Method of manufacturing a flap assembly, flap assembly and vertical take-off and landing aircraft

Abstract

This invention relates to the field of aircraft technology, providing a method for manufacturing a flap assembly, the flap assembly itself, and a vertical takeoff and landing (VTOL) aircraft. The method includes the following steps: rotatably connecting a wing box section to a flap section, and installing a ducted fan propulsion mechanism on the flap section; driving a drive mechanism with a harmonic reducer to the flap section, causing the drive mechanism to drive the flap section to rotate via the harmonic reducer; and connecting a locking mechanism with a pneumatic spring to the flap section, causing the locking mechanism to lock the flap section via the pneumatic spring. The manufacturing method for the flap assembly provided by this invention amplifies the torque of the drive mechanism by using a harmonic reducer to drive the flap section to rotate, making it easier to drive the flap section to rotate; and by connecting a pneumatic spring to the flap section to lock it, better preventing the flap section from rotating, thereby ensuring that the rotation angle between the flap section and the wing box section remains constant, avoiding affecting the flight status of the VTOL aircraft, and improving safety.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, specifically to a method for manufacturing a flap assembly, the flap assembly, and a vertical takeoff and landing aircraft. Background Technology

[0002] Low-altitude vertical takeoff and landing aircraft, also known as eVTOL (Electric Vertical Takeoff and Landing), generally refers to aircraft used for carrying people or large-load logistics.

[0003] eVTOL does not rely on a runway and can take off and land vertically. It can carry out aerial passenger and cargo operations in urban and intercity areas with limited space. Its main application scenarios include low-altitude tourism, daily commuting, aerial logistics, fire rescue, medical assistance and other medium- and short-distance (20-300km) and low-altitude (<300m) applications.

[0004] Low-altitude vertical takeoff and landing (VTOL) aircraft typically employ novel and technically challenging distributed vector propulsion mechanisms. These mechanisms generally include ducted fan propulsion, wing box sections, and flap sections.

[0005] Among them, ducted fan propulsion systems are increasingly being used in electric vertical takeoff and landing (EVTOL) aircraft due to their advantages such as high cruise efficiency and low duct noise. As a power system, the ducted fan is integrated into the aircraft's control surfaces, such as flaps, achieving a compact structure, aesthetically pleasing appearance, and high safety redundancy.

[0006] For this type of aircraft to transition completely from hovering mode to cruise mode, the ducted fan propulsion mechanism and the integrated flap section mechanism need to rotate with the wing box section. Of course, the ducted fan propulsion mechanism can be located on the flap section, and the flap section and the wing box section can be rotatably connected.

[0007] The wing box section is the main structure that generates lift during cruise of the vertical takeoff and landing aircraft; the flap section is located behind the wing section and can control the lift of the vertical takeoff and landing aircraft during cruise; the ducted fan propulsion mechanism is the aircraft's power system and can be integrated into the upper part of the flap section.

[0008] When the flap section rotates relative to the wing box section, the ducted fan propulsion mechanism also rotates, thereby changing the direction of the aircraft's power vector, enabling the aircraft to complete the transition from hovering mode to cruise mode, as well as to perform pitching and other maneuvers during cruise.

[0009] However, in the relevant flap assembly technology, the torque that drives the flap section and wing box section to rotate is relatively small, making it difficult to drive the flap section and wing box section to rotate and adjust at any angle between 0° and 90°. Moreover, after the flap section and wing box section rotate, the rotation angle between them is difficult to keep constant, which can easily affect the flight status of the vertical take-off and landing aircraft and poses a danger. Summary of the Invention

[0010] In view of the above-mentioned defects in the prior art, the present invention provides a method for manufacturing a flap assembly to solve at least one of the above-mentioned technical defects in the prior art, so as to make the torque driving the flap section and the wing box section to rotate greater, making it easier to drive the flap section and the wing box section to rotate and adjust at any angle between 0° and 90°, and after the flap section and the wing box section rotate, the rotation angle between them can also remain unchanged better, avoiding affecting the flight status of the vertical take-off and landing aircraft and improving flight safety.

[0011] A second aspect of the present invention provides a flap assembly.

[0012] A third aspect of the present invention also provides a vertical take-off and landing aircraft.

[0013] To achieve the objectives of this invention, a method for manufacturing a flap assembly is provided, comprising the following steps:

[0014] Rotary connection is made between the wing box section and the flap section, and the ducted fan propulsion mechanism is located in the flap section;

[0015] A drive mechanism with a harmonic reducer is connected to the flap section, so that the drive mechanism drives the flap section to rotate through the harmonic reducer.

[0016] A locking mechanism with a pneumatic spring is connected to the flap section, so that the locking mechanism locks the flap section by the pneumatic spring.

[0017] Preferably, the following steps are also included:

[0018] The tilt axis is located on the flap section, so that the wing box section is rotatably hinged to the flap section, and the harmonic reducer is driven to the tilt axis.

[0019] Connect the pneumatic spring to the tilting shaft.

[0020] A second aspect of the present invention also provides a flap assembly, which is applied to the flap assembly according to the above-described method for manufacturing the flap assembly, the flap assembly comprising:

[0021] Wing box section,

[0022] The flap section is rotatably connected to the wing box section;

[0023] A ducted fan propulsion mechanism is located in the flap section;

[0024] The drive mechanism includes a drive motor and a harmonic reducer disposed on the wing box section. The harmonic reducer is drivenly connected to the flap section, and the drive motor drives the flap section to rotate through the harmonic reducer.

[0025] The locking mechanism includes a pneumatic spring connected to the flap section.

[0026] Preferably, the drive mechanism further includes a tilting shaft and a drive linkage.

[0027] The tilting shaft is located on the flap section, and the wing box section is provided with a supporting lug. The tilting shaft and the supporting lug are rotatably hinged.

[0028] The harmonic reducer is driven to the first end of the drive link, and the second end of the drive link is driven to the tilt shaft.

[0029] Preferably, the drive mechanism further includes a drive swing arm and a drive rocker arm.

[0030] The drive swing arm is located at the output end of the harmonic reducer, and the drive swing arm is hinged to the first end of the drive connecting rod.

[0031] The drive rocker arm is located on the tilting shaft, and the second end of the drive connecting rod is hinged to the drive rocker arm.

[0032] Preferably, the locking mechanism further includes a pneumatic spring controller and a locking rocker arm.

[0033] The pneumatic spring controller controls the locking state of the pneumatic spring.

[0034] The locking rocker arm is located on the tilting shaft, and the pneumatic spring is hinged to the locking rocker arm.

[0035] Preferably, the wing box section includes a wing leading edge rib, a wing front spars, a wing rear spars, a first wing reinforcing rib, a second wing reinforcing rib, and a third wing reinforcing rib.

[0036] The first wing reinforcing rib, the second wing reinforcing rib, and the third wing reinforcing rib are spaced apart along a first direction to form a wing skeleton.

[0037] The front wing spars are located at the first end of the wing frame along the second direction, and the rear wing spars are located at the second end of the wing frame along the second direction.

[0038] The leading edge rib of the wing is fixed to the front spar of the wing, and the supporting lug is provided on the rear spar of the wing.

[0039] Preferably, the flap section includes a first flap rib, a second flap rib, a third flap rib, a first transverse box, and a second transverse box.

[0040] The first flap rib, the second flap rib, and the third flap rib are spaced apart along a first direction to form a flap frame. The first transverse box is disposed between the first flap rib and the second flap rib, and the second transverse box is disposed between the second flap rib and the third flap rib.

[0041] The tilt axis is located at the first end of the flap frame along the second direction.

[0042] Preferably, the ducted fan propulsion mechanism includes a duct housing and a fan, the duct housing includes a first duct housing and a second duct housing, and the fan includes a first fan and a second fan.

[0043] The first fan is rotatably connected to the first duct housing, and the second fan is rotatably connected to the second duct housing.

[0044] The first duct housing is disposed in the first transverse box, and the second duct housing is disposed in the second transverse box.

[0045] The power vector generated by the first fan and the second fan is parallel to the second direction.

[0046] A third aspect of the present invention also provides a vertical takeoff and landing (VTOL) aircraft, which includes the aforementioned flap assembly and a VTOL aircraft body.

[0047] The flap assembly is located on the body of the vertical takeoff and landing aircraft.

[0048] The beneficial effects of the present invention are as follows: The manufacturing method of the flap assembly provided by the present invention connects the drive mechanism with a harmonic reducer to the flap section, so that the drive mechanism can drive the flap section to rotate through the harmonic reducer, thereby amplifying the torque of the drive mechanism and making it easier to drive the flap section and the wing box section to rotate and adjust at any angle between 0° and 90°; moreover, the locking mechanism with a pneumatic spring is connected to the flap section, so that the locking mechanism can lock the flap section through the pneumatic spring, better preventing the flap section from rotating, thereby ensuring that the rotation angle between the flap section and the wing box section remains unchanged, avoiding affecting the flight status of the vertical take-off and landing aircraft, and improving safety.

[0049] The flap assembly provided by this invention, being manufactured according to the aforementioned flap assembly manufacturing method, inherently possesses all the advantages of that method. Specifically, this flap assembly can more easily drive the flap section and wing box section to rotate and adjust at any angle between 0° and 90°; furthermore, it allows the locking mechanism to lock the flap section via a pneumatic spring, better preventing flap section rotation and ensuring that the rotation angle between the flap section and wing box section remains constant, thus avoiding impact on the flight status of the vertical takeoff and landing aircraft and improving safety.

[0050] The vertical takeoff and landing aircraft provided by this invention, since it includes the aforementioned flap assembly, inevitably possesses all the advantages of that flap assembly. Attached Figure Description

[0051] The above and other objects, features, and advantages of the present invention will become clearer through a more detailed description of the preferred embodiments illustrated in the accompanying drawings. The same reference numerals denote the same parts throughout the drawings, and the drawings are not intentionally drawn to scale with actual dimensions; the focus is on illustrating the gist of this application.

[0052] Figure 1 A block diagram illustrating a method for manufacturing a flap assembly according to an embodiment of the present invention;

[0053] Figure 2 This is a schematic diagram of the flap assembly provided in an embodiment of the present invention;

[0054] Figure 3 for Figure 2 A partial schematic diagram;

[0055] Figure 4 This is a schematic diagram of the wing box section in the flap assembly provided in an embodiment of the present invention;

[0056] Figure 5 This is a schematic diagram of the flap section in the flap assembly provided in an embodiment of the present invention;

[0057] Figure 6 This is a schematic diagram of the ducted fan propulsion mechanism in the flap assembly provided in an embodiment of the present invention;

[0058] Figure 7 for Figure 6 A diagram from another perspective;

[0059] Figure 8 This is a schematic diagram of the connection between the wing box section and the flap section in the flap assembly provided in an embodiment of the present invention;

[0060] Figure 9 This is a schematic diagram of the overall structure of a vertical takeoff and landing aircraft provided in an embodiment of the present invention.

[0061] In the picture:

[0062] 100. Wing box section; 110. Support lumps; 120. Wing leading edge rib; 130. Wing front spars; 140. Wing rear spars; 150. First wing reinforcing rib; 160. Second wing reinforcing rib; 170. Third wing reinforcing rib; 180. Lightening hole; 190. Strip-shaped perforation;

[0063] 200, flap section; 210, first flap rib; 220, second flap rib; 230, third flap rib; 240, first transverse box; 250, second transverse box;

[0064] 300. Ducted fan propulsion mechanism; 310. Duct housing; 311. First duct housing; 312. Second duct housing; 320. Fan; 321. First fan; 322. Second fan; 330. Stator blade support; 340. Propeller disk;

[0065] 400. Drive mechanism; 410. Drive motor; 420. Harmonic reducer; 430. Tilting shaft; 440. Drive linkage; 450. Drive swing arm; 460. Drive rocker arm;

[0066] 500. Locking mechanism; 510. Pneumatic spring; 511. Pneumatic spring mounting bracket; 520. Pneumatic spring controller; 530. Locking rocker arm;

[0067] 600. Vertical takeoff and landing aircraft body. Detailed Implementation

[0068] To facilitate understanding of the present invention, a more comprehensive description of the invention will be given below with reference to the accompanying drawings.

[0069] It should be noted that when a component is considered to be "connected" to another component, it can be directly connected to and integrated with the other component, or there may be an intervening component present. The terms "mounted," "one end," "the other end," and similar expressions used in this document are for illustrative purposes only.

[0070] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this applies. The terminology used in this specification is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "and / or" as used herein includes any and all combinations of one or more of the associated listed items.

[0071] The following is combined with Figures 1 to 9 The embodiments of the present invention will be described below. It should be understood that the following description is merely an illustrative embodiment of the present invention and does not constitute any limitation on the present invention.

[0072] To more clearly illustrate the orientation of the components of the flap assembly provided in the embodiments of the present invention, in conjunction with... Figures 4 to 5 Establish a three-dimensional coordinate system XYZ, with the X-axis as the first direction, the Y-axis as the second direction, and the Z-axis as the third direction.

[0073] Combination Figures 1 to 8 This invention provides a method for manufacturing a flap assembly, the method comprising the following steps:

[0074] Step 1: Rotately connect the wing box section 100 and the flap section 200, and set the ducted fan propulsion mechanism 300 on the flap section 200; the ducted fan propulsion mechanism 300 can generate propulsion power at different angles by rotating relative to the flap section 200 and the wing box section 100 (for example, an angle between 0° and 90°), thereby realizing the transition of the vertical take-off and landing aircraft from hovering mode to cruise mode, as well as the pitching action during cruise.

[0075] Step 2: Connect the drive mechanism 400 with the harmonic reducer 420 to the flap section 200 so that the drive mechanism 400 can drive the flap section 200 to rotate through the harmonic reducer 420; the harmonic reducer 420 can amplify the torque of the drive mechanism 400, thereby making it easier for the drive mechanism 400 to drive the flap section 200 to rotate.

[0076] Step 3: Connect the locking mechanism 500 with the pneumatic spring 510 to the flap section 200, so that the locking mechanism 500 can lock the flap section 200 through the pneumatic spring 510. When the specific rotation angle between the flap section 200 and the wing box section 100 is determined (e.g., 90°), the pneumatic spring 510 can immediately lock the flap section 200 to prevent the flap section 200 from rotating, thereby ensuring that the rotation angle between the flap section 200 and the wing box section 100 remains unchanged. That is, the direction of the power vector formed by the ducted fan propulsion mechanism 300 remains unchanged, avoiding affecting the flight status of the vertical take-off and landing aircraft and improving safety.

[0077] Furthermore, in step one, the tilting shaft 430 is also set on the flap section 200, so that the wing box section 100 and the flap section 200 are rotatably hinged.

[0078] Furthermore, in step two, the harmonic reducer 420 is connected to the tilt shaft 430 for driving. The flap section 200 is rotated by driving the tilt shaft 430 to rotate, which simplifies the structure of the flap assembly.

[0079] In step three, the pneumatic spring 510 is connected to the tilting shaft 430, and the flap section 200 is prevented from rotating by locking the tilting shaft 430, thus improving the locking effect.

[0080] It is understood that the manufacturing method of the flap assembly provided in the embodiments of the present invention, by driving the drive mechanism 400 with a harmonic reducer 420 to drive the flap section 200 to rotate through the harmonic reducer 420, amplifies the torque of the drive mechanism 400, and makes it easier to drive the flap section 200 and the wing box section 100 to rotate and adjust at any angle between 0° and 90°; and by connecting the locking mechanism 500 with a pneumatic spring 510 to the flap section 200, the locking mechanism 500 can lock the flap section 200 through the pneumatic spring 510, better preventing the flap section 200 from rotating, thereby ensuring that the rotation angle between the flap section 200 and the wing box section 100 remains unchanged, avoiding affecting the flight status of the vertical take-off and landing aircraft, and improving safety.

[0081] Combination Figures 1 to 8 According to the above-described method for manufacturing the flap assembly, an embodiment of the present invention also provides a flap assembly, which includes a wing box section 100, a flap section 200, a ducted fan propulsion mechanism 300, a drive mechanism 400, and a locking mechanism 500.

[0082] The flap section 200 is rotatably connected to the wing box section 100. The ducted fan propulsion mechanism 300 is mounted on the flap section 200 to allow the ducted fan propulsion mechanism 300 to rotate and adjust relative to the flap section 200 at any angle between 0° and 90°, thereby adjusting the cruise mode of the vertical takeoff and landing aircraft. For example, after the ducted fan propulsion mechanism 300 is mounted on the flap section 200 to form a flap-ducted fusion structure, the ducted fan propulsion mechanism 300 can stop at any angle between 0° and 90°. Here, 0° corresponds to the cruise mode of the distributed vector propulsion vertical takeoff and landing aircraft, 90° corresponds to the hovering mode, and the intermediate angle is the transition state.

[0083] The drive mechanism 400 includes a drive motor 410 and a harmonic reducer 420, both of which are mounted on the wing box section 100. The harmonic reducer 420 is driven by the flap section 200. The drive motor 410 can drive the flap section 200 to rotate via the harmonic reducer 420. The harmonic reducer 420 has a small size, high precision, and high load-bearing capacity, and can amplify the torque of the drive mechanism 400, thus enabling the drive mechanism 400 to more easily drive the flap section 200 to rotate and adjust at any angle between 0° and 90°. The drive motor 410 can be a drive servo, which can be driven by the harmonic reducer 420 via a keyway.

[0084] The locking mechanism 500 includes a pneumatic spring 510 connected to the flap section 200. The pneumatic spring 510 can lock the flap section 200 at any position, preventing the flap section 200 from rotating, thereby ensuring that the rotation angle between the flap section 200 and the wing box section 100 remains unchanged. In other words, it can maintain the direction of the power vector generated by the ducted fan propulsion mechanism 300, avoiding affecting the flight status of the vertical takeoff and landing aircraft and improving safety.

[0085] Furthermore, this flap assembly is installed on a vertical takeoff and landing (VTOL) aircraft. During flight, after receiving control commands from the flight control module, the flap assembly drives the flap section 200 to rotate (i.e., the ducted fan propulsion mechanism 300 rotates) to a specific angle via the harmonic reducer 420. Then, the locking mechanism 500 locks the rotation of the flap section 200 (stopping the rotation of the ducted fan propulsion mechanism 300) via the pneumatic spring 510. This ensures that the resultant force and torque of the aerodynamic lift generated by the VTOL aircraft and the thrust generated by the ducted fan propulsion mechanism 300 are borne by the pneumatic spring 510, greatly protecting the aircraft and the harmonic reducer 420.

[0086] It is understood that the flap assembly provided in the embodiments of the present invention, being manufactured according to the above-described flap assembly manufacturing method, necessarily possesses all the advantages of that method. That is, the flap assembly can also more easily drive the flap section 200 and the wing box section 100 to rotate and adjust at any angle between 0° and 90°; moreover, it enables the locking mechanism 500 to lock the flap section 200 via the pneumatic spring 510, better preventing the flap section 200 from rotating, thereby ensuring that the rotation angle between the flap section 200 and the wing box section 100 remains unchanged, avoiding affecting the flight status of the vertical takeoff and landing aircraft, and improving safety.

[0087] Specifically, in combination Figures 2 to 8 To make it easier to rotate the drive flap section 200, in some embodiments of the invention, the drive mechanism 400 further includes a tilting shaft 430 and a drive link 440.

[0088] A tilting shaft 430 is located in the flap section 200, and a support lug 110 is provided in the wing box section 100. The tilting shaft 430 and the support lug 110 are rotatably hinged. The tilting shaft 430 can be fixed to the flap section 200 through a joint. When the tilting shaft 430 rotates, the entire flap section 200 will also rotate based on the axis of the tilting shaft 430, thereby driving the ducted fan propulsion mechanism 300 to rotate, with the rotation angle ranging from 0° to 90°.

[0089] The harmonic reducer 420 is driven to the first end of the drive link 440, and the second end of the drive link 440 is driven to the tilt shaft 430. The drive link 440 greatly improves the load-bearing capacity of the drive mechanism 400, thereby effectively driving the flap section 200 to rotate.

[0090] The drive link 440 can be a buffer link, which can reduce the vibration and impact on the drive motor 410 (i.e., the drive servo) and harmonic reducer 420, thereby improving the stability and safety of the flap assembly.

[0091] Furthermore, combined Figures 2 to 8 In order to simplify the structure of the flap assembly and save manufacturing costs, in some embodiments of the present invention, the drive mechanism 400 further includes a drive swing arm 450 and a drive rocker arm 460.

[0092] The drive motor 410 has a drive output shaft, the harmonic reducer 420 has an input shaft and an output shaft, the input shaft of the harmonic reducer 420 is connected to the drive output shaft of the drive motor 410, the drive swing arm 450 is set on the output end (i.e., the output shaft) of the harmonic reducer 420, and the drive swing arm 450 is hinged to the first end of the drive connecting rod 440.

[0093] The drive rocker arm 460 is mounted on the tilting shaft 430, and the second end of the drive connecting rod 440 is hinged to the drive rocker arm 460.

[0094] When the drive motor 410 rotates and outputs driving force, the output shaft of the harmonic reducer 420 drives the drive swing arm 450 to rotate, the drive swing arm 450 drives the drive connecting rod 440 to swing, causing the drive rocker arm 460 to swing as well, thereby driving the tilting shaft 430 to rotate.

[0095] Combination Figures 2 to 8 In order to ensure that the pneumatic spring 510 can lock the tilting shaft 430 in a timely manner, in some embodiments of the present invention, the locking mechanism 500 further includes a pneumatic spring controller 520 and a locking rocker arm 530.

[0096] The pneumatic spring controller 520 can control the locking state of the pneumatic spring 510. The locking rocker arm 530 is mounted on the tilting shaft 430, and the pneumatic spring 510 is hinged to the locking rocker arm 530.

[0097] When the pneumatic spring controller 520 receives the aircraft locking control command, the pneumatic spring controller 520 will control the pneumatic spring 510 to be locked in the locked state to lock the swing of the locking rocker arm 530, thereby locking the tilt shaft 430.

[0098] Combination Figures 2 to 8In one specific embodiment of the present invention, the wing box section 100 includes a wing leading edge rib 120, a wing front sparsity 130, a wing rear sparsity 140, a first wing reinforcing rib 150, a second wing reinforcing rib 160, and a third wing reinforcing rib 170.

[0099] Among them, the first wing reinforcing rib 150, the second wing reinforcing rib 160 and the third wing reinforcing rib 170 are along the first direction (reference). Figure 4 The first wing reinforcing rib 150, the second wing reinforcing rib 160, and the third wing reinforcing rib 170 are spaced apart along their own width direction (refer to the X-axis direction). Figure 4 The wing box section 100 is arranged at equal intervals in the second direction (where the Y-axis is located) to form a wing frame, which makes the structure of the wing box section 100 more stable and ensures safety.

[0100] Wing front spars 130 along the second direction (reference) Figure 4 The second direction (where the Y-axis is located) is set at the first end of the wing frame, and the wing rear spars 140 is set at the second end of the wing frame along the second direction.

[0101] The leading edge rib 120 of the wing is fixed to the front spar 130 of the wing, and the supporting lug 110 is located at the rear spar 140 of the wing.

[0102] Specifically, the wing leading edge rib 120 can be made of fiberglass fabric or epoxy resin and is bonded to the wing front spars 130 made of carbon fiber fabric or epoxy resin by adhesive bonding. The wing front spars 130 are located at both ends (i.e., attached to the wing front spars 130). Figure 4 The first direction (where the X-axis is located) is designed with a recess, which is fitted into the first wing reinforcing rib 150 and the third wing reinforcing rib 170 made of aluminum alloy, and is connected with rivets at the joint.

[0103] Of course, the wing frame is also covered with skin, which is connected to the wing leading edge rib 120 and the wing frame with countersunk rivets.

[0104] The rear wing spade 140 has a similar structure to the front wing spade 130. The rear wing spade 140 is also made of carbon fiber fabric or epoxy resin. The rear wing spade 140 is located at both ends (i.e., attached to...). Figure 4 The first direction (where the X-axis is located) is designed with a recess, which is fitted into the first wing reinforcing rib 150 and the third wing reinforcing rib 170 made of aluminum alloy, and is connected with rivets at the joint.

[0105] In addition, the support lug 110 is machined from aluminum alloy. The support lug 110 is bolted to the wing rear spars 140. There can be three support lugs 110, which are respectively bolted through the wing rear spars 140 and fixedly connected to the first wing reinforcing rib 150, the second wing reinforcing rib 160 and the third wing reinforcing rib 170.

[0106] In some other embodiments, the support lugs 110 fixed to the first wing reinforcing rib 150 and the third wing reinforcing rib 170 can be integrally machined with the first wing reinforcing rib 150 and the third wing reinforcing rib 170 respectively, while the other support lug 110 is fixed to the second wing reinforcing rib 160 by bolts.

[0107] The wing rear spars 140 are also equipped with pneumatic spring mounting brackets 511 made of fiberglass fabric or epoxy resin that are bolted together.

[0108] The first wing reinforcing rib 150, the second wing reinforcing rib 160, the third wing reinforcing rib 170, and the wing leading edge rib 120 are all designed with weight-reducing holes 180, which can effectively reduce weight and provide a channel for the cables of the flap assembly. The wing rear spars 140 has a strip-shaped hole 190 to provide a channel for the drive linkage 440 of the drive mechanism 400.

[0109] Combination Figures 2 to 8 In one specific embodiment of the present invention, the flap section 200 includes a first flap rib 210, a second flap rib 220, a third flap rib 230, a first transverse box 240, and a second transverse box 250.

[0110] Among them, the first flap rib 210, the second flap rib 220 and the third flap rib 230 are along the first direction (i.e., attached). Figure 5 The flap frame is formed by spacing the X-axis (the first direction in which it is located) at intervals.

[0111] The first transverse box 240 is disposed between the first flap rib 210 and the second flap rib 220, and the second transverse box 250 is disposed between the second flap rib 220 and the third flap rib 230.

[0112] Tilting axis 430 along the second direction (i.e., attached) Figure 5 The second direction (where the Y-axis is located) is set at the first end of the flap frame.

[0113] The flap section 200 is installed behind the wing box section 100. During the flight of the aircraft, the flap section 200 mainly bears the interaction of the aerodynamic lift generated by the aircraft, the support reaction force of the tilt axis 430 of the wing box section 100, and the thrust of the ducted fan propulsion mechanism 300.

[0114] The flap leading edge skin, made of fiberglass fabric / epoxy resin, is mounted on the first flap rib 210, the second flap rib 220, and the third flap rib 230, made of aluminum alloy, by countersunk rivets.

[0115] Tilting axis 430 along the first direction (i.e., attached) Figure 5The first direction (where the X-axis is located) passes through the first flap rib 210, the second flap rib 220, and the third flap rib 230, and is connected to the three flap ribs through a pivot joint. The joint is bolted to the ribs and to the tilting shaft 430. The pivot joint is an aluminum alloy structure.

[0116] Furthermore, the first transverse box 240 and the second transverse box 250 are symmetrically arranged. Both the first transverse box 240 and the second transverse box 250 can be made of aluminum alloy. Each transverse box has recesses at its four corners to allow it to be installed into three flap ribs. The recesses, flap ribs, and lower flap skin form a three-layer structure, with overlapping sections connected by countersunk rivets. The left and right sides of each transverse corner box are bolted to the flap ribs. The lower flap skin, made of fiberglass fabric / epoxy resin, is connected to the left, right, and middle reinforcing ribs of the flap and the lower edge strip of the transverse corner box using countersunk rivets. The upper side of the transverse corner box is curved, completely fitting the lower outer surface of the duct housing of the ducted fan electric propulsion system, and is bolted together.

[0117] Combination Figures 2 to 8 In one specific embodiment of the present invention, the ducted fan propulsion mechanism 300 includes a duct housing 310 and a fan 320. The duct housing 310 includes a first duct housing 311 and a second duct housing 312, and the fan 320 includes a first fan 321 and a second fan 322.

[0118] The first fan 321 is rotatably connected to the first duct housing 311, and the second fan 322 is rotatably connected to the second duct housing 312.

[0119] The first ducted casing 311 is disposed in the first transverse box 240, and the second ducted casing 312 is disposed in the second transverse box 250. The power vector generated by the first fan 321 and the second fan 322 is parallel to the second direction, ensuring the flight power of the aircraft.

[0120] In addition, the ducted fan propulsion mechanism 300 is the power source of the vertical takeoff and landing aircraft. The duct shell 310 encloses the internal structure and is connected to the flap section 200. The duct shell 310 is made of fiberglass fabric or epoxy resin. The stator blade support 330 inside the duct shell 310 is the main support structure of the duct and is made of aluminum alloy.

[0121] The blades and propeller disk 340 of the ducted fan 320 are integrally machined from aluminum alloy. The propeller disk 340 is bolted to the stator blade support 330, which is also made of aluminum alloy. The leading edge fairing of the ducted fan is connected to the propeller disk by countersunk rivets, and the trailing edge fairing is connected to the stator blade support by countersunk rivets. Both fairings are made of fiberglass fabric / epoxy resin.

[0122] Combination Figure 9 The present invention also provides a vertical take-off and landing aircraft, which includes the flap assembly described above and the vertical take-off and landing aircraft body 600.

[0123] The flap assembly is mounted on the main body 600 of the vertical takeoff and landing aircraft.

[0124] It is understood that the vertical takeoff and landing aircraft provided in this embodiment of the invention, since it includes the above-mentioned flap assembly, must possess all the advantages of the flap assembly.

[0125] In this specification, unless otherwise expressly specified and limited, "above" or "below" the second feature can mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, "above," "over," and "on top" of the second feature can mean that the first feature is directly above or diagonally above the second feature, or simply that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature can mean that the first feature is directly below or diagonally below the second feature, or simply that the first feature is at a lower horizontal level than the second feature.

[0126] In the description of this specification, the use of terms such as "preferred embodiment," "another embodiment," "some embodiments," "other embodiments," or "specific example," etc., refers to a specific feature, structure, material, or characteristic described in connection with that embodiment or example, which is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0127] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A method of manufacturing a flap assembly, characterized by, Includes the following steps: Rotary connection is made between the wing box section and the flap section, and the ducted fan propulsion mechanism is located in the flap section; A drive mechanism with a harmonic reducer is driven to the flap section, allowing the drive mechanism to drive the flap section to rotate via the harmonic reducer. The drive mechanism also includes a tilt shaft and a drive link. The tilt shaft is located on the flap section, and the wing box section has a support lug. The tilt shaft and the support lug are rotatably hinged. The harmonic reducer is driven to the first end of the drive link, and the second end of the drive link is driven to the tilt shaft. The drive mechanism also includes a drive swing arm and a drive rocker arm. The drive swing arm is located at the output end of the harmonic reducer and is hinged to the first end of the drive link. The drive rocker arm is located on the tilt shaft, and the second end of the drive link is hinged to the drive rocker arm. The drive link is a buffer link. After the ducted fan propulsion mechanism is installed on the flap section to form a flap-duct fusion structure, the ducted fan propulsion mechanism can stop at any angle from 0° to 90°, generating propulsion power at different angles, thereby realizing the transition of the vertical take-off and landing aircraft from hovering mode to cruise mode. A locking mechanism with a pneumatic spring is connected to the flap section, so that the locking mechanism locks the flap section through the pneumatic spring; the locking mechanism also includes a pneumatic spring controller and a locking rocker arm, the pneumatic spring controller controls the locking state of the pneumatic spring, the locking rocker arm is located on the tilt axis, and the pneumatic spring is hinged to the locking rocker arm.

2. A flap assembly characterized by, The method for manufacturing a flap assembly according to claim 1 is applied to the flap assembly, the flap assembly comprising: Wing box section; The flap section is rotatably connected to the wing box section; A ducted fan propulsion mechanism is located in the flap section; The drive mechanism includes a drive motor and a harmonic reducer disposed on the wing box section. The harmonic reducer is drivenly connected to the flap section, and the drive motor drives the flap section to rotate through the harmonic reducer. The drive mechanism also includes a tilt shaft and a drive link. The tilt shaft is disposed on the flap section, and the wing box section has a support lug. The tilt shaft is rotatably hinged to the support lug. The harmonic reducer is drivenly connected to a first end of the drive link, and the second end of the drive link is drivenly connected to the tilt shaft. The drive mechanism further includes... The system includes a drive swing arm and a drive rocker arm. The drive swing arm is located at the output end of the harmonic reducer and is hinged to the first end of the drive link. The drive rocker arm is located on the tilt axis, and the second end of the drive link is hinged to the drive rocker arm. The drive link is a buffer link. After the ducted fan propulsion mechanism is set in the flap section to form a flap-duct fusion structure, the ducted fan propulsion mechanism can stop at any angle from 0° to 90°, generating propulsion power at different angles, thereby realizing the transition of the vertical take-off and landing aircraft from hovering mode to cruise mode. The locking mechanism includes a pneumatic spring connected to the flap section; the locking mechanism also includes a pneumatic spring controller and a locking rocker arm, the pneumatic spring controller controls the locking state of the pneumatic spring, the locking rocker arm is located on the tilting shaft, and the pneumatic spring is hinged to the locking rocker arm.

3. The flap assembly of claim 2, wherein, The wing box section includes a leading edge rib, a front sparsity, a rear sparsity, a first reinforcing rib, a second reinforcing rib, and a third reinforcing rib. The first wing reinforcing rib, the second wing reinforcing rib, and the third wing reinforcing rib are spaced apart along a first direction to form a wing skeleton, where the first direction is the length direction of the tilt axis. The wing's front sparsity is located at the first end of the wing frame along a second direction, and the wing's rear sparsity is located at the second end of the wing frame along a second direction, the second direction being perpendicular to the first direction. The leading edge rib of the wing is fixed to the front spar of the wing, and the supporting lug is provided on the rear spar of the wing.

4. The flap assembly of claim 3, wherein, The flap section includes a first flap rib, a second flap rib, a third flap rib, a first transverse box, and a second transverse box. The first flap rib, the second flap rib, and the third flap rib are spaced apart along a first direction to form a flap frame. The first transverse box is disposed between the first flap rib and the second flap rib, and the second transverse box is disposed between the second flap rib and the third flap rib. The tilt axis is located at the first end of the flap frame along the second direction.

5. The flap assembly as defined in claim 4 wherein, The ducted fan propulsion mechanism includes a duct housing and a fan. The duct housing includes a first duct housing and a second duct housing, and the fan includes a first fan and a second fan. The first fan is rotatably connected to the first duct housing, and the second fan is rotatably connected to the second duct housing. The first duct housing is disposed in the first transverse box, and the second duct housing is disposed in the second transverse box; The power vector generated by the first fan and the second fan is parallel to the second direction.

6. A vertical take-off and landing aircraft characterised in that, Includes the flap assembly and the vertical takeoff and landing aircraft body as described in any one of claims 2 to 5, wherein the flap assembly is disposed on the vertical takeoff and landing aircraft body.

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