Metal-fused high-bearing-capacity aircraft control surface

Abstract

The invention discloses a metal-fused high-bearing-capacity aircraft control surface, belongs to the technical field of aircraft control surfaces, and solves the problem that an existing metal aircraft control surface is prone to high-temperature oxidation and thermal fatigue. The rudderpost specifically comprises a metal rudderpost body, a metal flange assembly is connected to the metal rudderpost body, and the metal flange assembly is wrapped with a composite shaft box assembly. According to the invention, the fusion design of the metal flange assembly and the composite shaft box assembly is adopted, the performance advantages of the two materials are brought into full play, the bearing capacity of the control surface of the aircraft is remarkably improved, and the load demand under extreme conditions is effectively met; meanwhile, lightweight design is adopted while the bearing capacity of the aircraft control surface is guaranteed, and the overall weight of the aircraft control surface is effectively reduced; in addition, the composite shaft box assembly can protect the metal flange assembly through the high temperature resistance and the oxidation resistance of the composite shaft box assembly, and the problems of high-temperature oxidation, thermal fatigue and the like of the metal flange assembly are effectively restrained.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft control surfaces, and in particular to a metal-fused high-load-bearing aircraft control surface. Background Art

[0002] In the field of aerospace, aircraft control surfaces are key components for aircraft to achieve attitude adjustment, altitude control, and flight trajectory changes. Their working performance is directly related to the aircraft's control accuracy, stability, and safety. Traditional aircraft control surfaces are mostly made of a single metal material. These metal materials have good machinability and mechanical strength and can meet the use requirements under general flight conditions. However, under high-speed flight, complex aerodynamic environments, or extreme load conditions, aircraft control surfaces made of a single metal material are prone to problems such as high-temperature oxidation, ablation, and structural failure caused by thermal fatigue.

[0003] In recent years, with the continuous development of materials science and manufacturing technology, ceramic-based composite materials have been widely used in key components such as aircraft control surfaces due to their excellent high temperature resistance, low density, and oxidation resistance. Although ceramic-based composite materials have excellent performance in terms of high temperature resistance and lightweight, their load-bearing capacity and mechanical strength are not as good as those of metal materials. Therefore, how to maintain the high temperature resistance and lightweight of the aircraft control surface while effectively improving its load-bearing capacity has become a technical problem that needs to be solved urgently. Therefore, the present invention aims to solve the above technical problems through a new type of aircraft control surface with a metal-composite fusion design. Summary of the invention

[0004] In view of the deficiencies in the prior art, the present invention provides a metal-fused high-load-bearing aircraft control surface, which solves the problem that the existing metal aircraft control surfaces are prone to high-temperature oxidation and thermal fatigue.

[0005] In order to achieve the above object, the technical solution adopted by the present invention is:

[0006] A metal-fused high-load-bearing aircraft control surface comprises a metal rudder shaft, a metal flange assembly is connected to the metal rudder shaft, and a composite shaft box assembly is wrapped outside the metal flange assembly.

[0007] In this solution, when the aircraft adjusts its attitude or flight trajectory, the metal flange assembly is fixed on the metal rudder shaft as the main load-bearing component, and has a high connection strength with the metal rudder shaft; the metal flange assembly is wrapped with the composite shaft box assembly, and the composite shaft box assembly protects the metal flange assembly through its own high temperature resistance and anti-oxidation properties, effectively suppressing problems such as high-temperature oxidation and thermal fatigue of the metal flange assembly; at the same time, the design of the composite shaft box assembly effectively reduces the overall weight of the aircraft control surface, achieves lightweight design while ensuring the load-bearing capacity of the aircraft control surface, and optimizes the balance between weight and performance.

[0008] Furthermore, the metal flange assembly comprises a first metal flange, a second metal flange and a third metal flange, wherein the centers of the first metal flange, the second metal flange and the third metal flange are respectively provided with a first through hole, a second through hole and a third through hole; and the metal rudder shaft is sequentially arranged through the first through hole, the second through hole and the third through hole;

[0009] The composite shaft box assembly comprises a first composite shaft box, a second composite shaft box and a third composite shaft box, and the first composite shaft box, the second composite shaft box and the third composite shaft box are respectively wrapped around the outside of the first metal flange, the second metal flange and the third metal flange.

[0010] In this solution, the first metal flange, the second metal flange and the third metal flange are connected to the metal rudder shaft in sequence, and the stress of the metal rudder shaft can be dispersed to the three metal flanges, so that each of them bears the stress of the metal rudder shaft at different positions, thereby improving the connection strength between the entire metal flange assembly and the metal rudder shaft; the first metal flange, the second metal flange and the third metal flange are respectively wrapped around the first composite shaft box, the second composite shaft box and the third composite shaft box, thereby effectively ensuring the stability between each composite shaft box and each metal flange, and also protecting each metal flange.

[0011] Furthermore, the first composite shaft box includes a first box body, the first box body is wrapped outside the first metal flange; a first connection surface is arranged inside the first box body; a first heat insulation layer is arranged between the first metal flange and the first connection surface; the first connection surface, the first heat insulation layer and the first metal flange are connected by a first bolt assembly;

[0012] The second composite shaft box comprises a second box body, the second box body is wrapped outside the second metal flange; a second connection surface is arranged inside the second box body; a second heat insulation layer is arranged between the second metal flange and the second connection surface, and the second connection surface, the second heat insulation layer and the second metal flange are connected by a second bolt assembly;

[0013] The third composite shaft box comprises a third box body, which is wrapped around a third metal flange; a third connection surface is arranged in the third box body; a third heat insulation layer is arranged between the third metal flange and the third connection surface, and the third connection surface, the third heat insulation layer and the third metal flange are connected by a third bolt assembly;

[0014] Two first connecting edges are respectively provided on both sides of the first box body, two second connecting edges are respectively provided on both sides of the second box body, and two third connecting edges are respectively provided on both sides of the third box body; one end of the second connecting edge is connected to the first connecting edge, and the other end of the second connecting edge is connected to the third connecting edge.

[0015] In this solution, the first box body is wrapped around the first metal flange, and the two structures have a high degree of structural matching, which is more stable after being assembled together; and the first connection surface in the first box body and the first metal flange are connected by a first bolt assembly, which strengthens the mechanical strength between the first composite shaft box and the first connection surface, ensuring that there will be no looseness between the first composite shaft box and the first connection surface when complex situations such as vibration occur during high-speed flight. A first thermal insulation layer is set between the first connection surface of the composite material and the first metal flange. The first thermal insulation layer can isolate the heat transfer between the first connection surface and the first metal flange, avoiding the thermal deformation mismatch between the metal material and the ceramic-based composite material due to the difference in thermal expansion coefficients, which in turn leads to problems such as failure of the connection between the first composite shaft box and the first connection surface.

[0016] Furthermore, the first bolt assembly includes two bolts, which are respectively arranged in two bolt holes at two ends of the first metal flange; a first anti-loosening gasket is also arranged on the contact surface between each bolt and the first connecting surface;

[0017] The second bolt assembly includes three bolts, two of which are located in two bolt holes at one end of the second metal flange, and one bolt is located in a bolt hole at the other end of the second metal flange; a metal gasket is provided between the two bolts at the same end of the second metal flange and the second connecting surface;

[0018] The second bolt assembly includes four bolts, which are distributed in pairs at both ends of the third metal flange; a metal gasket is arranged between the two bolts at the same end of the third metal flange and the third connecting surface; and a positioning pin is arranged in the middle of the metal gasket.

[0019] In this solution, the first connection surface and the first metal flange are connected by two bolts, and the connection strength is high. A first anti-loosening gasket is arranged on the bolt to prevent the bolt from loosening when the fuselage shakes.

[0020] Furthermore, a thermal stress release groove is provided in the middle of the metal gasket.

[0021] In this solution, the metal gasket is in direct contact with the bolt, and a thermal stress release groove is provided on the metal gasket to release the internal stress generated after the metal gasket is deformed by heat.

[0022] Furthermore, a first pin is provided at the position where the first metal flange is connected to the metal rudder shaft, and the first pin is transversely arranged through the first metal flange and the metal rudder shaft;

[0023] A second pin is provided at the position where the second metal flange is connected to the metal rudder shaft, and the second pin runs through the second metal flange and the metal rudder shaft transversely;

[0024] A third pin is provided at the position where the third metal flange is connected to the metal rudder shaft, and the third pin runs through the third metal flange and the metal rudder shaft transversely.

[0025] In this solution, the first pin passes through the first metal flange and the metal rudder shaft to limit the two, ensuring that the first metal flange can rotate synchronously with the metal rudder shaft, thereby improving the connection stability between the two.

[0026] Furthermore, the metal rudder shaft presents a tapered structure with a gradually decreasing diameter from one end connected to the third metal flange to one end connected to the first metal flange; the apertures of the third through hole, the second through hole and the first through hole are adapted to successively reduce the diameter of the tapered structure.

[0027] Furthermore, expansion and deformation joints penetrating the first metal flange are opened on both sides of the first through hole, expansion and deformation joints penetrating the second metal flange are opened on both sides of the second through hole, and expansion and deformation joints penetrating the third metal flange are opened on both sides of the third through hole; and an expansion and deformation hole is provided at the bottom of each expansion and deformation joint.

[0028] In this solution, expansion joints are provided on each metal flange. When the metal flange is deformed by heat during service, the expansion joints can release the stress generated by the heat deformation of the metal flange by shrinking and deforming.

[0029] Furthermore, the materials of the first metal flange, the second metal flange and the third metal flange are all GH4099 alloy;

[0030] The materials of the first composite shaft box, the second composite shaft box and the third composite shaft box are all ceramic-based composite materials.

[0031] Furthermore, the first thermal insulation layer, the second thermal insulation layer and the third thermal insulation layer are all made of quartz-quartz material.

[0032] The beneficial effects of the present invention are:

[0033] The metal-fused high-load-bearing aircraft control surface provided by the present invention adopts a fusion design of a metal flange assembly and a composite shaft box assembly, which fully utilizes the performance advantages of the two materials, significantly improves the load-bearing capacity of the aircraft control surface, and effectively copes with the load requirements under extreme conditions; at the same time, while ensuring the load-bearing capacity of the aircraft control surface, lightweight materials and lightweight designs are adopted to effectively reduce the overall weight of the aircraft control surface. The shape of each metal flange and the composite shaft box is the same, which ensures the strength and stability of the connection structure between the two, effectively improves the overall durability and reliability of the aircraft control surface, and increases the number of times the aircraft control surface can be reused.

[0034] The first insulation layer, the second insulation layer and the third insulation layer are respectively arranged between the first connection surface and the first metal flange, between the second connection surface and the second metal flange, and between the third connection surface and the third metal flange; the heat transfer between the composite shaft box and the metal flange is isolated, and the thermal deformation mismatch caused by the difference in thermal expansion coefficients between the metal material and the ceramic-based composite material is effectively solved, which leads to the failure of the connection structure between the two. The expansion joint is opened on the metal flange, which can release the stress generated by the thermal expansion of the metal material and prevent the metal flange from loosening the connection with the metal rudder shaft after heating. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 This is a schematic diagram of a metal-fused high-load-bearing aircraft control surface structure of the present invention;

[0036] Figure 2 It is a schematic diagram of the structure of the metal flange assembly and the metal rudder shaft in the present invention;

[0037] Figure 3 It is an exploded view of the first composite shaft box, the second composite shaft box and the third composite shaft box of the present invention;

[0038] Figure 4 It is a schematic diagram of the structures of the first metal flange, the second metal flange and the third metal flange of the present invention.

[0039] Reference numerals:

[0040] 1. Metal rudder shaft; 2. Metal flange assembly; 21. First metal flange; 211. First thermal insulation layer; 212. First pin shaft; 22. Second metal flange; 221. Second thermal insulation layer; 222. Second pin shaft; 23. Third metal flange; 231. Third thermal insulation layer; 232. Third pin shaft; 3. Composite shaft box assembly; 31. First composite shaft box; 311. First box body; 312. First connecting surface; 313. First connecting edge; 32. Second composite shaft box; 321. Second box body; 322. Second connecting surface; 323. Second connecting edge; 33. Third composite shaft box; 331. Third box body; 332. Third connecting surface; 333. Third connecting edge; 41. First bolt assembly; 411. First anti-loosening gasket; 42. Second bolt assembly; 421. Metal gasket; 422. Positioning pin; 43. Third bolt assembly; DETAILED DESCRIPTION

[0041] The present invention is further described below in conjunction with the accompanying drawings and specific embodiments. The specific implementation of the present invention is described below to facilitate the understanding of the present invention by those skilled in the art, but it should be clear that the present invention is not limited to the scope of the specific implementation. For those of ordinary skill in the art, as long as various changes are within the spirit and scope of the present invention defined and determined by the attached claims, these changes are obvious, and all inventions and creations using the concept of the present invention are protected.

[0042] like Figure 1 As shown, this embodiment provides a metal-fused high-load-bearing aircraft control surface, which integrates metal materials and ceramic-based composite materials, fully utilizing the performance advantages of the two materials, significantly improving the load-bearing capacity of the aircraft control surface, and also realizing the lightweight design of the aircraft control surface; it specifically includes:

[0043] Metal rudder shaft 1, metal flange assembly 2 and composite shaft box assembly 3;

[0044] Among them, a metal flange assembly 2 is connected to the metal rudder shaft 1, and the metal flange assembly 2 is wrapped with a composite shaft box assembly 3; the metal flange assembly 2 is fixed on the metal rudder shaft 1 as the main load-bearing component, and has a high connection strength with the metal rudder shaft 1; the metal flange assembly 2 is wrapped with a composite shaft box assembly 3, and the composite shaft box assembly 3 protects the metal flange assembly 2 through its own high temperature resistance and anti-oxidation properties, effectively suppressing the high-temperature oxidation and thermal fatigue problems of the metal flange assembly 2.

[0045] like Figure 2 and Figure 3As shown, the metal flange assembly 2 includes a first metal flange 21, a second metal flange 22 and a third metal flange 23. The centers of the first metal flange 21, the second metal flange 22 and the third metal flange 23 are respectively provided with a first through hole, a second through hole and a third through hole; the metal rudder shaft 1 is sequentially arranged to pass through the first through hole, the second through hole and the third through hole. The first metal flange 21, the second metal flange 22 and the third metal flange 23 are sequentially connected to the metal rudder shaft 1, and the stress of the metal rudder shaft 1 can be dispersed to the three metal flanges, so that each of them bears the stress of the metal rudder shaft 1 at different positions, thereby improving the connection strength between the entire metal flange assembly 2 and the metal rudder shaft 1.

[0046] The composite shaft box assembly 3 includes a first composite shaft box 31, a second composite shaft box 32 and a third composite shaft box 33. The first composite shaft box 31, the second composite shaft box 32 and the third composite shaft box 33 are respectively wrapped around the outside of the first metal flange 21, the second metal flange 22 and the third metal flange 23; this design can effectively ensure the stability between each composite shaft box and each metal flange, and can also protect each metal flange.

[0047] The first composite shaft box 31 includes a first box body 311 and a first connecting surface 312; the first box body 311 is wrapped around the first metal flange 21, and the thickness of the first box body 311 is 5 mm; the first connecting surface 312 is arranged in the first box body 311, and the thickness of the first connecting surface 312 is 6 mm; a first thermal insulation layer 211 is arranged between the first metal flange 21 and the first connecting surface 312; the first connecting surface 312, the first thermal insulation layer 211 and the first metal flange 21 are connected by a first bolt assembly 41.

[0048] The second composite shaft box 32 includes a second box body 321 and a second connecting surface 322; the second box body 321 is wrapped around the second metal flange 22, and the thickness of the second box body 321 is 5 mm; a second connecting surface 322 is provided in the second box body 321, and the thickness of the second connecting surface 322 is 10 mm; a second thermal insulation layer 221 is provided between the second metal flange 22 and the second connecting surface 322, and the second connecting surface 322, the second thermal insulation layer 221 and the second metal flange 22 are connected by a second bolt assembly 42.

[0049] The third composite shaft box 33 includes a third box body 331 and a third connecting surface 332; the third box body 331 is wrapped around the third metal flange 23, and the wall thickness of the third box body 331 is 5 mm; a third connecting surface 332 is arranged in the third box body 331, and the thickness of the third connecting surface 332 is 10 mm; a third thermal insulation layer 231 is arranged between the third metal flange 23 and the third connecting surface 332, and the third connecting surface 332, the third thermal insulation layer 231 and the third metal flange 23 are connected by a third bolt assembly 43.

[0050] Two first connecting edges 313 are respectively provided on both sides of the first box body 311, two second connecting edges 323 are respectively provided on both sides of the second box body 321, and two third connecting edges 333 are respectively provided on both sides of the third box body 331; one end of the second connecting edge 323 is connected to the first connecting edge 313, and the other end of the second connecting edge 323 is connected to the third connecting edge 333.

[0051] The first box body 311 is wrapped around the first metal flange 21, and the two structures have a high degree of structural matching, and are more stable when assembled together; and the first connection surface 312 in the first box body 311 and the first metal flange 21 are connected by the first bolt assembly 41, which strengthens the mechanical strength between the first composite shaft box 31 and the first connection surface 312, and ensures that there will be no looseness between the first composite shaft box 31 and the first connection surface 312 when complex situations such as vibration occur during high-speed flight. A first thermal insulation layer 211 is set between the first connection surface 312 of the composite material and the first metal flange 21. The first thermal insulation layer 211 can isolate the heat transfer between the first connection surface 312 and the first metal flange 21, avoiding the thermal deformation mismatch between the metal material and the ceramic-based composite material due to the difference in thermal expansion coefficients, which in turn causes the connection failure between the first composite shaft box 31 and the first connection surface 312.

[0052] The first bolt assembly 41 includes two bolts, which are respectively arranged in two bolt holes at both ends of the first metal flange 21; a first anti-loosening gasket 411 is also arranged on the contact surface between each bolt and the first connecting surface 312; since the internal space of the first composite shaft box 31 is narrow and only two small openings are reserved for the installation and tightening of fasteners, it is impossible to use anti-loosening wires for anti-loosening, so a first anti-loosening gasket 411 of a metal structure is designed; a strip groove is opened in the middle of the first anti-loosening gasket 411, and the nut of the bolt is embedded in the strip groove to prevent it from loosening.

[0053] The second bolt assembly 42 includes three bolts, two of which are located in two bolt holes at one end of the second metal flange 22; one bolt is located in a waist-shaped bolt hole at the other end of the second metal flange 22, and the waist-shaped bolt hole plays a limiting role, which can limit the bolt from moving in a direction perpendicular to the waist-shaped bolt hole; a metal gasket 421 is provided between the two bolts located at the same end of the second metal flange 22 and the second connecting surface 322.

[0054] The second bolt assembly 42 includes four bolts, which are distributed in pairs at both ends of the third metal flange 23; a metal gasket 421 is provided between the two bolts at the same end of the third metal flange 23 and the third connecting surface 332; a positioning pin 422 is provided in the middle of the metal gasket 421.

[0055] A 1 mm thermal stress release groove is provided in the middle of the metal gasket 421 ; the metal gasket 421 is in direct contact with the bolt and is severely heated, and the thermal stress release groove is provided thereon to release the stress generated inside the gasket after the gasket is deformed by heat.

[0056] like Figure 4 As shown, a first pin 212 is provided at the position where the first metal flange 21 is connected to the metal rudder shaft 1, and the first pin 212 is transversely arranged to penetrate the first metal flange 21 and the metal rudder shaft 1; the first pin 212 penetrates the first metal flange 21 and the metal rudder shaft 1 to limit the two, so as to ensure that the first metal flange 21 can rotate synchronously with the metal rudder shaft 1, thereby improving the connection stability between the two. A second pin 222 is provided at the position where the second metal flange 22 is connected to the metal rudder shaft 1, and the second pin 222 is transversely arranged to penetrate the second metal flange 22 and the metal rudder shaft 1. A third pin 232 is provided at the position where the third metal flange 23 is connected to the metal rudder shaft 1, and the third pin 232 is transversely arranged to penetrate the third metal flange 23 and the metal rudder shaft 1. The functions of the second pin 222 and the third pin 232 are similar to those of the first pin 212.

[0057] The metal rudder shaft 1 is in a tapered structure with a gradually decreasing diameter from the end connected to the third metal flange 23 to the end connected to the first metal flange 21; the apertures of the third through hole, the second through hole and the first through hole are adapted to successively reduce the diameter of the tapered structure.

[0058] Expansion deformation joints penetrating the first metal flange 21 are provided on both sides of the first through hole, expansion deformation joints penetrating the second metal flange 22 are provided on both sides of the second through hole, and expansion deformation joints penetrating the third metal flange 23 are provided on both sides of the third through hole; expansion deformation holes are provided at the bottom of each expansion deformation joint; expansion deformation joints are provided on each metal flange, and when the metal flange is deformed by heat during service, the expansion deformation joints can release the stress generated by the heat deformation of the metal flange by shrinking and deforming.

[0059] In this embodiment, the materials of the first metal flange 21, the second metal flange 22 and the third metal flange 23 are all GH4099 alloy; the metal rudder shaft 1 is prepared by GH4099 3D printing. The 3D printed metal rudder shaft 1 has high strength and is suitable for such parts with complex internal structures.

[0060] The materials of the first composite shaft box 31 , the second composite shaft box 32 and the third composite shaft box 33 are all ceramic-based composite materials.

[0061] The first heat insulation layer 211 , the second heat insulation layer 221 , and the third heat insulation layer 231 are all made of quartz-quartz material.

[0062] Those skilled in the art will appreciate that the embodiments herein are intended to help readers understand the principles of the present invention, and should be understood that the protection scope of the present invention is not limited to such specific statements and embodiments. Those skilled in the art can make various other specific variations and combinations that do not deviate from the essence of the present invention based on the technical revelations disclosed by the present invention, and these variations and combinations are still within the protection scope of the invention.

Claims

1. A metal-fused high-load-bearing aircraft control surface, characterized in that: include: A metal rudder shaft (1), wherein the metal rudder shaft (1) is connected to a metal flange assembly (2), and the metal flange assembly (2) is wrapped with a composite shaft box assembly (3).

2. The metal fusion high-load-bearing aircraft control surface according to claim 1, characterized in that: The metal flange assembly (2) comprises a first metal flange (21), a second metal flange (22) and a third metal flange (23); the centers of the first metal flange (21), the second metal flange (22) and the third metal flange (23) are respectively provided with a first through hole, a second through hole and a third through hole; the metal rudder shaft (1) is sequentially arranged to pass through the first through hole, the second through hole and the third through hole; The composite shaft box assembly (3) comprises a first composite shaft box (31), a second composite shaft box (32) and a third composite shaft box (33), wherein the first composite shaft box (31), the second composite shaft box (32) and the third composite shaft box (33) are respectively wrapped around the outside of the first metal flange (21), the second metal flange (22) and the third metal flange (23).

3. The metal fusion high-load-bearing aircraft control surface according to claim 2, characterized in that: The first composite shaft box (31) comprises a first box body (311), wherein the first box body (311) is wrapped around the first metal flange (21); a first connection surface (312) is provided inside the first box body (311); a first heat insulation layer (211) is provided between the first metal flange (21) and the first connection surface (312); the first connection surface (312), the first heat insulation layer (211) and the first metal flange (21) are connected by a first bolt assembly (41); The second composite shaft box (32) comprises a second box body (321), wherein the second box body (321) is wrapped around the second metal flange (22); a second connection surface (322) is provided inside the second box body (321); a second heat insulation layer (221) is provided between the second metal flange (22) and the second connection surface (322); the second connection surface (322), the second heat insulation layer (221) and the second metal flange (22) are connected via a second bolt assembly (42); The third composite shaft box (33) comprises a third box body (331), wherein the third box body (331) is wrapped around the outside of the third metal flange (23); a third connection surface (332) is arranged in the third box body (331); a third heat insulation layer (231) is arranged between the third metal flange (23) and the third connection surface (332); the third connection surface (332), the third heat insulation layer (231) and the third metal flange (23) are connected by a third bolt assembly (43); Two first connecting edges (313) are respectively provided on both sides of the first box body (311), two second connecting edges (323) are respectively provided on both sides of the second box body (321), and two third connecting edges (333) are respectively provided on both sides of the third box body (331); one end of the second connecting edge (323) is connected to the first connecting edge (313), and the other end of the second connecting edge (323) is connected to the third connecting edge (333).

4. The metal-fused high-load-bearing aircraft control surface according to claim 3, characterized in that: The first bolt assembly (41) comprises two bolts, which are respectively arranged in two bolt holes at two ends of the first metal flange (21); a first anti-loosening gasket (411) is also arranged on the contact surface between each bolt and the first connecting surface (312); The second bolt assembly (42) comprises three bolts, two of which are located in two bolt holes at one end of the second metal flange (22), and one bolt is located in a bolt hole at the other end of the second metal flange (22); a metal gasket (421) is provided between the two bolts located at the same end of the second metal flange (22) and the second connecting surface (322); The second bolt assembly (42) comprises four bolts, which are distributed in pairs at both ends of the third metal flange (23); a metal gasket (421) is provided between the two bolts at the same end of the third metal flange (23) and the third connecting surface (332); and a positioning pin (422) is provided in the middle of the metal gasket (421).

5. The metal-fused high-load-bearing aircraft control surface according to claim 4, characterized in that: A thermal stress release groove is provided in the middle of the metal gasket (421).

6. The metal-fused high-load-bearing aircraft control surface according to claim 3, characterized in that: A first pin shaft (212) is provided at a position where the first metal flange (21) is connected to the metal rudder shaft (1), and the first pin shaft (212) is arranged to penetrate the first metal flange (21) and the metal rudder shaft (1) transversely; A second pin shaft (222) is provided at a position where the second metal flange (22) is connected to the metal rudder shaft (1), and the second pin shaft (222) is arranged to penetrate the second metal flange (22) and the metal rudder shaft (1) transversely; A third pin shaft (232) is provided at the position where the third metal flange (23) is connected to the metal rudder shaft (1), and the third pin shaft (232) is arranged to penetrate the third metal flange (23) and the metal rudder shaft (1) transversely.

7. The metal fusion high-load-bearing aircraft control surface according to claim 3, characterized in that: The metal rudder shaft (1) presents a tapered structure with a gradually decreasing diameter from one end connected to the third metal flange (23) to one end connected to the first metal flange (21); the apertures of the third through hole, the second through hole and the first through hole are adapted to successively decrease in diameter according to the tapered structure.

8. The metal fusion high-load-bearing aircraft control surface according to claim 3, characterized in that: Expansion and deformation joints penetrating the first metal flange (21) are provided on both sides of the first through hole, expansion and deformation joints penetrating the second metal flange (22) are provided on both sides of the second through hole, and expansion and deformation joints penetrating the third metal flange (23) are provided on both sides of the third through hole; and a expansion and deformation hole is provided at the bottom of each expansion and deformation joint.

9. The metal-fused high-load-bearing aircraft control surface according to any one of claims 2 to 8, characterized in that: The first metal flange (21), the second metal flange (22) and the third metal flange (23) are all made of GH4099 alloy; The materials of the first composite shaft box (31), the second composite shaft box (32) and the third composite shaft box (33) are all ceramic-based composite materials.

10. The metal fused high-load-bearing aircraft control surface according to any one of claims 3 to 8, characterized in that: The first heat insulation layer (211), the second heat insulation layer (221) and the third heat insulation layer (231) are all made of quartz-quartz material.

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