Damping composite aircraft control surface structure

Abstract

The invention discloses a damping composite aircraft control surface structure which comprises a first reinforcing rib, a second reinforcing rib, a third reinforcing rib, a variable-thickness skin, a damper, a rudder shaft and a surrounding plate. The first reinforcing rib, the second reinforcing rib and the third reinforcing rib are all connected with the coaming and connected to the rudder shaft, the first reinforcing rib points to the front edge of the rudder surface structure, the second reinforcing rib is arranged in the spanwise direction, the third reinforcing rib points to the wingtip, and a reinforcing rib framework of a tree-shaped structure is formed; the variable-thickness skins are arranged up and down and connected with the coaming, the first reinforcing rib, the second reinforcing rib, the third reinforcing rib and the dampers are surrounded to form a sandwich structure, and the dampers are embedded among the first reinforcing rib, the second reinforcing rib and the variable-thickness skins. The invention relates to the technical field of aircraft structures, and provides a novel aircraft control surface structure.

Description

Technical Field

[0001] The invention relates to the technical field of aircraft structures, and in particular to a damping composite aircraft control surface structure. Background Art

[0002] The control surface structure of an aircraft is usually composed of upper and lower skins plus internal reinforcement ribs to achieve the purpose of light weight and high load-bearing capacity. However, during flight, the lightweight structure often brings a greater risk of flutter. In engineering, methods such as increasing the torsion / bending modal frequency ratio and moving the center of mass forward are often used to suppress structural flutter. The idea is derived from the frequency separation and modal inertia decoupling principles in the principle of aeroelasticity. Summary of the invention

[0003] The purpose of the present invention is to provide a damping composite aircraft control surface structure, providing a new type of aircraft control surface structure.

[0004] The present invention is achieved in that:

[0005] A damping composite aircraft rudder structure comprises a first reinforcing rib, a second reinforcing rib, a third reinforcing rib, a variable thickness skin, a damper, a rudder shaft and a panel; the first reinforcing rib, the second reinforcing rib and the third reinforcing rib are all connected to the panel and connected to the rudder shaft, wherein the first reinforcing rib points to the leading edge of the rudder surface structure, the second reinforcing rib is arranged along the span direction, and the third reinforcing rib points to the wing tip, forming a reinforcing rib skeleton with a tree-like structure; the variable thickness skin is arranged up and down and connected to the panel, surrounding the first reinforcing rib, the second reinforcing rib, the third reinforcing rib and a plurality of dampers to form a sandwich structure, wherein a plurality of dampers are embedded between the first reinforcing rib, the second reinforcing rib and the variable thickness skin.

[0006] The ends of the first reinforcing ribs are respectively branched to two sides to form four first reinforcing ribs, and the root of the first reinforcing ribs branches out into a first supporting rib.

[0007] The end of the second reinforcing rib branches into four second supporting ribs.

[0008] A third supporting rib is separated from the middle of the third reinforcing rib, and the end of the third reinforcing rib is branched into four secondary ribs.

[0009] The variable thickness skin comprises an upper skin and a lower skin, both of which are variable thickness structures with symmetrical thickness distribution. The variable thickness skin as a whole is coordinated with the reinforcement rib skeleton and distributed in a crown shape.

[0010] A first thickened portion is formed on one side of the variable thickness skin, the first thickened portion is distributed at the trailing edge of the rudder surface sharp chord, and the first thickened portion is connected to the ends of the second and third stiffeners at the trailing edge of the rudder surface sharp chord; a second thickened portion is formed on the other side of the variable thickness skin, the second thickened portion is distributed at the intersection of the root chord of the front edge of the rudder surface; the thickness of the variable thickness skin located in the stiffener skeleton area gradually increases from small to large toward the first and second thickened portions.

[0011] The plurality of dampers include a first damper arranged in the middle of the second reinforcement rib, a second damper and a third damper respectively arranged at both ends of the trailing edge of the rudder surface, and a fourth damper and a fifth damper respectively arranged on both sides of the branch ribs at the intersection of the leading edge of the rudder surface body and the root chord.

[0012] The second damper is located at the trailing edge of the rudder surface of the rudder surface body, the third damper is located at the end of the third support rib of the third reinforcement rib, the fourth damper is located at the end of the first support rib of the first reinforcement rib, and the fifth damper is located between the first support rib and the first rib of the first reinforcement rib.

[0013] The first damper, the second damper and the third damper are each composed of a plurality of powder particle dampers, and the fourth damper and the fifth damper are each a single powder particle damper; the volume of the first damper is greater than that of the second damper, the third damper, the fourth damper and the fifth damper.

[0014] The first reinforcing rib, the second reinforcing rib, the third reinforcing rib, the variable thickness skin, the damper, the rudder shaft and the enclosure are manufactured by one-step molding through additive manufacturing.

[0015] Compared with the prior art, the present invention has the following beneficial effects:

[0016] 1. The present invention is provided with a first reinforcing rib, a second reinforcing rib and a third reinforcing rib. The first reinforcing rib points from the rudder shaft to the leading edge of the rudder surface structure, the second reinforcing rib is arranged along the span direction from the rudder shaft, and the third reinforcing rib points from the rudder shaft to the wing tip. At the same time, through the arrangement of the support ribs and the secondary ribs, a reinforcing rib skeleton with a tree-like structure is formed, which can meet the light weight and high load-bearing requirements of the aircraft rudder surface structure.

[0017] 2. Since the present invention is provided with a variable thickness skin, the skin thickness at the first reinforcement rib, the second reinforcement rib and the third reinforcement rib is thinner, and the skin thickness at the first thickened part located at the trailing edge of the tip chord of the rudder surface and the second thickened part located at the intersection of the root chord of the front edge of the rudder surface is thicker, which can adjust the overall structural stiffness-mass distribution and meet the requirements of structural flutter suppression.

[0018] 3. The present invention is provided with a damper. The first damper, the second damper and the third damper composed of a plurality of combined powder particle dampers serve the purpose of vibration energy dissipation. The fourth damper and the fifth damper formed by a single powder particle damper serve the purpose of vibration energy dissipation and counterweighting, thereby achieving an effective anti-flutter effect.

[0019] 4. The present invention provides a novel damping composite aircraft rudder structure with a coordinated arrangement of a reinforcement rib skeleton and its support ribs and secondary ribs-variable thickness skin-powder particle damper assembly, which strengthens the overall stiffness of the rudder structure, moves the center of mass of the structure forward, and simultaneously increases the flutter vibration pressure of the structure, thereby meeting the needs of the aircraft rudder structure for light weight, high load-bearing capacity, and high flutter suppression capability. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 It is an exploded schematic diagram of the damping composite aircraft control surface structure of the present invention;

[0021] Figure 2 yes Figure 1 A magnified schematic diagram of center A.

[0022] In the figure, 1 is the first reinforcing rib, 101 is the first primary rib, 102 is the first supporting rod rib, 2 is the second reinforcing rib, 201 is the second supporting rod rib, 3 is the third reinforcing rib, 301 is the third supporting rod rib, 302 is the second secondary rib, 4 is the variable thickness skin, 401 is the first thickened part, 402 is the second thickened part, 5 is the damper, 6 is the rudder shaft, and 7 is the enclosure. DETAILED DESCRIPTION

[0023] The present invention will be further described below in conjunction with the accompanying drawings and specific embodiments.

[0024] Please see attached Figure 1 A damping composite aircraft rudder structure comprises a first reinforcing rib 1, a second reinforcing rib 2, a third reinforcing rib 3, a variable thickness skin 4, a damper 5, a rudder shaft 6 and a shroud 7; the first reinforcing rib 1, the second reinforcing rib 2, and the third reinforcing rib 3 are all connected to the shroud 7 and connected to the rudder shaft 6, wherein the first reinforcing rib 1 points to the leading edge of the rudder surface structure, the second reinforcing rib 2 is arranged along the span direction, and the third reinforcing rib 3 points to the wing tip, forming a reinforcing rib skeleton with a tree-like structure; the variable thickness skin 4 is arranged up and down and connected to the shroud 7, surrounding the first reinforcing rib 1, the second reinforcing rib 2, the third reinforcing rib 3 and a plurality of dampers 5 to form a sandwich structure, wherein the plurality of dampers 5 are embedded between the first reinforcing rib 1, the second reinforcing rib 2 and the variable thickness skin 4.

[0025] The first reinforcing rib 1, the second reinforcing rib 2, and the third reinforcing rib 3 extend from the rudder shaft 6 to different positions to form a reinforcing rib skeleton with a tree-like structure. The structure has high strength and is the main load-bearing component of the aircraft rudder surface structure, and is light in weight.

[0026] The variable thickness skin 4 adopts a variable thickness structure distribution, and the thickness of different parts of the skin can be specifically designed according to the structural vibration characteristics, so that the aircraft control surface structure can better avoid the risk of structural flutter. At the same time, the vibration energy is dissipated by a number of dampers 5 distributed at different positions, thereby further achieving the purpose of high flutter suppression capability.

[0027] The end of the first reinforcing rib 1 (i.e. the end away from the rudder shaft 6) branches out to both sides to form four first ribs 101, and a first supporting rib 102 is formed at the root of the first reinforcing rib 1.

[0028] By disposing the first ribs 101 and the first supporting ribs 102, the structural strength of the reinforcing rib skeleton can be further improved. The number and position of the first ribs 101 and the first supporting ribs 102 can be adaptively adjusted according to actual needs.

[0029] The end of the second reinforcing rib 2 (ie, the end away from the rudder shaft 6 ) branches into four second supporting ribs 201 .

[0030] By disposing the second support ribs 201, the structural strength of the reinforcing rib skeleton can be further improved, and the number and position of the second support ribs 201 can be adaptively adjusted according to actual needs.

[0031] A third supporting rib 301 is branched out from the middle of the third reinforcing rib 3 , and the end of the third reinforcing rib 3 (ie, the end away from the rudder shaft 6 ) is branched into four secondary ribs 302 .

[0032] By disposing the third support bar 301 and the secondary rib 302, the structural strength of the reinforcing rib skeleton can be further improved. The number and position of the third support bar 301 and the secondary rib 302 can be adaptively adjusted according to actual needs.

[0033] The variable thickness skin 4 comprises an upper skin and a lower skin, both of which are variable thickness structures with symmetrical thickness distribution. The variable thickness skin 4 as a whole is coordinated with the reinforcement skeleton and distributed in a crown shape.

[0034] Similar to the prior art, the variable thickness skin 4 is composed of an upper skin and a lower skin. Different from the prior art, the variable thickness skin 4 adopts a variable thickness structure and is arranged in coordination with a reinforcing rib skeleton.

[0035] Specifically: a first thickened portion 401 is formed on one side of the variable thickness skin 4, the first thickened portion 401 is distributed at the trailing edge of the sharp chord of the rudder surface, and the first thickened portion 401 is connected to the ends of the second stiffener 2 and the third stiffener 3 at the trailing edge of the sharp chord of the rudder surface; a second thickened portion 402 is formed on the other side of the variable thickness skin 4, the second thickened portion 402 is distributed at the intersection of the root chord of the front edge of the rudder surface, and mainly plays a counterweight role.

[0036] The thickness of the variable thickness skin 4 located in the area of ​​the first reinforcing rib 1 , the second reinforcing rib 2 and the third reinforcing rib 3 is smaller than the thickness of the first thickened portion 401 and the thickness of the second thickened portion 402 .

[0037] The stiffness-mass distribution of the overall structure is adjusted by increasing the thickness of the first thickened portion 401 and the thickness of the second thickened portion 402. The thickness of the first thickened portion 401, the thickness of the second thickened portion 402 and the thickness of the remaining portion of the variable thickness skin 4 can be adaptively adjusted according to actual use requirements.

[0038] The thickness of the variable thickness skin 4 located in the rib skeleton area gradually increases from small to large toward the first thickened portion 401 and the second thickened portion 402 .

[0039] Preferably, the variable thickness structure of the variable thickness skin 4 is uniformly thickened by the first thickened portion 401 and the second thickened portion 402 in the rib skeleton region to avoid stress concentration.

[0040] The plurality of dampers 5 include a first damper arranged in the middle of the second reinforcing rib 2, a second damper and a third damper respectively arranged at both ends of the trailing edge of the rudder surface, and a fourth damper and a fifth damper respectively arranged at both sides of the branch ribs at the intersection of the leading edge root chords.

[0041] For the anti-flutter requirements of different parts of the control surface structure, dampers 5 can be arranged at corresponding positions to dissipate vibration energy, thereby improving the anti-flutter capability of the aircraft control surface structure. The number and position of the dampers 5 can be adaptively adjusted according to actual needs.

[0042] Specifically: the second damper is located at the trailing edge of the rudder surface, the third damper is located at the end of the third support rib 301 , the fourth damper is located at the end of the first support rib 102 , and the fifth damper is located between the first support rib 102 and the first rib 101 .

[0043] The first damper, the second damper and the third damper are each composed of a combination of a plurality of powder particle dampers, and the fourth damper and the fifth damper are each a single powder particle damper.

[0044] Powder particle dampers are vibration energy dissipation components that are made by deliberately reserving unmelted metal powder during additive manufacturing. The collision and friction between these powders and between the powders and the damper wall can dissipate vibration energy and achieve the purpose of anti-flutter.

[0045] The volume of the first damper is greater than the volume of the second damper, the third damper, the fourth damper and the fifth damper. Figure 2As shown, the number of powder particle dampers in the first damper is greater than the number of powder particle dampers in the second damper, the third damper, the fourth damper and the fifth damper.

[0046] According to the energy intensity of structural flutter, a single or corresponding number of powder particle dampers are combined to provide effective collision and friction to dissipate vibration energy to ensure anti-flutter effect. The number of powder particle dampers can be adaptively adjusted according to actual needs.

[0047] The first damper, the second damper and the third damper play the role of dissipating structural vibration energy, and the fourth damper and the fifth damper play the role of dissipating structural vibration energy and counterweight. In terms of distribution, the dampers are mainly embedded in specific positions of the aircraft control surface structure in the form of a combination or a single form, and are arranged in coordination with the tree-like structure formed by the first reinforcing rib 1, the second reinforcing rib 2, and the third reinforcing rib 3 and the crown structure formed by the variable thickness skin 4, presenting the distribution of fruits of a tree.

[0048] The first reinforcing rib 1, the second reinforcing rib 2, the third reinforcing rib 3, the variable thickness skin 4, the damper 5, the rudder shaft 6 and the enclosure 7 can be manufactured by additive manufacturing in one step, have high structural strength and are easy to manufacture.

[0049] The present invention takes light weight, high load-bearing capacity and anti-flutter as design goals, optimizes the distribution of the first stiffener 1, the second stiffener 2, the third stiffener 3, the variable thickness skin 4 and the damper 5 of the aircraft control surface structure, and forms a new damping composite aircraft control surface structure. Specifically, in view of the demand for light weight and high load-bearing capacity, the tree-like skeleton formed by the stiffener skeleton and its support ribs and secondary ribs is used to meet the load-bearing requirements; in view of the demand for structural flutter suppression, the variable thickness structure of the variable thickness skin 4 is used to assist in achieving a more reasonable stiffness-mass distribution. At the same time, from the perspective of energy dissipation, a combined or single powder particle damper is set at a specific position of the control surface structure to achieve the purpose of dissipating vibration energy and counterweighting.

[0050] The above are only preferred embodiments of the present invention and are not intended to limit the scope of protection of the invention. Therefore, any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A damping composite aircraft control surface structure, characterized by: The invention comprises a first reinforcing rib (1), a second reinforcing rib (2), a third reinforcing rib (3), a variable thickness skin (4), a damper (5), a rudder shaft (6) and a shroud (7); the first reinforcing rib (1), the second reinforcing rib (2) and the third reinforcing rib (3) are all connected to the shroud (7) and connected to the rudder shaft (6), wherein the first reinforcing rib (1) points to the leading edge of the rudder surface structure, the second reinforcing rib (2) is arranged along the span direction, and the third reinforcing rib (3) points to the wing tip, forming a reinforcing rib skeleton with a tree-like structure; the variable thickness skin (4) is arranged up and down and connected to the shroud (7), surrounding the first reinforcing rib (1), the second reinforcing rib (2), the third reinforcing rib (3) and a plurality of dampers (5), forming a sandwich structure, wherein the plurality of dampers (5) are embedded between the first reinforcing rib (1), the second reinforcing rib (2) and the variable thickness skin (4).

2. The damping composite aircraft control surface structure according to claim 1, characterized in that: The ends of the first reinforcing ribs (1) branch out to two sides to form four first ribs (101), and the root of the first reinforcing ribs (1) branches out a first supporting rib (102).

3. The damping composite aircraft control surface structure according to claim 1, characterized in that: The end of the second reinforcing rib (2) branches into four second supporting ribs (201).

4. The damping composite aircraft control surface structure according to claim 1, characterized in that: A third supporting rib (301) is branched out from the middle of the third reinforcing rib (3), and the end of the third reinforcing rib (3) branches out into four secondary ribs (302).

5. The damping composite aircraft control surface structure according to claim 1, characterized in that: The variable thickness skin (4) comprises an upper skin and a lower skin, both of which are variable thickness structures, and the thickness distribution is symmetrical, and the variable thickness skin (4) as a whole is coordinated with the reinforcement rib skeleton and distributed in a tree crown shape.

6. The damping composite aircraft control surface structure according to claim 5, characterized in that: A first thickened portion (401) is formed on one side of the variable thickness skin (4), the first thickened portion (401) is distributed at the trailing edge of the rudder surface sharp chord, and the first thickened portion (401) is connected to the ends of the second reinforcing rib (2) and the third reinforcing rib (3) at the trailing edge of the rudder surface sharp chord; a second thickened portion (402) is formed on the other side of the variable thickness skin (4), the second thickened portion (402) is distributed at the intersection of the root chord of the front edge of the rudder surface; the thickness of the variable thickness skin (4) located in the reinforcing rib skeleton area gradually increases from small to large toward the first thickened portion (401) and the second thickened portion (402).

7. The damping composite aircraft control surface structure according to claim 1, characterized in that: The plurality of dampers (5) include a first damper arranged in the middle of the second reinforcing rib (2), a second damper and a third damper respectively arranged at both ends of the trailing edge of the rudder surface, and a fourth damper and a fifth damper respectively arranged at both sides of the branch rib at the intersection of the leading edge and the root chord.

8. The damping composite aircraft control surface structure according to claim 7, characterized in that: The second damper is located at the rear edge of the rudder surface, the third damper is located at the end of the third support rib (301) of the third reinforcing rib (3), the fourth damper is located at the end of the first support rib (102) of the first reinforcing rib (1), and the fifth damper is located between the first support rib (102) and the first rib (101) of the first reinforcing rib (1).

9. The damping composite aircraft control surface structure according to claim 7, characterized in that: The first damper, the second damper and the third damper are each composed of a plurality of powder particle dampers, and the fourth damper and the fifth damper are each a single powder particle damper; the volume of the first damper is greater than that of the second damper, the third damper, the fourth damper and the fifth damper.

10. The damping composite aircraft control surface structure according to claim 1, characterized in that: The first reinforcing rib (1), the second reinforcing rib (2), the third reinforcing rib (3), the variable thickness skin (4), the damper (5), the rudder shaft (6) and the enclosure (7) are manufactured by one-step molding through additive manufacturing.

Images