An electrostatic hydraulic motor actuator for driving the control surface of thin-wing aircraft

Abstract

The present invention belongs to the field of aircraft technology, and specifically is an electrostatic motor actuator for driving the rudder of a thin-wing aircraft. It includes a plurality of vane motor actuators, which are arranged at intervals along the axial direction of the blade shaft of the vane motor actuator, and a spacing is reserved between two adjacent vane motor actuators. The spacing is used to evenly distribute the rudder connection ports between adjacent vane motor actuators, and the rudder connection ports are coaxially arranged with the vane motor actuators; a motor pump assembly, and the oil outlet port and the oil inlet port of the motor pump assembly are respectively connected to the oil inlet and the oil outlet on the vane motor actuator. The design of the actuator is in line with the limited space conditions inside the thin-wing aircraft, and it works in parallel mode, which can achieve high torque in a limited space, and the torque load of the shaft system can be evenly distributed through multi-section connection.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft, and in particular relates to an electrostatic hydraulic motor actuator for driving a control surface of a thin-wing aircraft. Background Art

[0002] With the continuous development of aviation technology, the new generation of thin-wing aircraft has become a research hotspot and development direction in the aviation field due to its advantages in aerodynamic performance, fuel efficiency, etc. However, the special design of thin-wing aircraft puts extremely stringent requirements on the layout and structure of its internal equipment.

[0003] The control of the main control surface of traditional aircraft mainly relies on linear actuators represented by hydraulic cylinders. Although this type of actuator has the advantages of simple structure, low processing cost and stable performance, it has exposed many problems when applied to thin-wing aircraft. Since it needs to convert linear motion into rotational motion through a rocker arm structure, and the large installation space required for the rocker arm, the aircraft surface has to be equipped with a fairing bulge to accommodate the relevant structure. However, this bulging fairing is contrary to the design concept of thin-wing aircraft, seriously destroying the streamlined shape of the aircraft, increasing air resistance, reducing the aircraft's flight performance and fuel efficiency, and cannot meet the needs of the new generation of thin-wing aircraft for efficient flight.

[0004] For example, in the related art, a double rocker arm transmission mechanism is suitable for the movable control surface of an aircraft, wherein the movable control surface of the aircraft is rotatably connected to the aircraft body and can perform a yaw motion around the rotation point between it and the aircraft body with the aid of the double rocker arm transmission mechanism, including a rocker arm, a connecting rod, an auxiliary rocker arm, a linear servo actuator, a first base, and a second base, wherein the rocker arm is fixedly mounted on the movable control surface; the first end of the connecting rod is hinged to the rocker arm, and the second end is hinged to the auxiliary rocker arm; the auxiliary rocker arm is further hinged to the second base, and the second base is fixed to the aircraft body; the first end of the linear servo actuator is hinged to the auxiliary rocker arm, and the second end is hinged to the first base, and the first base is fixed to the aircraft body. It can be seen that it needs to convert the linear motion into rotational motion through the rocker arm structure.

[0005] Based on this, the present invention provides an electrostatic hydraulic motor actuator for driving the control surface of a thin-wing aircraft to overcome the above-mentioned defects. Summary of the invention

[0006] The object of the present invention is to provide an electrostatic-hydraulic motor actuator for driving the control surfaces of thin-wing aircraft. The design of the electrostatic-hydraulic motor actuator is consistent with the limited space conditions inside the thin-wing aircraft, avoiding occupying too much internal space and effectively ensuring the compactness of the internal structure of the aircraft. In addition, multiple blade motor actuators work in parallel mode to achieve high torque in a limited space, and the torque load of the shaft system can be evenly distributed through multi-section connection.

[0007] The present invention adopts the following technical solution: an electrostatic hydraulic motor actuator for driving a thin-wing aircraft control surface, comprising:

[0008] A plurality of blade motor actuators, wherein the plurality of blade motor actuators are arranged at intervals along the axial direction of the blade shaft of the blade motor actuator, and a spacing is reserved between two adjacent blade motor actuators, and the spacing is used to evenly distribute the rudder surface connection ports between the adjacent blade motor actuators, and the rudder surface connection ports are coaxially arranged with the blade motor actuators;

[0009] A motor pump assembly, wherein the oil outlet port and the oil inlet port of the motor pump assembly are respectively communicated with the oil inlet port and the oil outlet port on the vane motor actuator.

[0010] Furthermore, connecting splines are fixedly installed at both ends of each of the blade motor actuators, and are fixedly connected to the rudder surface connecting port through the connecting splines.

[0011] Furthermore, the vane motor actuator includes a vane shaft and a cylinder assembly sleeved on the vane shaft;

[0012] The blade shaft comprises a blade shaft body and N moving blades evenly distributed along the circumference of the blade shaft body, wherein N is a positive integer greater than or equal to 2;

[0013] The cylinder assembly is provided with stator blades equal in number to the moving blades, N of the stator blades are evenly arranged along the circumference of the inner wall of the cylinder assembly, and the N of the stator blades and the moving blades are arranged alternately, dividing the interior of the cylinder assembly into 2N chambers, including N first chambers and N second chambers, and the first chambers and the second chambers are alternately arranged as working chambers for oil, the N first chambers are connected through through holes, and the N second chambers are connected through through holes.

[0014] Furthermore, the electrostatic hydraulic motor actuator further comprises a flow distribution shaft, which is coaxially fixed with the blade shaft and penetrates through the blade shafts of the plurality of vane motor actuators, and the flow distribution shaft is provided with an oil inlet channel and an oil outlet channel;

[0015] The oil inlet passage is communicated with the first chamber of each vane motor actuator respectively, and the oil outlet passage is communicated with the second chamber of each vane motor actuator respectively;

[0016] The oil inlet and the oil outlet are provided on only one of the vane motor actuators. The oil inlet is communicated with the first chamber of the vane motor actuator, and the oil outlet is communicated with the second chamber of the vane motor actuator.

[0017] Furthermore, the flow distribution shaft has a segmented structure, and the number of its segments is consistent with the number of the vane motor actuators;

[0018] Two annular grooves are provided on the outer wall of each section of the distribution shaft, and the two annular grooves are arranged along the axial direction of the distribution shaft. One of the annular grooves is provided with a connecting hole connected to the oil inlet channel, and the annular groove is connected to the N first chambers of the corresponding vane motor actuator; the other annular groove is provided with a connecting hole connected to the oil outlet channel, and the annular groove is connected to the N second chambers of the corresponding vane motor actuator.

[0019] Furthermore, three mutually spaced sealing components are arranged on the outer wall of each section of the distribution shaft, and the annular groove is formed between two adjacent sealing components;

[0020] The sealing component comprises two annular protrusions which surround the outer wall of the distribution shaft and are spaced apart from each other. A receiving groove is formed between the two annular protrusions, and a sealing ring is installed in the receiving groove.

[0021] Furthermore, an angle sensor is installed at one end of the distribution shaft, a housing of the angle sensor is fixed on the fuselage, and a rotating shaft of the angle sensor is coaxially fixed with the distribution shaft.

[0022] Further, the hydraulic control system of the motor pump assembly includes a servo motor, a bidirectional hydraulic pump, a booster tank, and a mode switching valve;

[0023] Wherein, the servo motor is connected to the bidirectional hydraulic pump, and outputs corresponding flow according to the rotation speed and rotation direction of the servo motor;

[0024] The first oil delivery port of the bidirectional hydraulic pump is communicated with the first port of the mode conversion valve through a first hydraulic pipeline, and the second oil delivery port of the bidirectional hydraulic pump is communicated with the third port of the mode conversion valve through a second hydraulic pipeline;

[0025] The second port and the fourth port of the mode switching valve are respectively connected to the oil inlet and the oil outlet on the vane motor actuator through hydraulic pipelines;

[0026] The mode conversion valve is used for switching the working mode of the electrostatic motor actuator, and has a working mode and a fault mode; when the mode conversion valve is in the working mode, the first port and the second port, the third port and the fourth port of the mode conversion valve are in a conducting state; when the mode conversion valve is in the fault mode, the first port and the second port, the third port and the fourth port of the mode conversion valve are in a cut-off state.

[0027] Furthermore, the hydraulic control system of the motor pump assembly also includes a boost oil tank, which is connected to the leakage port of the bidirectional hydraulic pump through a hydraulic pipeline, and a one-way valve is provided on the hydraulic pipeline between the boost oil tank and the leakage port of the bidirectional hydraulic pump, and the oil flows in a direction from the leakage port of the bidirectional hydraulic pump to the boost oil tank;

[0028] And / or, the hydraulic control system of the motor pump assembly also includes a first overflow valve and a second overflow valve, the first interface and the second interface of the first overflow valve are connected to the first hydraulic pipeline and the boost oil tank through pipelines, respectively, and the first interface and the second interface of the second overflow valve are connected to the second hydraulic pipeline and the boost oil tank through pipelines, respectively.

[0029] Further, the boost oil tank is connected to the oil inlet on the vane motor actuator through a first oil replenishment pipeline, and the boost oil tank is also connected to the oil outlet on the vane motor actuator through a second oil replenishment pipeline, a first anti-cavitation valve is provided on the first oil replenishment pipeline, and the oil flows in a direction from the boost oil tank to the oil inlet on the vane motor actuator, and a second anti-cavitation valve is provided on the second oil replenishment pipeline, and the oil flows in a direction from the boost oil tank to the oil outlet on the vane motor actuator;

[0030] And / or, the hydraulic control system of the motor pump assembly also includes a third anti-cavitation valve and a fourth anti-cavitation valve, the first interface and the second interface of the third anti-cavitation valve are respectively connected to the first oil delivery port of the boost tank and the bidirectional hydraulic pump through pipelines, and the oil flow direction is from the first interface of the third anti-cavitation valve to the second interface of the third anti-cavitation valve, the first interface and the second interface of the fourth anti-cavitation valve are respectively connected to the second oil delivery port of the boost tank and the bidirectional hydraulic pump through pipelines, and the oil flow direction is from the first interface of the fourth anti-cavitation valve to the second interface of the fourth anti-cavitation valve.

[0031] Compared with the prior art, the present invention has the following beneficial effects:

[0032] In this electrostatic hydraulic motor actuator, multiple vane motor actuators are spaced apart along the axial direction of the vane shaft of the vane motor actuator, and the rudder connection port is coaxially arranged with the vane motor actuator. This design is in line with the limited space conditions inside the thin-wing aircraft, avoiding occupying too much internal space and effectively ensuring the compactness of the aircraft's internal structure. At the same time, since there is no need to set a fairing bulge on the aircraft surface due to structural problems like traditional actuators, the aircraft shape can be more in line with the design requirements of the ultra-thin airfoil, thereby greatly reducing air resistance. This not only improves the aircraft's flight performance, but also significantly improves fuel efficiency, providing strong support for the aircraft's efficient flight.

[0033] At the same time, the coaxial setting of the rudder connection port and the vane motor actuator plays a key role in the stability of the rudder drive. In the process of power transmission from the vane motor actuator to the rudder, the coaxial structure can ensure uniform force distribution, greatly reducing the problems of torque deviation, vibration and wear caused by different axes. This makes the rudder more stable and precise during rotation, provides reliable protection for the aircraft's flight attitude control, and effectively improves flight safety and controllability.

[0034] In addition, multiple vane motor actuators work in parallel mode. In a limited space, they can effectively add torque and fully meet the powerful power required for driving the control surfaces of thin-wing aircraft. At the same time, through the multi-section connection method, the torque load of the shaft system can be evenly distributed, avoiding damage to a single actuator due to excessive torque, thereby significantly improving the reliability and service life of the actuator and reducing maintenance costs and failure risks. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0036] Figure 1 The overall structure of the electrostatic hydraulic motor actuator used for driving the control surface of a thin-wing aircraft according to a specific embodiment of the present invention is shown in FIG. Figure 1 ;

[0037] Figure 2 The overall structure of the electrostatic hydraulic motor actuator used for driving the control surface of a thin-wing aircraft according to a specific embodiment of the present invention is shown in FIG. Figure 2 ;

[0038] Figure 3 for Figure 1 Partial section view Figure 1 ;

[0039] Figure 4 for Figure 1 Partial section view Figure 2 ;

[0040] Figure 5 for Figure 1 Schematic diagram of the center flow distribution shaft structure;

[0041] Figure 6 for Figure 5 A top view of

[0042] Figure 7 for Figure 5 A cross-sectional view of

[0043] Figure 8 It is a hydraulic principle diagram of the motor pump assembly in a specific embodiment of the present invention;

[0044] Fig. 9 for Figure 1 Schematic diagram of the structure of the middle blade motor actuator;

[0045] Among them: distribution shaft 1, oil inlet channel 10, oil outlet channel 11, annular groove 12, annular protrusion 13, accommodating groove 14, connecting hole 15; vane motor actuator 2, oil inlet 20, oil outlet 21, vane shaft 22, vane shaft body 221, moving blade 222, cylinder assembly 23, fixed blade 231, interface part 24, vertical part 241, plane part 242, through hole 25; motor pump assembly 3, servo motor 30, bidirectional hydraulic pump 31, booster tank 32, mode conversion valve 33, one-way valve 34, first anti-cavitation valve 35, second anti-cavitation valve 36, third anti-cavitation valve 37, fourth anti-cavitation valve 38, overflow valve 39; connecting spline 4; angle sensor 5, housing 50, sensor rotating shaft 51. DETAILED DESCRIPTION

[0046] The following will be combined with the accompanying drawings in the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work belong to the protection scope of the present invention.

[0047] The following is combined with Figure 1 To Attachment Fig. 9 And specific embodiments, the present invention is described in detail:

[0048] like Figure 1-9 As shown, the present invention provides an electrostatic hydraulic motor actuator for driving a thin-wing aircraft control surface, which comprises:

[0049] A plurality of blade motor actuators 2, wherein the plurality of blade motor actuators 2 are arranged at intervals along the axial direction of the blade shaft 22 of the blade motor actuator 2, and a spacing is reserved between two adjacent blade motor actuators 2, and the spacing is used to evenly distribute the rudder surface connection ports between the adjacent blade motor actuators 2, and the rudder surface connection ports are coaxially arranged with the blade motor actuator 2;

[0050] The motor pump assembly 3, the oil outlet port and the oil inlet port of the motor pump assembly 3 are respectively connected to the oil inlet 20 and the oil outlet 21 on the vane motor actuator 2 to form an oil circulation loop to drive the vane motor actuator 2 to operate. The motor pump assembly 3 is the power source of the entire actuator. When the motor pump assembly 3 is working, the oil is sucked from the oil storage device such as the oil tank, the oil is pressurized through the internal pump body, and then the oil with a certain pressure and flow is output from the oil outlet port. It should be noted that the oil outlet port and the oil inlet port of the motor pump assembly 3 can be connected to the oil inlet 20 and the oil outlet 21 on multiple vane motor actuators 2, or can be connected to the oil inlet 20 and the oil outlet 21 on only one vane motor actuator 2.

[0051] The electrostatic hydraulic motor actuator of the present invention has a general working principle:

[0052] Oil intake process: The motor pump assembly 3 serves as a power source. The oil output from its oil outlet port is transported to multiple vane motor actuators 2. The oil entering the vane motor actuator 2 drives the internal moving blades and other structures to operate, successfully converting hydraulic energy into mechanical energy, causing the vane motor actuator 2 to rotate, and then driving the rudder surface to move in one direction.

[0053] Oil return process: The oil in the vane motor actuator 2 flows out through the oil outlet 21 of the vane motor actuator 2 and finally returns to the oil inlet port of the motor pump assembly 3, thus completing a complete oil circulation loop to provide guarantee for continuous driving.

[0054] The first oil delivery port and the second oil delivery port of the bidirectional hydraulic pump 31 of the motor pump assembly 3 both have bidirectional functions, which can realize both oil inlet and oil outlet operations; that is, the oil outlet port of the motor pump assembly 3 can also be the oil inlet port, and the oil inlet port can also be the oil outlet port. At this time, the rudder surface can move in opposite directions.

[0055] In the electrostatic hydraulic motor actuator, multiple vane motor actuators 2 are spaced apart along the axial direction of the vane shaft 22 of the vane motor actuator 2, and the rudder connection port is coaxially arranged with the vane motor actuator 2. This design is in line with the limited space conditions inside the thin-wing aircraft, avoiding occupying too much internal space, and effectively ensuring the compactness of the internal structure of the aircraft. At the same time, since there is no need to set a fairing bulge on the aircraft surface due to structural problems like traditional actuators, the aircraft shape can be more in line with the design requirements of the ultra-thin airfoil, thereby greatly reducing air resistance. This not only improves the flight performance of the aircraft, but also significantly improves fuel efficiency, providing strong support for the efficient flight of the aircraft.

[0056] At the same time, the coaxial setting of the rudder connection port and the blade motor actuator 2 plays a key role in the stability of the rudder drive. In the process of power transmission from the blade motor actuator 2 to the rudder, the coaxial structure can ensure uniform force distribution, greatly reducing the problems of torque deviation, vibration and wear caused by different axes. This makes the rudder more stable and precise during rotation, provides reliable protection for the flight attitude control of the aircraft, and effectively improves flight safety and controllability.

[0057] In addition, multiple blade motor actuators 2 work in parallel mode. In a limited space, they can effectively add torque and fully meet the powerful power required for driving the control surface of thin-wing aircraft. At the same time, through the multi-section connection method, the torque load of the shaft system can be evenly distributed, avoiding damage to a single actuator due to excessive torque, thereby significantly improving the reliability and service life of the actuator and reducing maintenance costs and failure risks.

[0058] Furthermore, in some specific embodiments, Figure 2 , 3 As shown, a connecting spline 4 is fixedly installed at both ends of each of the blade motor actuators 2, and is fixedly connected to the rudder surface connection port through the connecting spline 4. The structural characteristics of the connecting spline 4 enable it to provide multiple tooth surfaces to mesh with each other when it is fixedly connected to the rudder surface connection port. Compared with other simple connection methods, the spline connection has a larger contact area and can withstand greater torque and shear force, ensuring that the connection between the blade motor actuator 2 and the rudder surface is firm and reliable. During the flight of the aircraft, even if it is subjected to complex external forces, it is not easy to loosen or fall off, thereby ensuring the stability of the rudder surface drive system. At the same time, the spline connection has high centering accuracy, which can ensure the coaxiality between the blade motor actuator 2 and the rudder surface, reduce energy loss and vibration caused by different axes, improve the efficiency of power transmission, and enable the torque generated by the blade motor actuator 2 to be more directly and effectively transmitted to the rudder surface, thereby achieving precise control of the rudder surface and facilitating the precise adjustment of the aircraft's flight attitude. In addition, the standardized design of the connecting spline 4 enables it to quickly and accurately cooperate with the rudder surface connection port during installation, reducing the difficulty and time cost of installation.

[0059] Furthermore, in some specific embodiments, Figure 1 , 2As shown, the motor pump assembly 3 is connected to the vane motor actuator 2 through a soft hydraulic pipeline, and a radial sealing flange connection is used at the connection interface. Compared with hard pipelines, soft hydraulic pipelines can effectively absorb the vibration and impact generated during the operation of the motor actuator, ensuring the reliability and stability of the entire system. The radial sealing flange connection is used at the connection interface, and the flange gap is filled by the extrusion deformation of the sealing element in the radial direction, effectively preventing oil leakage. This sealing method can withstand higher pressures and maintain good sealing performance under vibration and impact environments, reducing hydraulic oil losses and system failures caused by leakage, and improving the work efficiency and safety of the system.

[0060] Furthermore, in some specific embodiments, Figure 3 , 4 As shown, the vane motor actuator 2 includes a vane shaft 22 and a cylinder assembly 23 sleeved and mounted on the vane shaft 22 to form the vane motor actuator 2.

[0061] The blade shaft 22 includes a blade shaft body 221 and N moving blades 222 evenly distributed along the circumference of the blade shaft body 221 , wherein N is a positive integer greater than or equal to 2.

[0062] The cylinder assembly 23 is provided with fixed blades 231 equal in number to the moving blades 222, and the N fixed blades 231 are evenly arranged along the circumference of the inner wall of the cylinder assembly 23, and the N fixed blades 231 and the moving blades 222 are arranged alternately, dividing the interior of the cylinder assembly 23 into 2N chambers, including N first chambers and N second chambers, and the first chambers and the second chambers are alternately arranged as working chambers for oil; the N first chambers are connected through the through hole 25, and the N second chambers are connected through the through hole 25, and the through holes connecting the N first chambers and the through holes connecting the N second chambers are arranged at intervals along the axial direction of the blade shaft 22. As an example, Figure 4 As shown, a three-vane motor can be used, that is, N is 3, and each vane motor actuator 2 has 6 working chambers, which are marked as A1, A2, A3, B1, B2, and B3, respectively, wherein A1, A2, and A3 are the aforementioned first chambers, and each first chamber is connected through a through hole 25. Figure 4Only the situation where A1, A2, and A3 are connected is shown, and B1, B2, and B3 are the aforementioned second chambers. The second chambers are connected through through holes, and the plane where the longitudinal sections of the through holes connecting the first chambers are located and the plane where the longitudinal sections of the through holes connecting the second chambers are located are arranged at intervals along the axial direction of the blade shaft 22; no matter whether the oil is input into the A1, A2, and A3 chambers or into the B1, B2, and B3 chambers, the movable blades 222 in the figure will drive the blade shaft 22 to rotate in the cylinder assembly 23 under the action of the high-pressure oil, and the rotation direction is divided into clockwise rotation and counterclockwise rotation, and the fixed blades 231 will limit the rotation angle of the movable blades 222, so that the movable blades 222 can realize continuous switching between clockwise and counterclockwise rotation.

[0063] More specifically, Figure 1-4 As shown, an interface member 24 for fixed connection with the fuselage is provided on the outer wall surface of one side of each cylinder assembly 23; wherein, the interface member 24 includes a vertical portion 241 vertically fixed to the outer wall surface of the cylinder assembly 23, and a plane portion 242 fixedly installed on the vertical portion 241, and the plane portions 242 on each cylinder assembly 23 are all in the same plane position, which is convenient for installation and positioning. At the same time, the same plane design makes the connection between the cylinder assembly 23 and the fuselage more regular, which is conducive to the reasonable arrangement of other components in a limited space, improves the utilization rate of the internal space of the aircraft, and makes the entire aircraft structure more compact and reasonable.

[0064] Furthermore, in some more specific embodiments, such as Figure 3-7 As shown, the electrostatic motor actuator also includes a distribution shaft 1, which is coaxially fixed with the blade shaft 22 and passes through multiple blade shafts 22 of the vane motor actuator 2. The distribution shaft 1 is provided with an oil inlet channel 10 for oil inflow and an oil outlet channel 11 for oil outflow.

[0065] The oil inlet channel 10 is respectively connected to the first chamber of each vane motor actuator 2. The oil inlet channel 10 is connected to the first chamber of each vane motor actuator 2. After the oil enters from the oil inlet 20, it can quickly reach each first chamber to drive the moving blades to operate. At the same time, the oil outlet channel 11 is respectively connected to the second chamber of each vane motor actuator 2; the oil outlet channel 11 is connected to the second chamber of each vane motor actuator 2. The oil after working can be collected in an orderly manner and flow out through the oil outlet 21 to ensure the stable operation of the system.

[0066] The oil inlet 20 and the oil outlet 21 are provided on only one of the vane motor actuators 2, the oil inlet 20 is communicated with the first chamber of the vane motor actuator 2, and the oil outlet 21 is communicated with the second chamber of the vane motor actuator 2. The oil inlet 20 and the oil outlet 21 are provided on only one of the vane motor actuators 2, which reduces the complexity of the external pipeline connection, makes the overall layout of the actuator more concise, and is convenient for installation and maintenance. At the same time, the concise oil circuit design reduces leakage points and potential faults, and improves the reliability of the system.

[0067] Preferably, the number of the vane motor actuators 2 is not less than three, and the oil inlet 20 and the oil outlet 21 are arranged on the vane motor actuator 2 near the middle position. The oil inlet 20 and the oil outlet 21 are arranged near the middle position, so that the oil can be quickly delivered to the cylinder assemblies 23 on both sides under the action of pressure. Since the oil transmission distance is relatively balanced, the cylinder assemblies on both sides can be quickly filled to ensure that each blade shaft obtains power synchronously, reduce the start-up delay, and improve the response speed of the entire actuator. Compared with setting the oil inlet 20 and the oil outlet 21 at the end, the design of the center position shortens the average path of the oil to each cylinder assembly 23, reduces the flow resistance of the oil in the pipeline, reduces energy loss, and improves the working efficiency of the hydraulic system.

[0068] More preferably, the number of the vane motor actuators 2 is an odd number greater than or equal to three. When working, oil intake from the middle position can ensure that the blade shafts 22 on both sides are evenly stressed during the working process, making the power output more stable, which is conducive to the precise control of the aircraft control surface and ensuring the stability of the flight attitude. In this embodiment, three vane motor actuators 2 are provided, and the vane motor actuator 2 in the middle position is provided with an oil inlet 20 and an oil outlet 21.

[0069] Furthermore, in some more specific embodiments, Figure 5-7 As shown, the distribution shaft 1 is a segmented structure, and the number of its segments is consistent with the number of the vane motor actuators 2.

[0070] Two annular grooves 12 are provided on the outer wall of each section of the distribution shaft 1. The two annular grooves 12 are arranged along the axial direction of the distribution shaft 1. A connecting hole 15 communicating with the oil inlet channel 10 is provided on one of the annular grooves 12. The annular groove 12 is connected to the N first chambers of the corresponding vane motor actuator 2. The other annular groove 12 is provided with a connecting hole 15 communicating with the oil outlet channel 11. The annular groove 12 is connected to the N second chambers of the corresponding vane motor actuator. Through the provision of the annular grooves 12 and the connecting holes 15, the oil in the oil inlet channel 10 can be accurately distributed to the N first chambers of the corresponding vane motor actuator 2, and the oil in the second chamber can also be accurately collected to the oil outlet channel 11 when the oil is discharged, so as to ensure the coordinated operation of each actuator.

[0071] More specifically, three sets of mutually spaced sealing components are arranged on the outer wall of each section of the distribution shaft 1, and an annular groove 12 is formed between two adjacent sealing components.

[0072] The sealing assembly comprises two annular protrusions 13 surrounding the outer wall of the distribution shaft 1 and spaced apart from each other. A receiving groove 14 is formed between the two annular protrusions 13 , and a sealing ring is installed in the receiving groove 14 .

[0073] Since there is an annular groove 12 on each section of the distribution shaft 1, when the motor pump assembly 3 delivers the oil to the distribution shaft 1 through the oil inlet 20 and enters the oil inlet channel 10 through the annular groove 12, the oil can also flow to the first chamber of the corresponding cylinder assembly 23 through the annular groove 12, and push the blade shaft 22 to rotate and do work. In this process, a receiving groove 14 is formed between the two annular protrusions 13 in the sealing assembly. The sealing ring installed in the receiving groove 14 prevents the oil from leaking from the annular groove 12 when the distribution shaft 1 and the cylinder assembly 23 move relative to each other. After being squeezed by the oil pressure and the inner wall of the cylinder assembly 23, the sealing ring will undergo elastic deformation and fit tightly to the outer wall of the distribution shaft 1 and the inner wall of the cylinder assembly 23, thereby achieving a good sealing effect, ensuring that the oil can only flow along the predetermined path, and providing stable power for the blade shaft 22.

[0074] When the oil needs to flow back to the motor pump assembly 3 through the oil outlet channel 11. Similarly, the sealing assembly will prevent the oil from leaking to other areas during the oil return process, ensuring that the oil can flow out smoothly from the oil outlet 21. The sealing assemblies on each section of the distribution shaft 1 work together to ensure that the oil inlet and oil return processes are independent of each other and do not interfere with each other, maintaining the normal circulation of the entire hydraulic system.

[0075] Further, in some specific embodiments, such as Figure 2-3As shown, an angle sensor 5 is installed at one end of the distribution shaft 1. The angle sensor 5 includes a shell 50 and a sensor rotating shaft 51 installed on the shell 50. The sensor rotating shaft 51 is coaxially fixedly connected to the distribution shaft 1, and is used to detect the rotation angle of the blade shaft in the vane motor actuator 2. The shell 50 is fixedly mounted on the fuselage to achieve the installation of the angle sensor 5. The control system determines the actual position and rotation state of the rudder based on these angle values, and compares them with the preset flight control instructions. If there is a deviation, the control system will send a corresponding adjustment signal to control the working state of the motor pump assembly 3, and then adjust the action of the vane motor actuator 2 to achieve precise control of the rudder and ensure that the aircraft flies according to the predetermined flight trajectory.

[0076] The electrostatic hydraulic motor actuator used for driving the control surface of a thin-wing aircraft in the present invention generally works as follows:

[0077] The oil inlet circuit is as follows: the oil flows in from the oil inlet 20 on the middle cylinder assembly 23, enters the first chamber of the middle vane motor actuator closest to the oil inlet 20, and is diverted by the annular groove 12 on the distribution shaft 1. A part of the oil flows into the oil inlet channel 10 on the distribution shaft 1 through the annular groove 12, and is used to be transported to the vane motor actuators 2 on both sides, so as to realize the oil inlet communication between the multiple vane motor actuators 2; the oil entering the vane motor actuators 2 on both sides is distributed to the respective first chambers through the oil inlet channel 10, so as to drive the moving blades 222 of the respective vane motor actuators 2 to rotate; the other part of the oil enters the other first chamber of the middle vane motor actuator 2 itself through the annular groove 12 of the distribution shaft 1, so as to drive the moving blades of the middle vane motor actuator 2 to rotate, thus forming an oil inlet circuit;

[0078] The oil outlet circuit is set in the opposite way. Specifically, the oil outlet circuit is the oil of the vane motor actuators 2 on both sides, which flows out from their respective second chambers, and these oils converge into the oil outlet channel 11 of the distribution shaft 1. Due to the connecting function of the annular groove 12 on the distribution shaft 1, the oil flows toward the middle vane motor actuator 2 through the annular groove 12. At the same time, the other second chamber of the middle vane motor actuator 2 and the oil gathered from both sides through the oil outlet channel 11 pass through the annular groove 12 at the corresponding position of the middle vane motor actuator 2. Then, the oil in the annular groove 12 flows out through the second chamber and the oil outlet 21 of the middle vane motor actuator 2 closest to the oil outlet 21, completing the entire oil outlet circuit, and the outflowing oil returns to the motor pump assembly 3.

[0079] During operation, the oil flows in from the oil inlet 20 of the middle cylinder assembly 23, is divided through the annular groove 12 of the distribution shaft 1, and is quickly and evenly delivered to each vane motor actuator 2, shortening the oil path to the actuators on both sides, reducing flow time and energy loss, improving oil inlet efficiency, allowing multiple actuators to start quickly and synchronously, and speeding up the response speed of the entire hydraulic system. When the oil is discharged, the oil of the actuators on both sides is gathered to the middle through the oil outlet channel 11 and the annular groove 12 of the distribution shaft 1, and flows out from the middle oil outlet 21. This reverse symmetrical design ensures smooth oil discharge, allowing the oil to efficiently return to the motor pump assembly 3, preparing for the next cycle, and further improving the overall working efficiency of the hydraulic system.

[0080] At the same time, the oil inlet circuit ensures that the oil enters the first chamber of each blade motor actuator 2 simultaneously and evenly, pushing the moving blades 222 to rotate, allowing multiple actuators to work synchronously and output stable and balanced power, ensuring smooth and accurate driving of the rudder surface, which is beneficial to the stable control of the aircraft's flight attitude.

[0081] In addition, multiple vane motor actuators 2 are interconnected through the oil inlet and outlet circuits to form a redundant structure. When a group of actuators fails, other actuators can still achieve oil supply or discharge through the circuit to maintain basic working capacity and improve system fault tolerance and reliability.

[0082] Furthermore, in some specific embodiments, Figure 8 As shown, the hydraulic control system of the motor pump assembly 3 includes a servo motor 30 , a bidirectional hydraulic pump 31 , a booster oil tank 32 , and a mode switching valve 33 .

[0083] The servo motor 30 is connected to the bidirectional hydraulic pump 31, and the servo motor 30 provides power for the entire system and drives the bidirectional hydraulic pump 31 to operate. The bidirectional hydraulic pump 31 outputs a corresponding flow rate according to the rotation speed and rotation direction of the servo motor 30.

[0084] The first oil delivery port of the bidirectional hydraulic pump 31 is connected to the first port A of the mode switching valve 33 through the first hydraulic pipeline, and the second oil delivery port of the bidirectional hydraulic pump 31 is connected to the third port C of the mode switching valve 33 through the second hydraulic pipeline.

[0085] The second port B and the fourth port D of the mode switching valve 33 are respectively communicated with the oil inlet 20 and the oil outlet 21 of the vane motor actuator 2 through hydraulic pipelines.

[0086] The mode conversion valve 33 is mainly used to switch the working mode of the electrostatic motor actuator, and has a working mode and a fault mode. When the mode conversion valve 33 is in the working mode, that is, the system works normally, the electromagnet of the mode conversion valve 33 is energized, the first port A and the second port B, the third port C and the fourth port D of the mode conversion valve 33 are in a conducting state, so that the mode conversion valve 33 is in a working state, and the flow output by the bidirectional hydraulic pump 31 flows into the vane motor actuator 2, thereby directly controlling the angle, speed and direction of the vane motor actuator 2; when the mode conversion valve 33 is in the fault mode, that is, once the system fails, the electromagnet is powered off, the mode conversion valve 33 is switched to the fault position under the action of the spring force, the first port A and the second port B, the third port C and the fourth port D of the mode conversion valve 33 are in a cut-off state, at this time the servo motor 30 stops working, and the vane motor actuator 2 enters the holding state.

[0087] In a more specific embodiment, the hydraulic control system of the motor pump assembly 3 also includes a boost tank 32, which is connected to the leakage port of the bidirectional hydraulic pump 31 through a hydraulic pipeline, and a one-way valve 34 is provided on the hydraulic pipeline between the boost tank 32 and the leakage port of the bidirectional hydraulic pump 31, and the oil flow direction is from the leakage port of the bidirectional hydraulic pump 31 to the boost tank 32. During operation, if there is hydraulic oil leakage in the bidirectional hydraulic pump 31, the leaked oil will flow into the boost tank 32 through the one-way valve 34. Since the electrostatic motor actuator has almost no other energy loss except for the normal leakage of the hydraulic components such as the bidirectional hydraulic pump 31 and the vane motor actuator 2, the electrostatic motor actuator has high efficiency and low temperature rise during operation.

[0088] At the same time, the hydraulic control system of the motor pump assembly 3 also includes a first relief valve and a second relief valve, the first interface and the second interface of the first relief valve are respectively connected to the first hydraulic pipeline and the boost oil tank 32 through pipelines, and the first interface and the second interface of the second relief valve are respectively connected to the second hydraulic pipeline and the boost oil tank 32 through pipelines. When the output pressure of the bidirectional hydraulic pump 31 is higher than the rated pressure and reaches a certain threshold, the first relief valve and the second relief valve are opened to discharge the hydraulic oil in the first hydraulic pipeline and the second hydraulic pipeline, discharge the excess hydraulic flow, and replenish the oil to the boost oil tank 32, thereby protecting the safe operation of the electrostatic motor actuator.

[0089] In a more specific embodiment, the boost oil tank 32 can also be used as an oil tank for the electrostatic motor actuator to provide back pressure for the bidirectional hydraulic pump 31 to ensure stable operation of the hydraulic pump. That is, the hydraulic control system of the motor pump assembly 3 also includes a third anti-cavitation valve 37 and a fourth anti-cavitation valve 38, the first interface and the second interface of the third anti-cavitation valve 37 are respectively connected to the boost oil tank 32 and the first oil delivery port of the bidirectional hydraulic pump 31 through a pipeline, and the oil flow direction is from the first interface of the third anti-cavitation valve 37 to the second interface of the third anti-cavitation valve 37, the first interface and the second interface of the fourth anti-cavitation valve 38 are respectively connected to the boost oil tank 32 and the second oil delivery port of the bidirectional hydraulic pump 31 through a pipeline, and the oil flow direction is from the first interface of the fourth anti-cavitation valve 38 to the second interface of the fourth anti-cavitation valve 38. Therefore, the boost oil tank 32 can replenish oil for the bidirectional hydraulic pump 31 through the third and fourth anti-cavitation valves 38.

[0090] In addition, in order to prevent the vacuum phenomenon in the working chamber of the vane motor actuator 2, a first anti-cavitation valve 35 and a second anti-cavitation valve 36 are also provided. Specifically, the boost oil tank 32 is connected to the oil inlet 20 on the vane motor actuator 2 through the first oil replenishment pipeline, and the boost oil tank 32 is connected to the oil outlet 21 on the vane motor actuator 2 through the second oil replenishment pipeline. The first anti-cavitation valve 35 is provided on the first oil replenishment pipeline, and the oil flow direction is from the boost oil tank 32 to the oil inlet 20 on the vane motor actuator 2; the second anti-cavitation valve 36 is provided on the second oil replenishment pipeline, and the oil flow direction is from the boost oil tank 32 to the oil outlet 21 on the vane motor actuator 2. When negative pressure appears in the working chamber of the vane motor actuator 2, the hydraulic oil in the boost oil tank 32 can flow into the vane motor actuator 2 through the first anti-cavitation valve 35 and the second anti-cavitation valve 36 to maintain its normal operation.

[0091] The present invention is further described above with the aid of specific embodiments. However, it should be understood that the specific description here should not be construed as limiting the essence and scope of the present invention. Various modifications made to the above embodiments by ordinary technicians in the field after reading this specification are all within the scope of protection of the present invention.

Claims

1. An electrostatic hydraulic motor actuator for driving the control surface of a thin-wing aircraft, characterized in that: It includes: A plurality of blade motor actuators, wherein the plurality of blade motor actuators are arranged at intervals along the axial direction of the blade shaft of the blade motor actuator, and a spacing is reserved between two adjacent blade motor actuators, and the spacing is used to evenly distribute the rudder surface connection ports between the adjacent blade motor actuators, and the rudder surface connection ports are coaxially arranged with the blade motor actuators; A motor pump assembly, wherein the oil outlet port and the oil inlet port of the motor pump assembly are respectively connected to the oil inlet port and the oil outlet port on the vane motor actuator; The vane motor actuator comprises a vane shaft and a cylinder assembly sleeved on the vane shaft; The blade shaft comprises a blade shaft body and N moving blades evenly distributed along the circumference of the blade shaft body, wherein N is a positive integer greater than or equal to 2; The cylinder assembly is provided with stator blades equal in number to the moving blades, N of the stator blades are evenly arranged along the circumferential direction of the inner wall of the cylinder assembly, and the N of the stator blades and the moving blades are arranged alternately, dividing the interior of the cylinder assembly into 2N chambers, including N first chambers and N second chambers, and the first chambers and the second chambers are alternately arranged as working chambers for oil, the N first chambers are connected through through holes, and the N second chambers are connected through through holes; The electrostatic hydraulic motor actuator further comprises a flow distribution shaft, which is coaxially fixed with the blade shaft and penetrates through the blade shafts of the plurality of vane motor actuators, and the flow distribution shaft is provided with an oil inlet channel and an oil outlet channel; The oil inlet passage is communicated with the first chamber of each vane motor actuator respectively, and the oil outlet passage is communicated with the second chamber of each vane motor actuator respectively; The oil inlet and the oil outlet are provided on only one of the vane motor actuators, the oil inlet is communicated with the first chamber of the vane motor actuator, and the oil outlet is communicated with the second chamber of the vane motor actuator; The flow distribution shaft is of segmented structure, and the number of segments is consistent with the number of vane motor actuators; Two annular grooves are provided on the outer wall of each section of the distribution shaft, and the two annular grooves are arranged along the axial direction of the distribution shaft. One of the annular grooves is provided with a connecting hole connected to the oil inlet channel, and the annular groove is connected to the N first chambers of the corresponding vane motor actuator; the other annular groove is provided with a connecting hole connected to the oil outlet channel, and the annular groove is connected to the N second chambers of the corresponding vane motor actuator.

2. The electrostatic motor actuator for driving the control surface of a thin-wing aircraft according to claim 1, characterized in that: Connecting splines are fixedly installed at both ends of each blade motor actuator, and are fixedly connected to the rudder surface connecting port through the connecting splines.

3. The electrostatic motor actuator for driving the control surface of a thin-wing aircraft according to claim 1, characterized in that: Three mutually spaced sealing components are arranged on the outer wall of each section of the distribution shaft, and the annular groove is formed between two adjacent sealing components; The sealing component comprises two annular protrusions which surround the outer wall of the distribution shaft and are spaced apart from each other. A receiving groove is formed between the two annular protrusions, and a sealing ring is installed in the receiving groove.

4. The electrostatic motor actuator for driving the control surface of a thin-wing aircraft according to claim 1, characterized in that: An angle sensor is installed at one end of the distribution shaft, a shell of the angle sensor is fixed on the fuselage, and a rotating shaft of the angle sensor is coaxially fixed with the distribution shaft.

5. The electrostatic motor actuator for driving the control surface of a thin-wing aircraft according to claim 1, characterized in that: The hydraulic control system of the motor pump assembly includes a servo motor, a bidirectional hydraulic pump, a booster tank, and a mode switching valve; Wherein, the servo motor is connected to the bidirectional hydraulic pump, and outputs corresponding flow according to the rotation speed and rotation direction of the servo motor; The first oil delivery port of the bidirectional hydraulic pump is communicated with the first port of the mode conversion valve through a first hydraulic pipeline, and the second oil delivery port of the bidirectional hydraulic pump is communicated with the third port of the mode conversion valve through a second hydraulic pipeline; The second port and the fourth port of the mode switching valve are respectively connected to the oil inlet and the oil outlet on the vane motor actuator through hydraulic pipelines; The mode conversion valve is used for switching the working mode of the electrostatic motor actuator, and has a working mode and a fault mode; when the mode conversion valve is in the working mode, the first port and the second port, the third port and the fourth port of the mode conversion valve are in a conducting state; when the mode conversion valve is in the fault mode, the first port and the second port, the third port and the fourth port of the mode conversion valve are in a cut-off state.

6. The electrostatic motor actuator for driving the control surface of a thin-wing aircraft according to claim 5, characterized in that: The hydraulic control system of the motor pump assembly also includes a boost oil tank, which is connected to the leakage port of the bidirectional hydraulic pump through a hydraulic pipeline, and a one-way valve is provided on the hydraulic pipeline between the boost oil tank and the leakage port of the bidirectional hydraulic pump, and the oil flows in a direction from the leakage port of the bidirectional hydraulic pump to the boost oil tank; And / or, the hydraulic control system of the motor pump assembly also includes a first overflow valve and a second overflow valve, the first interface and the second interface of the first overflow valve are connected to the first hydraulic pipeline and the boost oil tank through pipelines, respectively, and the first interface and the second interface of the second overflow valve are connected to the second hydraulic pipeline and the boost oil tank through pipelines, respectively.

7. The electrostatic motor actuator for driving the control surface of a thin-wing aircraft according to claim 6, characterized in that: The boost oil tank is connected to the oil inlet on the vane motor actuator through a first oil replenishment pipeline, and the boost oil tank is also connected to the oil outlet on the vane motor actuator through a second oil replenishment pipeline, a first anti-cavitation valve is provided on the first oil replenishment pipeline, and the oil flows in a direction from the boost oil tank to the oil inlet on the vane motor actuator, and a second anti-cavitation valve is provided on the second oil replenishment pipeline, and the oil flows in a direction from the boost oil tank to the oil outlet on the vane motor actuator; And / or, the hydraulic control system of the motor pump assembly also includes a third anti-cavitation valve and a fourth anti-cavitation valve, the first interface and the second interface of the third anti-cavitation valve are respectively connected to the first oil delivery port of the boost tank and the bidirectional hydraulic pump through pipelines, and the oil flow direction is from the first interface of the third anti-cavitation valve to the second interface of the third anti-cavitation valve, the first interface and the second interface of the fourth anti-cavitation valve are respectively connected to the second oil delivery port of the boost tank and the bidirectional hydraulic pump through pipelines, and the oil flow direction is from the first interface of the fourth anti-cavitation valve to the second interface of the fourth anti-cavitation valve.

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