment. A first gap exists between the first large surface segment and the upper wing skin, and a second gap exists between the second large surface segment and the lower wing skin. The first arc segment is an arc centered on the rotation axis of the aileron relative to the main wing, and the first arc segment is arc-shaped, transitioning to the end of the first large surface segment near the upper wing skin. The second arc segment is an arc centered on the rotation axis of the aileron relative to the main wing, and the second arc segment is arc-shaped, transitioning to the end of the second large surface segment near the lower wing skin.

[0014] In one possible implementation, a first groove is formed on the first arc segment corresponding to the rotating connection mechanism, and a second groove is formed on the second arc segment corresponding to the rotating connection mechanism. The cutting depth of the second groove is greater than that of the first groove.

[0015] Secondly, this application provides an aircraft including a fuselage and the aforementioned wing structure, wherein the wing body of the wing structure is connected to the fuselage.

[0016] Thirdly, this application provides a method for assembling a wing structure, used to assemble the aforementioned wing structure; the wing structure assembly method includes:

[0017] The control surfaces are rotatably connected to the trailing edge of the wing body, and the servo of the drive assembly is located in the wing body. The transmission mechanism of the drive assembly is connected to the control surfaces, and after assembly, the drive assembly forms a parallel double crank mechanism. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings in the embodiments will be briefly described below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a perspective view of the aircraft according to an embodiment of this application;

[0020] Figure 2 for Figure 1 A bottom view of the wing structure of an aircraft;

[0021] Figure 3 for Figure 2 A three-dimensional view of the wing structure, in which the lower skin of the main wing faces upward and is indicated by dashed lines to show that it is in perspective;

[0022] Figure 4 for Figure 3 Enlarged view of point I;

[0023] Figure 5 for Figure 2 A three-dimensional view of the wing structure, in which the upper skin of the main wing faces upward and is indicated by dashed lines in perspective;

[0024] Figure 6 for Figure 3 Exploded view of part of the wing structure;

[0025] Figure 7 for Figure 6 Enlarged view of part of the image;

[0026] Figure 8 for Figure 5 Enlarged view at point II;

[0027] Figure 9 This is a perspective view of the rotating connection mechanism in the embodiments of this application;

[0028] Figure 10 for Figure 9 A sectional view;

[0029] Figure 11 for Figure 8 Enlarged view of part of the image;

[0030] Figure 12 This is a cross-sectional view of the wing structure in the embodiment of this application in a plane perpendicular to the length direction of the aileron;

[0031] Figure 13 for Figure 2 A schematic diagram of the structure of the aileron of the wing surface after it has been rotated at a certain angle relative to the main wing;

[0032] Figure 14 for Figure 12 A schematic diagram of the transmission principle of the wing structure;

[0033] Figure 15 A schematic diagram of the transmission principle for a pair of proportional wing-shaped structures;

[0034] Figure 16 This is a schematic diagram of the transmission principle of another proportional wing structure.

[0035] Explanation of key component symbols:

[0036] Aircraft 100

[0037] fuselage 110

[0038] wing structure 120, 120a, 120b

[0039] Wing 120c

[0040] 120d tail wing

[0041] Wing body 121

[0042] Control surface 122

[0043] Main wing 10

[0044] Front beam 11

[0045] Main beam 12

[0046] Rear beam 13

[0047] Front rib plate 14

[0048] Rear rib plate 15

[0049] Main wing lower skin 16

[0050] Main wing upper skin 17

[0051] Fairing cover 18

[0052] Cover plate 18a

[0053] 18b protruding from the enclosure

[0054] Aileron 30

[0055] Auxiliary spars 31

[0056] Aileron Skin 32

[0057] Aileron upper skin 321

[0058] Aileron underskin 322

[0059] First large section 321a

[0060] First arc segment 321b

[0061] Second large section 322a

[0062] Second arc segment 322b

[0063] Rudder angle connector 33

[0064] Driver Component 50

[0065] Servo 51

[0066] Output shaft 51a

[0067] Transmission mechanism 52

[0068] Servo rocker arm 53

[0069] Link 54

[0070] Rod 54a

[0071] 54b clubhead

[0072] Adjusting nut 54c

[0073] 54d retaining shim

[0074] Rudder angle 55

[0075] Connecting plate 55a

[0076] First inclined section 55b

[0077] Second inclined section 55c

[0078] Hinge pin 56a

[0079] Nut 56b

[0080] 56c cotter pin

[0081] Rotary connecting mechanism 70

[0082] Rotating seat 71

[0083] Rotating frame 72

[0084] Connecting bolt 73

[0085] Spherical plain bearing 74

[0086] Bushing 75

[0087] Interior space Q1

[0088] Through-hole K1

[0089] clearance slot C1

[0090] First slot C11

[0091] Second groove C12

[0092] First gap f1

[0093] Second gap f2

[0094] Channel slot C2

[0095] Reference position W1

[0096] Deflection position W2

[0097] First rotation axis L1

[0098] Second rotation axis L2

[0099] Horizontal mid-surface P1 Detailed Implementation

[0100] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments.

[0101] It should be noted that when a component is said to be "fixed to" another component, it can be directly on the other component or there may be an intervening component. When a component is said to be "connected to" another component, it can be directly connected to the other component or there may be an intervening component. When a component is said to be "set on" another component, it can be directly set on the other component or there may be an intervening component. The terms "vertical," "horizontal," "left," "right," and similar expressions used in this document are for illustrative purposes only.

[0102] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art. The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0103] Some embodiments of this application are described in detail. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0104] Example

[0105] See Figure 1 This embodiment provides an aircraft 100, which is an eVTOL aircraft as an example.

[0106] See Figure 1 and Figure 2 The aircraft 100 includes a fuselage 110 and a wing structure 120. The wing structure 120 (such as a wing 120c or a tail 120d) includes a wing body 121 and control surfaces 122. The control surfaces 122 can be manipulated to deflect at a certain angle relative to the wing body 121 in order to control the flight attitude of the aircraft 100.

[0107] For example, when the wing structure 120 is a wing 120c, its wing body 121 is the main wing 10, and its control surfaces 122 can be ailerons 30, spoilers, flaps, etc. There are two wings 120c, which are respectively connected to the two sides of the fuselage 110 of the aircraft 100.

[0108] The tail fin 120d is connected to the tail of the fuselage 110. The control surfaces of the tail fin 120d can be rudder, elevator, etc.

[0109] See also Figure 2 The wing structure 120 (such as wing 120c) includes a main wing 10, an aileron 30, and a drive assembly 50. The aileron 30 is rotatably connected to one side of the main wing 10, for example, rotatably connected to the trailing edge of the main wing 10. The drive assembly 50 is mounted on the main wing 10 and is drively connected to the aileron 30 to drive the aileron 30 to rotate relative to the main wing 10, thereby adjusting the overall shape of the wing structure 120 and thus adjusting the flight attitude of the aircraft 100.

[0110] Optionally, the aileron 30 is rotatably connected to the main wing 10 on the side near the aileron 30, i.e., at the trailing edge of the main wing 10, via two rotating connecting mechanisms 70, which are spaced apart along the length of the aileron 30. The connection point between the drive assembly 50 and the aileron 30 is located between the two rotating mechanisms. For example... Figure 2 As shown, the connection point between the drive assembly 50 and the aileron 30 is located at or approximately at the midpoint of the aileron 30's length, resulting in more direct and stable load transmission. The two rotating connection mechanisms 70 are located at the two ends of the aileron 30's length and the midpoint of the line connecting the drive assembly 50 and the aileron 30, respectively. That is, the two rotating connection mechanisms 70 are located at 1 / 4 of the aileron 30's length, which allows for more even load distribution and more direct load transmission.

[0111] See also Figures 2-4 In this embodiment, the drive assembly 50 includes a servo motor 51 and a transmission mechanism 52. The servo motor 51 is mounted on the main wing 10, and the transmission mechanism 52 is connected between the servo motor 51 and the aileron 30 to drive the aileron 30 to rotate relative to the main wing 10.

[0112] The transmission mechanism 52 includes a servo arm 53, a connecting rod 54, and a rudder angle 55. One end of the servo arm 53 is connected to the output shaft 51a of the servo 51, and the other end extends away from the main wing 10. One end of the rudder angle 55 is fixedly connected to the aileron 30, and the other end extends away from the aileron 30. One end of the connecting rod 54 is rotatably connected to the end of the servo arm 53 away from the main wing 10, and the other end is rotatably connected to the end of the rudder angle 55 away from the aileron 30. Thus, when the servo 51 rotates, it can drive the servo arm 53 to swing, and the swing of the servo arm 53 will drive the aileron 30 to rotate relative to the main wing 10 through the connecting rod 54 and the rudder angle 55.

[0113] See also Figure 5 and Figure 4In this embodiment, the main wing 10 includes a front spar 11, a main spar 12, a rear spar 13, a front rib 14, a rear rib 15, a lower wing skin 16, and an upper wing skin 17. The front spar 11, main spar 12, and rear spar 13 are arranged sequentially at intervals. The front rib 14 is vertically connected between the main spar 12 and the front spar 11; the rear rib 15 is vertically connected between the main spar 12 and the rear spar 13. The upper wing skin 17 covers the upper surfaces of the front spar 11, main spar 12, and rear spar 13; the lower wing skin 16 covers the lower surfaces of the front spar 11, main spar 12, and rear spar 13.

[0114] The lower wing skin 16 and upper wing skin 17 of the main wing 10 form an internal space Q1, and the lower wing skin 16 of the main wing 10 has a through-hole K1 that connects to the internal space Q1. A servo motor 51 is located within the internal space Q1 and fixedly connected to the rear rib 15, and the servo motor arm 53 extends out of the lower wing skin 16 from the through-hole K1. The connecting rod 54 is also located outside the lower wing skin 16 and does not interfere with the lower wing skin 16 during movement. This embodiment fully utilizes the rear rib 15 of the main wing 10 to mount the servo motor 51, eliminating the need for additional brackets for mounting the servo motor 51, thus reducing the weight of the wing structure 120. Simultaneously, the servo motor arm 53 extending out of the through-hole K1 from the lower wing skin 16 allows for a larger length, unrestricted by the height dimension of the main wing 10, resulting in a larger output lever arm and a larger output torque for the servo motor 51. Alternatively, given the set driving torque requirement for the aileron 30, since the lever arm is relatively large, a smaller and / or lower-cost servo motor 51 can be used, which facilitates the selection of the servo motor 51 and saves costs. Furthermore, the force transmitted by the connecting rod 54 is relatively small, thereby improving the stability of the entire mechanism.

[0115] In this embodiment, the main wing 10 also includes a fairing cover 18 (also seen in...). Figure 2 The fairing cover 18 is detachably installed on the through-hole K1. It should be noted that... Figure 5 The fairing cover 18 is indicated by dashed lines, and its internal structure is visible through it.

[0116] The fairing cover 18 defines the channel slot C2 located below the lower skin 16 of the main wing (also seen in...). Figure 2 The channel slot C2 extends along the fore-and-aft direction of the main wing 10, with one end connected to the internal space Q1 and the other end opening towards the aileron 30. The servo rocker arm 53 extends through the through-hole K1 and into the channel slot C2, while the connecting rod 54 extends out of the opening of the channel slot C2 and connects to the rudder angle 55. Optionally, see [link to relevant documentation]. Figure 2 The fairing cover 18 includes a cover plate 18a and a protruding enclosure 18b, which protrudes outward from the cover plate 18a to define the channel slot C2.

[0117] See you again Figure 5 The penetration opening K1 can be located in the area of ​​the lower skin 16 of the main wing near the servo 51. The fairing cover 18 is detachably installed over the penetration opening K1, so that the fairing cover 18 can be removed to repair or replace the servo 51 when needed. The fairing cover 18 can also improve the aerodynamic performance of the wing structure 120 at the penetration opening K1.

[0118] Optionally, the servo motor 51 is fixed to one side of the rear rib plate 15, and the output shaft 51a of the servo motor 51 passes through the rib plate and is connected to the servo motor rocker arm 53 on the other side of the rear rib plate 15.

[0119] See Figure 6 and Figure 7 In this embodiment, the aileron 30 has an aileron spars 31 and an aileron skin 32, with the aileron spars 31 supported within the aileron skin 32. Optionally, the aileron spars 31 can be made of a channel-shaped metal profile (such as channel steel or other metal profiles of the same shape), with the opening of the aileron spars 31 facing the main wing 10. The aileron skin 32 includes an upper aileron skin 321 and a lower aileron skin 322, which respectively cover the upper and lower sides of the aileron spars 31.

[0120] The inner side of the aileron sparb 31 (i.e. the side closest to the main wing 10) is connected to a rudder angle connector 33. For example, the rudder angle connector 33 is fixed to the web of the aileron sparb 31 and supported between the upper and lower wing plates of the aileron sparb 31.

[0121] The rudder angle 55 is fixedly connected to the rudder angle connecting seat 33. For example, the rudder angle 55 is stacked on the lower surface of the aileron 30 and is locked and fixed together with the aileron skin 32 and the lower wing plate of the aileron spars 31 by bolts or other fasteners.

[0122] In the transmission mechanism 52 of this embodiment, optionally, the connecting rod 54 includes a rod body 54a and two rod heads 54b, with the two rod heads 54b respectively threaded to both ends of the rod body 54a, so that the length of the connecting rod 54 is adjustable. Optionally, an adjusting nut 54c and a locking washer 54d are also provided at the connection between the rod body 54a and the rod heads 54b, which serve to adjust and prevent loosening.

[0123] Both stick ends 54b can be equipped with spherical bearings. One stick end 54b is rotatably connected to the servo rocker arm 53 via a hinge pin 56a, and the other stick end 54b is rotatably connected to the rudder angle 55 via a hinge pin 56a. The ends of each hinge pin 56a are also connected to a nut 56b and a cotter pin 56c, respectively, to prevent detachment.

[0124] See also Figures 8-11In this embodiment, the aileron skin 32 has a clearance groove C1 on the side facing the main wing 10. The clearance groove C1 allows the rotating connecting mechanism 70 to extend into the aileron 30 to connect to the aileron sparsity 31, while avoiding the rotation of the rotating connecting mechanism 70. In this way, the distance between the aileron 30 and the main wing 10 can be reduced.

[0125] The rotating connection mechanism 70 includes a rotating seat 71 and a rotating frame 72. The rotating seat 71 is mounted on the side of the main wing 10 facing the aileron 30, and the rotating frame 72 is mounted on the side of the aileron 30 facing the main wing 10. The rotating frame 72 is rotatably connected to the rotating seat 71, and the rotation axis is a first rotation axis L1. In this way, the aileron 30 can rotate around the first rotation axis L1 to engage with the main wing 10.

[0126] In this embodiment, the first rotation axis L1 is parallel to the rotation axis of the servo rocker arm 53 (defined as the second rotation axis L2, see...). Figure 6 or Figure 7 This is to ensure that the transmission mechanism 52 rotates smoothly.

[0127] Optionally, the rotating seat 71 is a double-eared suspension joint, and the rotating frame 72 is a single-eared suspension joint, forming a single-double-eared fit to ensure the strength and stability of the structure. The rotating seat 71 and the rotating frame 72 are rotatably connected by connecting bolts 73. Optionally, a bushing 75 is provided between the connecting bolts 73 and the rotating seat 71, and the connecting bolts 73 and the rotating frame 72 are rotatably connected by a spherical bearing 74.

[0128] Optionally, see also Figure 11 and Figure 12 The aileron upper skin 321 includes a first large surface segment 321a and a first arc segment 321b, and the aileron lower skin 322 includes a second large surface segment 322a and a second arc segment 322b. A first gap f1 exists between the first large surface segment 321a and the main wing upper skin 17, and a second gap f2 exists between the second large surface segment 322a and the main wing lower skin 16. The first arc segment 321b is an arc centered on the rotation axis of the aileron 30 relative to the main wing 10, and the first arc segment 321b is arc-shaped, transitioning to the end of the first large surface segment 321a near the main wing upper skin 17. The second arc segment 322b is an arc centered on the rotation axis of the aileron 30 relative to the main wing 10, and the second arc segment 322b is arc-shaped, transitioning to the end of the second large surface segment 322a near the main wing lower skin 16. In this way, the main wing 10 and the aileron 30 are well integrated, which has little impact on the aerodynamic performance of the wing structure 120. Furthermore, the setting of the first gap f1 and the second gap f2 can prevent the aileron 30 from interfering with the inner surface of the upper skin 17 or the lower skin 16 of the main wing when it rotates.

[0129] Optionally, a first groove C11 is formed on the first arc segment 321b corresponding to the rotating connection mechanism 70, and a second groove C12 is formed on the second arc segment 322b corresponding to the rotating connection mechanism 70. The first groove C11 and the second groove C12 together form a clearance groove C1 for avoiding the rotating connection mechanism 70. The cutting depth of the second groove C12 is greater than that of the first groove C11. Thus, when the aileron 30 is offset by 35°, the second groove C12 can expose sufficient space to facilitate the installation and disassembly of the rotating connection mechanism 70 at this location, and the aileron 30 is easy to disassemble.

[0130] See Figures 12-16 In this embodiment, the aileron 30 has a reference position W1 (e.g., Figure 12 The position shown) and the deflection position W2 (e.g., the position deflected by a certain angle relative to the reference position W1) Figure 13 The aileron 30 can move between a reference position W1 and a deflection position W2 under the action of the servo motor 51. Figure 13 The deflection position W2 of the aileron 30 shown is the upper limit position. The aileron 30 can also be deflected downward to the lower limit position under the drive of the drive component 50.

[0131] See Figure 12 and Figure 14 In this embodiment, the line BA connecting the rotation center B of the servo arm 53 (coinciding with the rotation center of the servo 51) and the rotation center A of the aileron 30 relative to the main wing 10 (located on the first rotation axis L1) lies within the horizontal mid-plane P1 of the main wing 10. The horizontal mid-plane P1 of the main wing 10 is a plane passing through the midpoints of the main beam 12 and the rear beam 13 in the height direction. The straight-line distance CB connecting the rotation center C of the servo arm 53 relative to the link 54 and the rotation center B of the servo arm 53 (located on the second rotation axis L2) is equal to the straight-line distance DA connecting the rotation center D of the rudder angle 55 relative to the link 54 and the rotation center A of the aileron 30 relative to the main wing 10. When the aileron 30 is in the reference position W1, the line CB is perpendicular to the line BA, and the line DA is also perpendicular to the line BA. In this embodiment, the wing structure 120, by defining the connecting line BA at the horizontal mid-surface P1 of the main wing 10 and ensuring that the connecting lines CB and DA are equal, forms a parallel double-crank mechanism for the drive assembly 50. This mechanism has no quick-return characteristics, which helps ensure the stability of the aileron 30 during operation. Furthermore, in the reference position, the drive assembly 50 has a pressure angle α = 0 and a transmission angle γ = 90°. Here, the pressure angle α is the acute angle between the driving force on the rudder angle 55 and the direction of the absolute velocity of the point of application of that force. The transmission angle γ is the complementary angle of the pressure angle α, γ = 90° - α. The effective transmission force F1 = Fsinγ = Fcosα. The smaller the pressure angle α, the better the force transmission performance and the higher the transmission efficiency of the mechanism. Therefore, the drive assembly 50 in this embodiment has good force transmission performance and high transmission efficiency.

[0132] Optionally, the distance from the rotation center B to the main beam 12 is equal to the distance to the rear beam 13, that is, the servo motor 51 is arranged at the midpoint of the length direction of the rear rib plate 15. This facilitates the arrangement of the servo motor 51 and makes the main wing 10 more evenly stressed.

[0133] See you again Figure 12 In this embodiment, the connection position E between the rudder angle 55 and the aileron 30 (i.e., the position of the aforementioned rudder angle connecting seat 33) is located on the side of the rotation center A away from the rotation center B. The rudder angle 55 is obliquely connected between the connection position E and the rotation center D of the connecting rod 54. Thus, the rudder angle 55 is supported at the connection position E of the aileron 30, which can more reliably support the aileron 30 upwards and facilitate the control of the movement of the aileron 30.

[0134] Optionally, the rudder angle 55 includes a connecting plate 55a, a first tilting section 55b, and a second tilting section 55c. The connecting plate 55a is overlapped and connected to the lower surface of the aileron 30. The first tilting section 55b is connected to the connecting plate 55a and tilts towards the side closer to the servo arm 53. The second tilting section 55c is connected to the first tilting section 55b and tilts towards the side closer to the servo arm 53. In this way, at the reference position W1, it can be ensured that the connecting line DA is perpendicular to the connecting line BA and that the connecting position E is located on the side of the rotation center A away from the rotation center B.

[0135] Figure 15 A pair of proportional wing structure 120a is shown, which is... Figure 14 The difference in the wing structure 120 is that the rotation center B is not on the horizontal mid-plane P1 of the main wing 10. Thus, there is an angle between the line BA and the horizontal mid-plane P1 of the main wing 10. The lines CB and DA remain of equal length and are perpendicular to the line BA.

[0136] Figure 15 The airfoil structure 120a shown has a drive assembly 50 that forms a parallel double-crank mechanism. This mechanism has no quick-return characteristic, ensuring control stability, and the transmission angle γ (i.e., the complementary angle of the pressure angle α) is 90°. At this point, the transmission mechanism 52 has good force transmission performance and high transmission efficiency. However, the transmission mechanism 52 has an initial angle β with the horizontal mid-plane P1 of the main beam 12. Due to gravity, the transmission mechanism 52 will carry a negative torque, affecting the stability of the transmission.

[0137] Figure 16 Another proportional wing structure 120b is shown, which is similar to... Figure 14 The difference in the wing structure 120 is that the connecting lines CB and DA are of unequal length. The connecting line BA remains on the horizontal mid-surface P1 of the main wing 10, while the connecting lines CB and DA remain perpendicular to the connecting line BA.

[0138] At this point, the drive assembly 50, being a non-parallel double-crank mechanism, exhibits a quick-return characteristic, reducing control stability, and the pressure angle α is not 0°. Thus, Figure 16 If the pressure angle α is not 0°, the force transmission performance and transmission efficiency of the transmission mechanism 52 will be inferior to those of the previous mechanism. Figure 14 The illustrated embodiment.

[0139] Therefore, by simultaneously limiting the connecting line BA to the horizontal mid-surface P1 of the main wing 10, and ensuring that the connecting lines CB and DA remain of equal length and are perpendicular to the connecting line BA, the wing structure 120 has excellent control stability, transmission performance and transmission efficiency.

[0140] This embodiment also provides a method for assembling a wing structure, used to assemble the aforementioned wing structure 120; the wing structure assembly method includes:

[0141] The control surfaces (such as ailerons) are rotatably connected to the trailing edge of the wing structure body (such as the main wing), and the servo of the drive assembly is located inside the wing structure body, so that the transmission mechanism of the drive assembly is connected to the control surfaces. After assembly, the drive assembly forms a parallel double crank mechanism.

[0142] The above embodiments are only used to illustrate the technical solutions of this application and are not intended to limit it. Although this application has been described in detail with reference to the above preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions to the technical solutions of this application should not depart from the spirit and scope of the technical solutions of this application.

Claims

1. A wing structure, characterized in that, include: airfoil body; The control surfaces are rotatably connected to one side of the wing body; as well as, A drive assembly includes a servo motor and a transmission mechanism; the servo motor is mounted on the wing body; the transmission mechanism is drively connected between the servo motor and the control surface, and is used to drive the control surface to rotate relative to the wing body; The transmission mechanism includes a servo arm, a connecting rod, and a rudder angle. One end of the servo arm is connected to the output shaft of the servo, and the other end extends away from the wing surface. One end of the rudder angle is fixedly connected to the control surface, and the other end extends away from the control surface. One end of the connecting rod is rotatably connected to the end of the servo arm away from the wing surface, and the other end is rotatably connected to the end of the rudder angle away from the control surface. Wherein, the line BA connecting the rotation center B of the servo rocker arm and the rotation center A of the control surface relative to the wing body is located in the horizontal mid-plane of the wing body, and the straight-line distance between the rotation center C of the servo rocker arm relative to the connecting rod and the line CB connecting the rotation center B of the servo rocker arm is equal to the straight-line distance between the rotation center D of the control angle relative to the connecting rod and the rotation center A of the control surface relative to the wing body, so as to enable the drive assembly to construct a parallel double crank mechanism; The control surface has a reference position and a deflection position relative to the reference position by a certain angle; when the control surface is in the reference position, line CB is perpendicular to line BA, and line DA is perpendicular to line BA.

2. The wing structure according to claim 1, characterized in that: The wing body is the main wing, and the control surfaces are ailerons; The main wing defines the internal space, and the lower skin of the main wing has a through-hole that connects to the internal space. The servo motor is located within the internal space, and the servo motor rocker arm extends from the through-hole beyond the lower skin of the main wing.

3. The wing structure according to claim 2, characterized in that: The connection point E between the rudder angle and the aileron is located on the side of the rotation center A away from the rotation center B, and the rudder angle is obliquely connected between the connection point E and the rotation center D.

4. The wing structure according to claim 1, characterized in that: The wing body is the main wing, and the control surfaces are ailerons; The main wing includes a front sparsity, a main sparsity, a rear sparsity, a front rib, a rear rib, a lower skin of the main wing, and an upper skin of the main wing. The front beam, the main beam, and the rear beam are arranged sequentially at intervals, and the front rib plate is connected between the main beam and the front beam; the rear rib plate is connected between the main beam and the rear beam. The upper skin of the main wing covers the upper surfaces of the front beam, the main beam, and the rear beam; The lower skin of the main wing covers the lower surfaces of the front beam, the main beam, and the rear beam; The horizontal mid-plane of the main wing is a plane passing through the midpoint of the main beam in the height direction and the midpoint of the rear beam in the height direction; The servo is mounted on the rear rib, and the rotation center of the servo is located on the horizontal mid-plane of the main wing.

5. The wing structure according to any one of claims 1-4, characterized in that: The wing structure also includes two rotating connection mechanisms, which are spaced apart along the length of the control surface. The rotating connection mechanism includes a rotating base and a rotating frame. The rotating base is installed on the side of the wing body facing the control surface, and the rotating frame is installed on the side of the control surface facing the wing body. The rotating frame is rotatably connected to the rotating base.

6. The wing structure according to claim 5, characterized in that: The rudder angle is located at the midpoint of the length direction of the control surface; The two rotating connection mechanisms are symmetrically distributed on both sides of the rudder angle, and are respectively located at a distance of 1 / 4 of the length of the control surface from both ends in the longitudinal direction.

7. The wing structure according to claim 1, characterized in that: The wing body is the main wing, and the control surfaces are ailerons; The aileron has an aileron spars and an aileron skin, with the aileron spars supported within the aileron skin; The inner side of the aileron spars is connected to a rudder angle connector, and the rudder angle is fixedly connected to the rudder angle connector.

8. The wing structure according to claim 7, characterized in that: The main wing includes an upper wing skin and a lower wing skin; The aileron skin includes an upper aileron skin and a lower aileron skin, which respectively cover the upper and lower sides of the aileron spars. The upper aileron skin includes a first large surface segment and a first arc segment, and the lower aileron skin includes a second large surface segment and a second arc segment; There is a first gap between the first large surface section and the upper skin of the main wing, and a second gap between the second large surface section and the lower skin of the main wing; The first arc segment is an arc centered on the rotation axis of the aileron relative to the main wing, and the first arc segment is connected to the end of the first large surface segment near the upper skin of the main wing. The second arc segment is an arc centered on the rotation axis of the aileron relative to the main wing, and the second arc segment is connected to the end of the second large surface segment near the lower skin of the main wing.

9. The wing structure according to claim 8, characterized in that: The first arc segment has a first groove corresponding to the rotating connection mechanism, and the second arc segment has a second groove corresponding to the rotating connection mechanism. The cutting depth of the second groove is greater than that of the first groove.

10. An aircraft, characterized in that, include: body; as well as, The wing structure according to any one of claims 1-9, wherein the wing body of the wing structure is connected to the fuselage.

11. A method for assembling a wing structure, characterized in that, Used for assembling the wing structure according to any one of claims 1-9; The wing structure assembly method includes: The control surfaces are rotatably connected to the trailing edge of the wing body, and the servo of the drive assembly is located in the wing body, so that the transmission mechanism of the drive assembly is connected to the control surfaces, and after assembly, the drive assembly forms a parallel double crank mechanism.

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