Aircraft flap and control method thereof

Abstract

The invention discloses an aircraft flap and an aircraft flap control method. The aircraft flap comprises a flap body, a translation mechanism, two rotating mechanisms and a controller. The translation mechanism comprises a first connecting assembly and a first driving assembly, one end of the first connecting assembly is fixedly connected to the fixed rear edge of the wing, the other end of the first connecting assembly is rotationally connected with a connecting joint of the flap, and the first driving assembly can drive the flap to unfold or fold; the two rotating mechanisms correspond to two end ribs of the flap in a one-to-one mode, each rotating mechanism comprises a second connecting assembly and a second driving assembly, one end of each second connecting assembly is movably installed on the fixed rear edge, the end ribs are movably connected with the second connecting assemblies, and the second connecting assemblies are further in transmission connection with the second driving assemblies; the second driving assembly can drive one end, connected with the fixed rear edge, of the second connecting assembly to rotate; the first driving assembly and the second driving assembly are electrically connected with the controller. According to the airplane flap, translation and rotation of the flap can be independently controlled, and the working performance of the flap is effectively improved.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft, and in particular to an aircraft flap and a method for controlling the aircraft flap. Background Art

[0002] Aircraft flaps are a vital component of aircraft wings, effectively increasing the aircraft's lift. The support trusses in conventional link-and-slide flap mechanisms are typically fixed to the lower wing panel, leaving the flap mechanism largely exposed outside the wing's profile. Consequently, a larger fairing is required to enclose the exposed flap mechanism. This larger fairing increases the aircraft's aerodynamic drag, thereby reducing its fuel economy. Furthermore, conventional link-and-slide flap mechanisms cannot independently control the flap's translational and rotational motion, which limits the aircraft's flight performance. Summary of the Invention

[0003] The object of the present invention is to provide an aircraft flap and an aircraft flap control method to solve the problem that the existing aircraft flap movement mechanism requires a large-sized fairing to be wrapped, thereby increasing the aerodynamic drag of the aircraft and reducing the fuel economy of the aircraft, and the aircraft flap movement mechanism cannot independently control the translation and rotation of the flap, thereby limiting the flight performance of the aircraft.

[0004] To achieve this object, the present invention adopts the following technical solutions:

[0005] An aircraft flap, comprising:

[0006] A flap and translation mechanism, the translation mechanism comprising a first connecting assembly and a first drive assembly, wherein one end of the first connecting assembly is fixedly connected to the fixed trailing edge of the wing along the width direction of the wing, and the other end is rotatably connected to the connecting joint of the flap, and the rotation axis of the connecting joint is parallel to the length direction of the wing. The first drive assembly is configured to drive the flap to be extended or retracted along the width direction of the wing via the first connecting assembly;

[0007] Two sets of rotation mechanisms are arranged along the length direction of the wing, the two sets of rotation mechanisms are arranged in a one-to-one correspondence with the two end ribs of the flap, the rotation mechanism includes a second connecting assembly and a second driving assembly, one end of the second connecting assembly is movably mounted on the fixed trailing edge, the end rib is movably connected to the second connecting assembly, and along the width direction of the wing, the end rib can move relative to the second connecting assembly, the second connecting assembly is also transmission-connected to the second driving assembly, the second driving assembly is configured to drive the end of the second connecting assembly connected to the fixed trailing edge to rotate, and the rotation axis direction of the second connecting assembly is parallel to the length direction of the wing;

[0008] A controller, and both the first driving component and the second driving component are electrically connected to the controller.

[0009] Preferably, the first connection component includes a mounting plate and two sub-connection components. The mounting plate is fixedly installed on the fixed trailing edge. The mounting plate is provided with a first track extending along the length direction of the wing. One ends of the two sub-connection components are both movably connected to the first track and can slide along the extending direction of the first track. The other ends of the two sub-connection components are both connected to the connection joint. The first driving component is configured to be able to drive one ends of the two sub-connection components to synchronously approach or synchronously move away along the extending direction of the first track. When one ends of the two sub-connection components synchronously approach, the flap unfolds along the width direction of the wing. When one ends of the two sub-connection components synchronously move away, the flap retracts along the width direction of the wing.

[0010] Preferably, the sub-connection component includes a connection seat, a connecting rod, and a first connection end ear. The connection seat is slidably connected to the first track and can slide along the extending direction of the first track. One end of the connecting rod can be rotatably connected to the connection seat. The other end of the connecting rod is connected to the connection joint through the first connection end ear.

[0011] Preferably, the first track is further provided with a mounting groove extending along the length direction of the first track. The first driving component includes a first motor, a driving gear, and a rack plate. The first motor is fixedly installed on the connection seat. The driving gear is installed at the output end of the first motor. The rack plate is fixedly installed in the mounting groove. The driving gear is in transmission connection with the rack plate.

[0012] Preferably, the second connection component includes a rotating shaft seat, a rotating rod, and a linkage rod. The rotating shaft seat is fixedly installed on the fixed trailing edge. One end of the rotating rod is rotatably connected to the rotating shaft seat, and the rotation axis direction of the rotating rod is parallel to the length direction of the wing. The other end of the rotating rod extends along the width direction of the wing. One end of the linkage rod is rotatably connected to the rotating rod, and the other end is in transmission connection with the second driving component. The second driving component can drive the rotating rod to rotate through the linkage rod;

[0013] The rotating rod is provided with a second track extending along the length direction of the rotating rod. The end rib is connected with a sliding seat, and the sliding seat is slidably connected to the second track.

[0014] Preferably, the second driving assembly includes a second motor, a lead screw, and a slider. The output end of the second motor is in transmission connection with the lead screw. The extending direction of the lead screw is parallel to the thickness direction of the wing. The slider is slidably connected to the lead screw. The slider is also rotatably connected to one end of the linkage rod. When the slider moves along the extending direction of the lead screw, the linkage rod drives the rotating rod to rotate.

[0015] Preferably, the second connecting assembly further includes a multi-link. One end of the multi-link is rotatably connected to the end rib, and the other end is rotatably connected to the end of the rotating rod away from the rotating shaft seat.

[0016] Preferably, the end rib is disposed on and fixedly connected to the supporting bracket, and the supporting bracket is also fixedly connected to the sliding seat.

[0017] An aircraft flap control method is used to implement the above-mentioned aircraft flap. The aircraft flap control method includes the following steps:

[0018] Judge whether to deploy the flap. If so, control the first driving assembly to drive the flap to deploy along the width direction of the wing through the first connecting assembly;

[0019] Judge whether to rotate the angle of the flap. If so, control the second driving assembly to drive the flap to rotate around an axis parallel to the length direction of the wing through the second connecting assembly.

[0020] Preferably, when judging whether to deploy the flap, synchronously judge whether to rotate the angle of the flap.

[0021] The beneficial effects of the present invention are:

[0022] The present invention provides an aircraft flap and an aircraft flap control method, wherein the aircraft flap includes a flap, a translation mechanism, two sets of rotation mechanisms, and a controller. The translation mechanism includes a first connecting assembly and a first driving assembly. Along the width direction of the wing, one end of the first connecting assembly is fixedly connected to the fixed trailing edge of the wing, and the other end is rotatably connected to the connecting joint of the flap, and the rotation axis of the connecting joint is parallel to the length direction of the wing. The first driving assembly is configured to drive the flap to be deployed or retracted along the width direction of the wing through the first connecting assembly. Along the length direction of the wing, the two sets of rotation mechanisms are arranged in a one-to-one correspondence with the two end ribs of the flap. The rotation mechanism includes a second connecting assembly and a second driving assembly. One end of the second connecting assembly is movably mounted on the fixed trailing edge, the end rib is movably connected to the second connecting assembly, and the end rib can move relative to the second connecting assembly along the width direction of the wing. The second connecting assembly is also transmission-connected to the second driving assembly. The second driving assembly is configured to drive the end of the second connecting assembly connected to the fixed trailing edge to rotate, and the rotation axis of the second connecting assembly is parallel to the length direction of the wing. The first driving assembly and the second driving assembly are both electrically connected to the controller.

[0023] When the flaps need to be deployed, the controller controls the first drive assembly to drive the first connecting assembly to move. The first connecting assembly can drive the flaps to deploy along the width of the wing. During the flap deployment process, the two end ribs of the flap move relative to the second connecting assembly along the width of the wing. When the flap angle needs to be rotated, the controller controls the second drive assembly to drive the second connecting assembly to rotate around an axis parallel to the length of the wing to change the angle between the flap and the wing. During the flap rotation process, the connecting joint can rotate around the second connecting assembly. Thus, the aircraft flap can achieve independent control of the flap's translation along the width of the wing, as well as the flap's rotation around an axis parallel to the length of the wing, which can effectively improve the performance of the aircraft flap. In addition, compared with the existing method of installing the aircraft flap movement mechanism on the lower wall panel of the wing, the first connecting component in the translation mechanism of the aircraft flap is fixedly connected to the fixed trailing edge, so that the translation mechanism can be located in the space of the wing surface without affecting the aerodynamic shape of the wing. One end of the second connecting component in the rotation mechanism is connected to the fixed trailing edge, so that the rotation mechanism can be partially located in the space of the wing surface, which can reduce the use area of the fairing and thereby reduce the impact on the aerodynamic shape of the wing. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 1 is a partial structural diagram of an aircraft flap provided by an embodiment of the present invention;

[0025] Figure 2 1 is a schematic structural diagram of a translation mechanism of an aircraft flap provided by an embodiment of the present invention;

[0026] Figure 3 It is a schematic structural diagram of a connecting seat of an aircraft flap provided by an embodiment of the present invention;

[0027] Figure 4 It is a partial schematic structural diagram of a rotating mechanism of an aircraft flap provided by an embodiment of the present invention.

[0028] In the figure:

[0029] 11. Connecting joint; 12. End rib;

[0030] 2. Translational mechanism; 21. First connection component; 211. Mounting plate; 2111. Chute; 2112. Mounting groove; 212. Sub-connection component; 2121. Connecting seat; 21211. U-shaped clamping plate; 21212. First pulley; 21213. Second pulley; 21214. Mounting hole; 2122. Connecting rod; 2123. First connection end ear; 2124. Second connection end ear;

[0031] 3. Rotating mechanism; 31. Second connection component; 311. Rotating shaft seat; 312. Rotating rod; 313. Linking rod; 314. Multi-link; 315. Sliding seat; 3151. Sliding plate; 3152. Roller; 316. Strengthening rod; 317. Track rod; 3171. Track groove; 318. Bracket; 3181. Fixed groove; 32. Second driving component; 321. Slide block; 322. Lead screw. Detailed implementation manners

[0032] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present invention, rather than limiting the present invention. In addition, it should be noted that for the convenience of description, only parts related to the present invention are shown in the drawings, rather than all the structures.

[0033] In the description of the present invention, unless otherwise clearly defined and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0034] In the present invention, unless otherwise clearly specified and defined, the first feature being "on" or "under" the second feature may include direct contact between the first and second features, or may include the first and second features not being in direct contact but in contact through additional features therebetween. Moreover, the first feature being "above", "over" and "on top of" the second feature includes the first feature being directly above and obliquely above the second feature, or merely indicating that the first feature has a higher horizontal height than the second feature. The first feature being "under", "beneath" and "underneath" the second feature includes the first feature being directly below and obliquely below the second feature, or merely indicating that the first feature has a lower horizontal height than the second feature.

[0035] In the description of the embodiments of the present invention, the terms "upper", "lower", "right", etc., indicating orientation or positional relationships are based on the orientations or positional relationships shown in the drawings, and are only for the convenience of description and simplifying the operations, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation of the present invention. In addition, the terms "first" and "second" are only used for distinction in description and have no special meanings.

[0036] The embodiments of the present invention will be described in detail below. The examples of the embodiments are shown in the drawings, where the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the drawings are exemplary and are only for explaining the present invention and should not be construed as a limitation of the present invention.

[0037] As Figures 1 to 4 shown, the embodiments of the present invention provide an aircraft flap, specifically including a flap, a translation mechanism 2, two sets of rotation mechanisms 3 and a controller.

[0038] Specifically, as Figure 1As shown in the figure, the translation mechanism 2 includes a first connecting assembly 21 and a first driving assembly. Along the width direction of the wing, one end of the first connecting assembly 21 is fixedly connected to the fixed trailing edge of the wing, and the other end is rotatably connected to the connecting joint 11 of the flap, and the rotation axis direction of the connecting joint 11 is parallel to the length direction of the wing. The first driving assembly is configured to drive the flap to be expanded or retracted along the width direction of the wing through the first connecting assembly 21; along the length direction of the wing, two sets of rotation mechanisms 3 are arranged in one-to-one correspondence with the two end ribs 12 of the flap, and the rotation mechanism 3 includes a second connecting assembly 3 1 and a second drive assembly 32, one end of the second connecting assembly 31 is movably mounted on the fixed trailing edge, the end rib 12 is movably connected to the second connecting assembly 31, and along the width direction of the wing, the end rib 12 can move relative to the second connecting assembly 31, the second connecting assembly 31 is also in transmission connection with the second drive assembly 32, and the second drive assembly 32 is configured to drive the end of the second connecting assembly 31 connected to the fixed trailing edge to rotate, and the direction of the rotation axis of the second connecting assembly 31 is parallel to the length direction of the wing; the first drive assembly and the second drive assembly 32 are both electrically connected to the controller.

[0039] In detail, such as Figure 1 As shown in , when the flaps need to be deployed, the controller controls the first drive assembly to drive the first connecting assembly 21 to move. The first connecting assembly 21 can drive the flaps to deploy along the width direction of the wing. During the deployment of the flaps, the two end ribs 12 of the flaps move relative to the second connecting assembly 31 along the width direction of the wing. When the angle of the flaps needs to be rotated, the controller controls the second drive assembly 32 to drive the second connecting assembly 31 to rotate around an axis parallel to the length direction of the wing to change the angle between the flaps and the wing. During the rotation of the flaps, the connecting joint 11 can rotate around the second connecting assembly 31. Thus, the aircraft flaps can achieve independent control of the flaps' translation along the width direction of the wing, as well as the flaps' rotation around an axis parallel to the length direction of the wing, which can effectively improve the working performance of the aircraft flaps. In addition, compared with the existing method of installing the aircraft flap movement mechanism on the lower wall panel of the wing, the first connecting component 21 in the translation mechanism 2 in this aircraft flap is fixedly connected to the fixed trailing edge, so that the translation mechanism 2 can be located in the space of the wing surface without affecting the aerodynamic shape of the wing, and one end of the second connecting component 31 in the rotation mechanism 3 is connected to the fixed trailing edge, so that the rotation mechanism 3 can be partially located in the space of the wing surface, which can reduce the use area of the fairing and thereby reduce the impact on the aerodynamic shape of the wing.

[0040] Specifically, in this embodiment, the controller is a center console of an aircraft.

[0041] Specifically, if Figure 1As shown in the figure, the first connection component 21 includes a mounting plate 211 and two sets of sub-connection components 212. The mounting plate 211 is fixedly mounted on the fixed trailing edge. The mounting plate 211 is provided with a first track extending along the length direction of the wing. One ends of the two sets of sub-connection components 212 are both movably connected to the first track and can slide along the extending direction of the first track. The other ends of the two sets of sub-connection components 212 are both connected to the connection joint 11. The first driving component is configured to be able to drive one ends of the two sets of sub-connection components 212 to approach or move away synchronously along the extending direction of the first track. When one ends of the two sets of sub-connection components 212 approach synchronously, the flap unfolds along the width direction of the wing. When one ends of the two sets of sub-connection components 212 move away synchronously, the flap retracts along the width direction of the wing. Of course, the part structure and connection form of the first connection component 21 can also have other choices as long as the flap can be unfolded and retracted.

[0042] More specifically, as Figure 1 and Figure 2 shown in the figure, the sub-connection component 212 includes a connection seat 2121, a connecting rod 2122, and a first connection end ear 2123. The connection seat 2121 is slidably connected to the first track and can slide along the extending direction of the first track. One end of the connecting rod 2122 can be rotatably connected to the connection seat 2121. The other end of the connecting rod 2122 is connected to the connection joint 11 through the first connection end ear 2123. More detailedly, the sub-connection component 212 further includes a second connection end ear 2124. One end of the second connection end ear 2124 is rotatably connected to the connection seat 2121, and the rotation axis direction of the second connection end ear 2124 is parallel to the length direction of the wing. The other end of the second connection end ear 2124 is rotatably connected to one end of the connecting rod 2122, and the rotation axis direction of the connecting rod 2122 is parallel to the thickness direction of the wing. One end of the first connection end ear 2123 is rotatably connected to the other end of the connecting rod 2122, and the rotation axis direction of the first connection end ear 2123 is parallel to the thickness direction of the wing. The other end of the first connection end ear 2123 is rotatably connected to the connection joint 11, and the rotation axis direction of the connection joint 11 is parallel to the length direction of the wing. By setting the first connection end ear 2123, the connection joint 11 can rotate relative to the connecting rod 2122 around the axis parallel to the length direction of the wing and around the axis parallel to the thickness direction of the wing. By setting the second connection end ear 2124, the connecting rod 2122 can rotate relative to the connection seat 2121 around the axis parallel to the length direction of the wing and around the axis parallel to the thickness direction of the wing. Thus, when the flap translates and rotates, the connection seat 2121 and the connecting rod 2122, as well as the connecting rod 2122 and the connection joint 11, can all rotate flexibly to avoid the situation of fracture and deformation between the connecting rod 2122 and the connection seat 2121, and between the connecting rod 2122 and the connection joint 11 when the flap translates and rotates.

[0043] Further, as shown in Figure 2 and Figure 3 , at one end of the connecting seat 2121 close to the first track, a U-shaped clamping plate 21211 is provided. The U-shaped clamping plate 21211 is inserted into the first track. A first pulley 21212 is arranged inside the U-shaped clamping plate 21211. A chute 2111 extending along the length direction of the wing is formed in the first track. When the U-shaped clamping plate 21211 is inserted into the first track, the first pulley 21212 can be slidably arranged in the chute 2111. Thus, the frictional resistance between the mounting plate 211 and the connecting seat 2121 is reduced, enabling the flap to be deployed or retracted more smoothly. Further, two chutes 2111 are formed. The two chutes 2111 are arranged in one-to-one correspondence with the two U-shaped clamping plates 21211. First pulleys 21212 are mounted on both of the two U-shaped clamping plates 21211. Further still, a second pulley 21213 is further arranged at one end of the connecting seat 2121 close to the first track. When the U-shaped clamping plate 21211 is inserted into the first track, the second pulley 21213 is in sliding contact with the side wall of the first track. By providing the second pulley 21213, the frictional resistance during the sliding of the connecting seat 2121 can be further reduced, and the second pulley 21213 can also limit and guide the sliding of the connecting seat 2121 to ensure that the connecting seat 2121 can slide smoothly. Specifically, the number of the first pulley 21212 and the second pulley 21213 is not specifically limited and can be increased or decreased according to actual needs.

[0044] Specifically, as shown in Figure 2 , the first track is further provided with a mounting groove 2112. The mounting groove 2112 extends along the length direction of the first track. The first driving assembly includes a first motor, a driving gear, and a rack plate. The first motor is fixedly mounted on the connecting seat 2121. The driving gear is mounted on the output end of the first motor. The rack plate is fixedly mounted in the mounting groove 2112. The driving gear is in transmission connection with the rack plate. Specifically, when the first driving assembly works, the first motor drives the driving gear to rotate. Since the rack plate is fixed in the mounting groove 2112, the rack plate provides a reaction force to the driving gear. This reaction force is transmitted to the connecting seat 2121 through the first motor, enabling the connecting seat 2121 to slide along the first track. By controlling the rotation direction of the first motor, the sliding direction of the connecting seat 2121 can be changed. More specifically, a mounting hole 21214 is formed in the connecting seat 2121. The first motor is fixedly mounted in the mounting hole 21214. In this way, the connection effect between the first motor and the connecting seat 2121 is ensured, enabling the first motor to stably drive the connecting seat 2121 to slide. Of course, the first driving assembly can also adopt other reasonable driving methods as long as it can drive the first connecting assembly 21 and drive the flap to be deployed and retracted.

[0045] It should be noted that, in order to avoid redundancy, the specific rotational connection manners of the second connection end ear 2124 with the connection seat 2121, the connecting rod 2122 with the second connection end ear 2124, the connecting rod 2122 with the first connection end ear 2123, and the first connection end ear 2123 with the connection joint 11 will not be described in more detail, as long as rotation can be achieved.

[0046] Specifically, as Figure 1 and Figure 4 shown in, the second connection assembly 31 includes a rotating shaft seat 311, a rotating rod 312, and a linkage rod 313. The rotating shaft seat 311 is fixedly installed on the fixed trailing edge. One end of the rotating rod 312 is rotatably connected to the rotating shaft seat 311, and the rotation axis direction of the rotating rod 312 is parallel to the length direction of the wing. The other end of the rotating rod 312 extends along the width direction of the wing. One end of the linkage rod 313 is rotatably connected to the rotating rod 312, and the other end is drivingly connected to the second driving assembly 32. The second driving assembly 32 can drive the rotating rod 312 to rotate through the linkage rod 313. The rotating rod 312 is provided with a second track, and the second track extends along the length direction of the rotating rod 312. The end rib 12 is connected with a sliding seat 315, and the sliding seat 315 is slidably connected to the second track. Specifically, the second driving assembly 32 includes a second motor, a lead screw 322, and a slider 321. The output end of the second motor is drivingly connected to the lead screw 322. The extending direction of the lead screw 322 is parallel to the thickness direction of the wing. The slider 321 is slidably connected to the lead screw 322, and the slider 321 is also rotatably connected to one end of the linkage rod 313. When the slider 321 moves along the extending direction of the lead screw 322, the linkage rod 313 drives the rotating rod 312 to rotate. In detail, when the flap needs to rotate, the second motor is used to drive the lead screw 322 to rotate, and the slider 321 slides along the extending direction of the lead screw 322. During the sliding process of the slider 321, the rotating rod 312 is driven to rotate through the linkage rod 313. It can be seen that during the rotation of the flap, the linkage rod 313 will bear a large tensile force. In order to avoid the situation of fracture and deformation of the linkage rod 313, a reinforcing rod 316 is further provided. One end of the reinforcing rod 316 is rotatably connected to one end of the linkage rod 313 close to the slider 321, and the other end is rotatably connected to the other end of the rotating rod 312 away from the rotating shaft seat 311. More specifically, in this embodiment, taking the setting of two reinforcing rods 316 as an example.

[0047] Of course, the component structure and connection form of the second connection assembly 31 can also have other options, as long as the functions of flap rotation and translation can be achieved. Optionally, the second driving assembly 32 is not limited to the above-mentioned transmission manner of the lead screw 322 and the slider 321, and can also be replaced by a gear chain transmission or a synchronous belt transmission, etc.

[0048] Optionally, as Figure 1 and Figure 4As shown in the figure, the second connecting component 31 further includes an orbital rod 317. The orbital rod 317 extends along the length direction of the rotating rod 312 and is fixedly connected to the rotating rod 312. The orbital rod 317 is provided with a second orbit. The sliding seat 315 includes a sliding plate 3151 and a plurality of rollers 3152. The plurality of rollers 3152 are rotatably mounted on the sliding plate 3151, and the plurality of rollers 3152 can be slidably arranged in the second orbit, so that the sliding seat 315 can slide relative to the rotating rod 312. With such a setting, the difficulty of opening an orbital groove on the rotating rod 312 and directly slidingly connecting the sliding seat 315 to the rotating rod 312 can be reduced. Specifically, in this embodiment, the second orbit includes two orbital grooves 3171 provided at both ends of the orbital rod 317 along the thickness direction of the wing. The plurality of rollers 3152 are divided into two groups, and the two groups of rollers 3152 are respectively slidably arranged in the two orbital grooves 3171. By providing a plurality of rollers 3152, the frictional resistance between the sliding seat 315 and the orbital rod 317 can be reduced, which is convenient for the sliding seat 315 to slide. In addition, setting the plurality of rollers 3152 into two groups and slidingly connecting them to the two orbital grooves 3171 can limit the sliding seat 315, so that the sliding seat 315 can only slide along the orbital groove 3171, ensuring the sliding effect of the sliding seat 315.

[0049] Specifically, as Figure 1 shown in the figure, the second connecting component 31 further includes a multi-link 314. One end of the multi-link 314 is rotatably connected to the end rib 12, and the other end is rotatably connected to the end of the rotating rod 312 away from the rotating shaft seat 311. By providing the multi-link 314 to be rotatably connected to the end rib 12 and the rotating rod 312 respectively, the aerodynamic load borne by the flap can be shared when the flap is in the deployed state. More specifically, in this embodiment, the multi-link 314 is composed of two moving links. One end of one moving link is rotatably connected to one end of the end rib 12, and the other end is movably connected to one end of the other moving link. The other end of the other moving link is rotatably connected to the end of the rotating rod 312 away from the rotating shaft seat 311. Of course, in other embodiments, the multi-link 314 can also be composed of moving links with other numbers and structures.

[0050] Further, as Figure 1 and Figure 4As shown in the figure, the end rib 12 is mounted on the support bracket 318 and fixedly connected to the support bracket 318. The support bracket 318 is also fixedly connected to the sliding seat 315. Specifically, the support bracket 318 has a right triangular prism structure. The plane where one of the right-angled sides of the support bracket 318 is located is used to support the end rib 12 of the flap, and the plane where the other right-angled side is located is used to be fixedly connected to the sliding plate 3151 of the sliding seat 315. Further, the support bracket 318 is threadedly connected to the end rib 12 and the support bracket 318 is also threadedly connected to the sliding seat 315. By providing the support bracket 318, it is convenient to connect the end rib 12 of the flap to the sliding seat 315. More specifically, a plurality of fixing grooves 3181 are provided on the plane where the hypotenuse of the support bracket 318 is located. Through the plurality of fixing grooves 3181, it is convenient to threadedly connect the support bracket 318 to the end rib 12 of the flap and threadedly connect the support bracket 318 to the sliding plate 3151. Optionally, in this embodiment, three fixing grooves 3181 are provided as an example. It should be noted that the structure and quantity of the support bracket 318 are not specifically limited, as long as a good connection between the end rib 12 and the second connection assembly 31 can be achieved.

[0051] It should be noted that, in this embodiment, in order to avoid redundancy, the specific ways of the rotational connection between the rotating rod 312 and the rotating shaft seat 311, the linkage rod 313 and the rotating rod 312, the linkage rod 313 and the slider 321, and the reinforcing rod 316 and the linkage rod 313 are not described in more detail, as long as rotation can be achieved.

[0052] Optionally, the mounting plate 211 and the rotating shaft seat 311 can also be fixedly installed on the rear beam of the main wing box of the wing. With such a setting, it is also possible to make the translation mechanism 2 and the rotation mechanism 3 be within the aerodynamic shape of the wing, thereby reducing the area of the fairing. Specifically, the specific installation positions of the mounting plate 211 and the rotating shaft seat 311 can be selected according to the actual installation situation.

[0053] The embodiment of the present invention also provides an aircraft flap control method, which is used to implement on the above-mentioned aircraft flap. The aircraft flap control method includes the following steps:

[0054] S100. Determine whether to deploy the flap. If so, control the first drive assembly to drive the flap to deploy along the width direction of the wing through the first connection assembly 21.

[0055] S200. Determine whether to rotate the angle of the flap. If so, control the second drive assembly 32 to drive the flap to rotate around an axis parallel to the length direction of the wing through the second connection assembly 31.

[0056] Specifically, applying the above aircraft flap control method can independently control the translational and rotational motions of the flap, thereby enabling the control of the flap's attitude according to actual needs and effectively improving the working performance of the flap. In detail, the method for determining whether to deploy the flap can be selected as the pilot actively choosing to deploy or retract the flap and rotate the flap based on specific data on the console, or the controller controlling the deployment and rotation of the flap according to relevant parameter values such as the aircraft speed sensor parameters, aircraft angle sensor parameters, and wind speed sensor parameters, etc.

[0057] Preferably, when determining whether to deploy the flap, it is simultaneously determined whether to rotate the angle of the flap. With such a setting, the flap can be quickly deployed and rotated, improving the action efficiency of the flap.

[0058] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, rather than limitations on the implementation manners of the present invention. For those of ordinary skill in the art, various obvious changes, re-adjustments, and substitutions can be made without departing from the protection scope of the present invention. It is not necessary and impossible to enumerate all the implementation manners here. Any modifications, equivalent substitutions, and improvements made within the spirit and principle of the present invention shall be included within the protection scope of the claims of the present invention.

Claims

1. An aircraft flap, characterized in that, include: A flap and translation mechanism (2), the translation mechanism (2) comprising a first connecting assembly (21) and a first driving assembly, wherein along the width direction of the wing, one end of the first connecting assembly (21) is fixedly connected to the fixed trailing edge of the wing, and the other end is rotatably connected to the connecting joint (11) of the flap, and the direction of the rotation axis of the connecting joint (11) is parallel to the length direction of the wing, and the first driving assembly is configured to drive the flap to be expanded or retracted along the width direction of the wing through the first connecting assembly (21); Two groups of rotating mechanisms (3) are arranged in a one-to-one correspondence with the two end ribs (12) of the flap along the length direction of the wing. The rotating mechanism (3) includes a second connecting component (31) and a second driving component (32). One end of the second connecting component (31) is movably mounted on the fixed trailing edge. The end rib (12) is movably connected to the second connecting component (31), and along the width direction of the wing, the end rib (12) can move relative to the second connecting component (31). The second connecting component (31) is also transmission-connected to the second driving component (32). The second driving component (32) is configured to drive the one end of the second connecting component (31) connected to the fixed trailing edge to rotate, and the direction of the rotation axis of the second connecting component (31) is parallel to the length direction of the wing. The controller, the first drive component and the second drive component (32) are all electrically connected to the controller.

2. The aircraft flap according to claim 1, wherein, The first connecting component (21) comprises a mounting plate (211) and two groups of sub-connecting components (212), wherein the mounting plate (211) is fixedly mounted on the fixed trailing edge, and the mounting plate (211) is provided with a first track extending along the length direction of the wing, one end of each of the two groups of sub-connecting components (212) is movably connected to the first track and can slide along the extension direction of the first track, and the other ends of each of the two groups of sub-connecting components (212) are connected to the connecting joint (11), and the first driving component is configured to be able to drive one end of each of the two groups of sub-connecting components (212) to synchronously approach or synchronously move away along the extension direction of the first track, and when one end of each of the two groups of sub-connecting components (212) approaches synchronously, the flaps are unfolded along the width direction of the wing, and when one end of each of the two groups of sub-connecting components (212) moves away synchronously, the flaps are retracted along the width direction of the wing.

3. The aircraft flap according to claim 2, characterized in that, The sub-connection assembly (212) comprises a connection seat (2121), a connection rod (2122) and a first connection end ear (2123); the connection seat (2121) is slidably connected to the first track; the connection seat (2121) can slide along the extension direction of the first track; one end of the connection rod (2122) can be rotatably connected to the connection seat (2121); and the other end of the connection rod (2122) is connected to the connection joint (11) via the first connection end ear (2123).

4. The aircraft flap according to claim 3, characterized in that, The first track is further provided with a mounting groove (2112) which extends along the length direction of the first track. The first driving assembly includes a first motor, a driving gear and a rack plate. The first motor is fixedly installed on the connecting seat (2121), the driving gear is installed at the output end of the first motor, the rack plate is fixedly installed in the mounting groove (2112), and the driving gear is in transmission connection with the rack plate.

5. An aircraft flap according to any one of claims 1-4, characterized in that, The second connecting assembly (31) includes a rotating shaft seat (311), a rotating rod (312) and a linkage rod (313). The rotating shaft seat (311) is fixedly installed on the fixed trailing edge. One end of the rotating rod (312) is rotatably connected to the rotating shaft seat (311), and the rotation axis direction of the rotating rod (312) is parallel to the length direction of the wing. The other end of the rotating rod (312) extends along the width direction of the wing. One end of the linkage rod (313) is rotatably connected to the rotating rod (312), and the other end is in transmission connection with the second driving assembly (32). The second driving assembly (32) can drive the rotating rod (312) to rotate through the linkage rod (313); The rotating rod (312) is provided with a second track which extends along the length direction of the rotating rod (312). The end rib (12) is connected with a sliding seat (315), and the sliding seat (315) is slidably connected with the second track.

6. The aircraft flap according to claim 5, characterized in that, The second driving assembly (32) includes a second motor, a lead screw (322) and a slider (321). The output end of the second motor is in transmission connection with the lead screw (322). The extending direction of the lead screw (322) is parallel to the thickness direction of the wing. The slider (321) is slidably connected with the lead screw (322). One end of the slider (321) is also rotatably connected to the linkage rod (313). When the slider (321) moves along the extending direction of the lead screw (322), the linkage rod (313) drives the rotating rod (312) to rotate.

7. An aircraft flap according to claim 5, characterized in that, The second connecting assembly (31) further includes a multi-link (314). One end of the multi-link (314) is rotatably connected to the end rib (12), and the other end is rotatably connected to the end of the rotating rod (312) far from the rotating shaft seat (311).

8. The aircraft flap according to claim 7, characterized in that, The end rib (12) is erected on the supporting bracket (318) and fixedly connected to the supporting bracket (318). The supporting bracket (318) is also fixedly connected to the sliding seat (315).

9. An aircraft flap control method, characterized in that, For implementing an aircraft flap according to any one of claims 1-8, the method for controlling the aircraft flap includes the following steps: Judge whether to deploy the flap. If so, control the first driving assembly to drive the flap to deploy along the width direction of the wing through the first connecting assembly (21); Judge whether to rotate the angle of the flap. If so, control the second driving assembly (32) to drive the flap to rotate around an axis parallel to the length direction of the wing through the second connecting assembly (31).

10. A method for controlling an aircraft flap according to claim 9, characterized in that, When determining whether to deploy the flap, it is simultaneously determined whether to rotate the angle of the flap.

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