An aircraft flap and a method of controlling an aircraft flap

Abstract

The application discloses an aircraft flap and an aircraft flap control method, and the aircraft flap comprises a flap, a translation mechanism, two groups of rotation 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 a fixed trailing edge of a wing, the other end is rotationally connected with a connecting joint of the flap, and the first driving assembly can drive the flap to be unfolded or retracted; the two groups of rotation mechanisms are arranged in one-to-one correspondence with two end ribs of the flap, the rotation mechanism comprises a second connecting assembly and a second driving assembly, one end of the second connecting assembly is movably installed on the fixed trailing edge, the end rib is movably connected with the second connecting assembly, the second connecting assembly is further in transmission connection with the second driving assembly, and the second driving assembly can drive the end of the second connecting assembly connected with the fixed trailing edge to rotate; and the first driving assembly and the second driving assembly are electrically connected with the controller. The aircraft flap can independently control translation and rotation of the flap, and effectively improves the working performance of the flap.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to an aircraft flap and a method for controlling the aircraft flap. Background Technology

[0002] Aircraft flaps are a crucial component of the aircraft wing, effectively increasing lift. In traditional linkage-rail flap mechanisms, the support truss is typically fixed to the lower wing panel, leaving most of the flap mechanism exposed outside the wing's outer shape. This necessitates a large fairing to conceal the exposed flap mechanism, increasing aerodynamic drag and reducing fuel economy. Furthermore, traditional linkage-rail flap mechanisms cannot independently control flap translation and rotation, further limiting flight performance. Summary of the Invention

[0003] The purpose of this invention is to provide an aircraft flap and an aircraft flap control method to solve the problems that existing aircraft flap motion mechanisms require a large fairing, which increases the aircraft's aerodynamic drag, reduces the aircraft's fuel economy, and the aircraft flap motion mechanism cannot independently control the translation and rotation of the flaps, thus limiting the aircraft's flight performance.

[0004] To achieve this objective, the present invention adopts the following technical solution:

[0005] An aircraft flap comprising:

[0006] The flap and translation mechanism, the translation mechanism including a first connecting component and a first driving component, along the width direction of the wing, one end of the first connecting component 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 component is configured to drive the flap to unfold or retract along the width direction of the wing through the first connecting component.

[0007] Two sets of rotating mechanisms are provided along the length of the wing, and the two sets of rotating mechanisms are respectively arranged with the two end ribs of the flap. The rotating mechanism includes a second connecting component and a second driving component. One end of the second connecting component is movably mounted on the fixed trailing edge. The end rib is movably connected to the second connecting component and can move relative to the second connecting component along the width direction of the wing. The second connecting component is also connected to the second driving component. The second driving component is configured to drive the end of the second connecting component connected to the fixed trailing edge to rotate, and the rotation axis of the second connecting component is parallel to the length direction of the wing.

[0008] The controller, the first drive component, and the second drive component are all electrically connected to the controller.

[0009] Preferably, the first connecting assembly includes a mounting plate and two sets of sub-connecting assemblies. The mounting plate is fixedly mounted on the fixed trailing edge. The mounting plate is provided with a first track extending along the length direction of the wing. One end of each of the two sets of sub-connecting assemblies is movably connected to the first track and can slide along the extension direction of the first track. The other end of each of the two sets of sub-connecting assemblies is connected to the connecting joint. The first driving assembly is configured to drive one end of each of the two sets of sub-connecting assemblies to move synchronously closer or farther away along the extension direction of the first track. When one end of each of the two sets of sub-connecting assemblies moves synchronously closer, the flaps unfold along the width direction of the wing. When one end of each of the two sets of sub-connecting assemblies moves synchronously farther away, the flaps retract along the width direction of the wing.

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

[0011] Preferably, the first track is further provided with a mounting groove that extends along the length of the first track. The first drive assembly includes a first motor, a drive gear, and a rack plate. The first motor is fixedly mounted on the connecting seat, the drive gear is mounted on the output end of the first motor, and the rack plate is fixedly mounted in the mounting groove. The drive gear is connected to the rack plate in a transmission manner.

[0012] Preferably, the second connecting assembly includes a pivot seat, a rotating rod, and a linkage rod. The pivot seat is fixedly installed on the fixed trailing edge. One end of the rotating rod is rotatably connected to the pivot seat, and the rotation axis 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 drively connected to the second driving assembly. The second driving assembly can drive the rotating rod to rotate through the linkage rod.

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

[0014] Preferably, the second drive assembly includes a second motor, a lead screw, and a slider. The output end of the second motor is connected to the lead screw, the extension direction of the lead screw is parallel to the thickness direction of the wing, the slider is slidably connected to the lead screw, and the slider is also rotatably connected to one end of the linkage rod. When the slider moves along the extension 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 which is rotatably connected to the end rib, and the other end of which is rotatably connected to the end of the rotating rod away from the rotating shaft seat.

[0016] Preferably, the end rib is mounted on the support frame and fixedly connected to the support frame, and the support frame is also fixedly connected to the sliding seat.

[0017] An aircraft flap control method, implemented on an aircraft flap as described above, the aircraft flap control method comprising the following steps:

[0018] Determine whether to deploy the flaps; if so, control the first drive assembly to drive the flaps to deploy along the width direction of the wing via the first connecting assembly.

[0019] Determine whether to rotate the flap at the desired angle. If so, control the second drive assembly to drive the flap to rotate around an axis parallel to the length direction of the wing via the second connecting assembly.

[0020] Preferably, when determining whether to deploy the flaps, the angle of rotation of the flaps is determined simultaneously.

[0021] The beneficial effects of this invention are as follows:

[0022] This invention provides an aircraft flap and an aircraft flap control method. The aircraft flap includes a flap, a translational mechanism, two sets of rotating mechanisms, and a controller. The translational mechanism includes a first connecting component and a first driving component. Along the width direction of the wing, one end of the first connecting component is fixedly connected to a fixed trailing edge of the wing, and the other end is rotatably connected to a connecting joint of the flap. The rotation axis of the connecting joint is parallel to the length direction of the wing. The first driving component is configured to drive the flap to deploy or retract along the width direction of the wing via the first connecting component. Along the length direction of the wing, the two sets of rotating mechanisms are correspondingly arranged with the two end ribs of the flap. The rotating mechanism includes a second connecting component and a second driving component. One end of the second connecting component is movably mounted to the fixed trailing edge, and the end rib is movably connected to the second connecting component. Along the width direction of the wing, the end rib can move relative to the second connecting component. The second connecting component is also drively connected to the second driving component. The second driving component is configured to drive the end of the second connecting component connected to the fixed trailing edge to rotate, and the rotation axis of the second connecting component is parallel to the length direction of the wing. Both the first driving component and the second driving component are electrically connected to the controller.

[0023] When flaps need to be deployed, the controller activates the first drive assembly, which in turn moves the first connecting assembly. The first connecting assembly then deploys the flaps along the width of the wing. During deployment, the two end ribs of the flaps move relative to the second connecting assembly along the width of the wing. When the flap angle needs to be adjusted, the controller activates the second drive assembly, which in turn rotates the second connecting assembly around an axis parallel to the length of the wing, thus changing the angle between the flaps and the wing. During flap rotation, the connecting joint rotates around the second connecting assembly. Therefore, this aircraft flap can independently control its translational movement along the width of the wing and its rotation around an axis parallel to the length of the wing, effectively improving the flap's performance. Furthermore, compared to the existing method of installing the aircraft flap movement mechanism on the lower wing panel, this aircraft flap has the first connecting component of the translation mechanism fixedly connected to the fixed trailing edge, so that the translation mechanism can be located within the space of the wing surface and will not affect the aerodynamic shape of the wing. One end of the second connecting component of the rotation mechanism is connected to the fixed trailing edge, so that the rotation mechanism can be partially located within the space of the wing surface, which can reduce the area of ​​the fairing used, and thus reduce the impact on the aerodynamic shape of the wing. Attached Figure Description

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

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

[0026] Figure 3 This is a schematic diagram of the structure of a connecting seat for an aircraft flap provided in an embodiment of the present invention;

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

[0028] In the picture:

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

[0030] 2. Translation mechanism; 21. First connecting assembly; 211. Mounting plate; 2111. Slide groove; 2112. Mounting slot; 212. Sub-connecting assembly; 2121. Connecting seat; 21211. U-shaped clamp; 21212. First pulley; 21213. Second pulley; 21214. Mounting hole; 2122. Connecting rod; 2123. First connecting end ear; 2124. Second connecting end ear;

[0031] 3. Rotating mechanism; 31. Second connecting assembly; 311. Rotating shaft seat; 312. Rotating rod; 313. Linkage rod; 314. Multi-link; 315. Sliding seat; 3151. Sliding plate; 3152. Roller; 316. Reinforcing rod; 317. Track rod; 3171. Track groove; 318. Support frame; 3181. Fixing groove; 32. Second driving assembly; 321. Slider; 322. Lead screw. Detailed Implementation

[0032] The present invention will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, the accompanying drawings show only the parts relevant to the present invention, and not all of the structures.

[0033] In the description of this invention, unless otherwise explicitly specified and limited, the terms "connected," "linked," and "fixed" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0034] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0035] In the description of this embodiment, the terms "upper," "lower," "right," etc., refer to the orientation or positional relationship shown in the accompanying drawings. They are used only for ease of description and simplification of operation, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the present invention. In addition, the terms "first" and "second" are used only for distinction in description and have no special meaning.

[0036] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein 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 with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

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

[0038] Specifically, such as Figure 1As shown, the translational mechanism 2 includes a first connecting component 21 and a first driving component. Along the width direction of the wing, one end of the first connecting component 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. The rotation axis of the connecting joint 11 is parallel to the length direction of the wing. The first driving component is configured to drive the flap to unfold or retract along the width direction of the wing via the first connecting component 21. Along the length direction of the wing, two sets of rotating mechanisms 3 are arranged corresponding to the two end ribs 12 of the flap. The rotating mechanism 3 includes a second connecting component 3. 1 and the 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 the end rib 12 can move relative to the second connecting assembly 31 along the width direction of the wing, the second connecting assembly 31 is also connected to the second drive assembly 32 for transmission, 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 rotation axis of the second connecting assembly 31 is parallel to the length direction of the wing; both the first drive assembly and the second drive assembly 32 are electrically connected to the controller.

[0039] In detail, such as Figure 1 As shown, when the flaps need to be deployed, the controller controls the first drive assembly to move the first connecting assembly 21. The first connecting assembly 21 can drive the flaps to deploy along the width direction of the wing. During the flap deployment process, 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 flap angle needs to be rotated, the controller controls the second drive assembly 32 to rotate the second connecting assembly 31 around an axis parallel to the length direction of the wing, thereby changing the angle between the flaps and the wing. During the flap rotation, 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 and 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. Furthermore, compared to the existing method of installing the aircraft flap movement mechanism on the lower wing panel, this aircraft flap has the first connecting component 21 of the translation mechanism 2 fixedly connected to the fixed trailing edge, so that the translation mechanism 2 can be located within the space of the wing surface and will not affect the aerodynamic shape of the wing. One end of the second connecting component 31 of the rotation mechanism 3 is connected to the fixed trailing edge, so that the rotation mechanism 3 can be partially located within the space of the wing surface, which can reduce the area of ​​the fairing and thus reduce the impact on the aerodynamic shape of the wing.

[0040] Specifically, in this embodiment, the controller is the aircraft's central control console.

[0041] Specifically, such as Figure 1As shown, the first connecting assembly 21 includes a mounting plate 211 and two sets of sub-connecting assemblies 212. The mounting plate 211 is fixedly mounted on the fixed trailing edge and is provided with a first track extending along the length direction of the wing. One end of each set of sub-connecting assemblies 212 is movably connected to the first track and can slide along the extension direction of the first track. The other end of each set of sub-connecting assemblies 212 is connected to a connecting joint 11. The first driving assembly is configured to drive one end of each set of sub-connecting assemblies 212 to move synchronously closer or farther away along the extension direction of the first track. When one end of each set of sub-connecting assemblies 212 moves synchronously closer, the flaps deploy along the width direction of the wing; when one end of each set of sub-connecting assemblies 212 moves synchronously farther away, the flaps retract along the width direction of the wing. Of course, the component structure and connection form of the first connecting assembly 21 can also be other options, as long as the deployment and retraction of the flaps can be achieved.

[0042] More specifically, such as Figure 1 and Figure 2 As shown, the sub-connecting assembly 212 includes a connecting seat 2121, a connecting rod 2122, and a first connecting end ear 2123. The connecting seat 2121 is slidably connected to the first track and can slide along the extension direction of the first track. One end of the connecting rod 2122 can be rotatably connected to the connecting seat 2121, and the other end of the connecting rod 2122 is connected to the connecting joint 11 through the first connecting end ear 2123. More specifically, the sub-connecting assembly 212 further includes a second connecting lug 2124, one end of which is rotatably connected to the connecting seat 2121, and the rotation axis of the second connecting lug 2124 is parallel to the length direction of the wing. The other end of the second connecting lug 2124 is rotatably connected to one end of the connecting rod 2122, and the rotation axis of the connecting rod 2122 is parallel to the thickness direction of the wing. One end of the first connecting lug 2123 is rotatably connected to the other end of the connecting rod 2122, and the rotation axis of the first connecting lug 2123 is parallel to the thickness direction of the wing. The other end of the first connecting lug 2123 is rotatably connected to the connecting connector 11, and the rotation axis of the connecting connector 11 is parallel to the length direction of the wing. By providing the first connecting lug 2123, the connecting joint 11 can rotate relative to the connecting rod 2122 about an axis parallel to the length direction of the wing and about an axis parallel to the thickness direction of the wing. By providing the second connecting lug 2124, the connecting rod 2122 can rotate relative to the connecting seat 2121 about an axis parallel to the length direction of the wing and about an axis parallel to the thickness direction of the wing. Thus, during flap translation and rotation, the connecting seat 2121 and the connecting rod 2122, as well as the connecting rod 2122 and the connecting joint 11, can rotate flexibly, thus preventing breakage and deformation between the connecting rod 2122 and the connecting seat 2121, and between the connecting rod 2122 and the connecting joint 11, during flap translation and rotation.

[0043] Furthermore, such as Figure 2 and Figure 3 As shown, a U-shaped clamp 21211 is provided at one end of the connecting seat 2121 near the first track. The U-shaped clamp 21211 is inserted into the first track, and a first pulley 21212 is provided inside the U-shaped clamp 21211. The first track has a groove 2111 extending along the length of the wing. When the U-shaped clamp 21211 is inserted into the first track, the first pulley 21212 can slide within the groove 2111, thereby reducing the frictional resistance between the mounting plate 211 and the connecting seat 2121, allowing the flaps to deploy or retract more smoothly. Furthermore, there are two grooves 2111, each corresponding to one of the two U-shaped clamps 21211, and each U-shaped clamp 21211 is equipped with a first pulley 21212. Furthermore, a second pulley 21213 is provided at the end of the connecting seat 2121 near the first track. When the U-shaped clamp 21211 is inserted into the first track, the second pulley 21213 slides against the side wall of the first track. By providing the second pulley 21213, the frictional resistance of the connecting seat 2121 during sliding can be further reduced, and the second pulley 21213 can also limit and guide the sliding of the connecting seat 2121, ensuring 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, such as Figure 2 As shown, the first track also has a mounting groove 2112 extending along the length of the first track. The first drive assembly includes a first motor, a drive gear, and a rack plate. The first motor is fixedly mounted on the connecting seat 2121, the drive gear is mounted on the output end of the first motor, and the rack plate is fixedly mounted in the mounting groove 2112. The drive gear and the rack plate are connected in a transmission manner. Specifically, when the first drive assembly is working, the first motor drives the drive gear to rotate. Since the rack plate is fixed in the mounting groove 2112, it provides a reaction force to the drive gear. This reaction force is transmitted to the connecting seat 2121 through the first motor, allowing the connecting seat 2121 to slide along the first track. The sliding direction of the connecting seat 2121 can be changed by controlling the rotation direction of the first motor. More specifically, the connecting seat 2121 has a mounting hole 21214, and the first motor is fixedly mounted in the mounting hole 21214. This arrangement ensures the connection effect between the first motor and the connecting seat 2121, enabling the first motor to stably drive the connecting seat 2121 to slide. Of course, the first drive component can also adopt other reasonable drive methods, as long as they can drive the first connecting component 21 and drive the flaps to deploy and retract.

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

[0046] Specifically, such as Figure 1 and Figure 4 As shown, the second connecting assembly 31 includes a pivot seat 311, a rotating rod 312, and a linkage rod 313. The pivot seat 311 is fixedly installed on the fixed rear edge. One end of the rotating rod 312 is rotatably connected to the pivot seat 311, and the rotation axis 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 connected to the second drive assembly 32. The second drive 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 to a sliding seat 315, which is slidably connected to the second track. Specifically, the second drive assembly 32 includes a second motor, a lead screw 322, and a slider 321. The output end of the second motor is connected to the lead screw 322 for transmission. The extension 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. The slider 321 is also rotatably connected to one end of the linkage rod 313. When the slider 321 moves along the extension direction of the lead screw 322, the linkage rod 313 drives the rotating rod 312 to rotate. More specifically, when flap rotation is required, the second motor drives the lead screw 322 to rotate, and the slider 321 slides along the extension direction of the lead screw 322. During the sliding process, the slider 321 drives the rotating rod 312 to rotate via the linkage rod 313. It is known that the linkage rod 313 will bear a large tensile force during the flap rotation. To prevent the linkage rod 313 from breaking or deforming, a reinforcing rod 316 is further provided. One end of the reinforcing rod 316 is rotatably connected to the end of the linkage rod 313 near the slider 321, and the other end is rotatably connected to the end of the rotating rod 312 away from the rotating shaft seat 311. More specifically, in this embodiment, two reinforcing rods 316 are used as an example.

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

[0048] Optionally, such as Figure 1 and Figure 4As shown, the second connecting assembly 31 also includes a track rod 317, which extends along the length of the rotating rod 312 and is fixedly connected to it. The track rod 317 has a second track. The sliding seat 315 includes a sliding plate 3151 and multiple rollers 3152. The multiple rollers 3152 are rotatably mounted on the sliding plate 3151 and can slide on the second track, allowing the sliding seat 315 to slide relative to the rotating rod 312. This arrangement reduces the difficulty of creating track grooves on the rotating rod 312 and directly sliding the sliding seat 315 to the rotating rod 312. Specifically, in this embodiment, the second track includes two track grooves 3171 along the thickness direction of the wing, located at both ends of the track rod 317. The multiple rollers 3152 are divided into two groups, with each group of rollers 3152 slidingly disposed within one of the two track grooves 3171. By setting multiple rollers 3152, the frictional resistance between the sliding seat 315 and the track rod 317 can be reduced, making it easier for the sliding seat 315 to slide. In addition, setting the multiple rollers 3152 into two sets that are slidably connected to the two track grooves 3171 can limit the sliding seat 315, so that the sliding seat 315 can only slide along the track grooves 3171, ensuring the sliding effect of the sliding seat 315.

[0049] Specifically, such as Figure 1 As shown, the second connecting assembly 31 also 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 pivot seat 311. By rotatably connecting the multi-link 314 to both the end rib 12 and the rotating rod 312, 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 consists 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 pivot seat 311. Of course, in other embodiments, the multi-link 314 may also consist of moving links of other numbers and structures.

[0050] Furthermore, such as Figure 1 and Figure 4As shown, the end rib 12 is mounted on and fixedly connected to the support frame 318, which is also fixedly connected to the sliding seat 315. Specifically, the support frame 318 is a right triangular prism structure. The plane containing one right-angled side of the support frame 318 is used to support the end rib 12 of the flap, and the plane containing the other right-angled side is used to fixally connect to the sliding plate 3151 of the sliding seat 315. Furthermore, the support frame 318 and the end rib 12, as well as the support frame 318 and the sliding seat 315, are all threadedly connected. By setting the support frame 318, the end rib 12 of the flap can be easily connected to the sliding seat 315. More specifically, the plane containing the hypotenuse of the support frame 318 has multiple fixing slots 3181, which facilitate the threaded connection between the support frame 318 and the end rib 12 of the flap, as well as the threaded connection between the support frame 318 and the sliding plate 3151. Optionally, in this embodiment, three fixing slots 3181 are used as an example. It should be noted that the structure and number of the support bracket 318 are not specifically limited, as long as a good connection between the end rib 12 and the second connecting component 31 can be achieved.

[0051] It should be noted that, in this embodiment, to avoid redundancy, the specific methods of 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; it is sufficient that rotation can be achieved.

[0052] Optionally, the mounting plate 211 and the pivot seat 311 can also be fixedly mounted to the rear spars of the main wing box of the wing. This arrangement also allows the translation mechanism 2 and the rotation mechanism 3 to be located 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 pivot seat 311 can be selected according to the actual installation situation.

[0053] An embodiment of the present invention also provides an aircraft flap control method, which is implemented on an aircraft flap as described above. The aircraft flap control method includes the following steps:

[0054] S100: Determine whether to deploy the flaps. If yes, control the first drive assembly to drive the flaps to deploy along the width direction of the wing via the first connecting assembly 21.

[0055] S200: Determine whether to rotate the flap angle. If yes, 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 connecting assembly 31.

[0056] Specifically, the aforementioned aircraft flap control method allows for independent control of flap translation and rotation, enabling flap attitude control based on actual needs and effectively improving flap performance. More specifically, the decision to deploy the flaps can be made by the pilot actively selecting to deploy or retract the flaps and rotate them based on data from the control panel, or by the controller controlling flap deployment and rotation based on parameters from aircraft speed sensor, aircraft angle sensor, wind speed sensor, and other relevant parameters.

[0057] Preferably, when determining whether to deploy the flaps, the angle of the flaps is simultaneously determined. This configuration allows for rapid deployment and rotation of the flaps, improving their operational efficiency.

[0058] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the implementation of the present invention. Those skilled in the art will be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is neither necessary nor possible to exhaustively describe all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the scope of protection of the claims of the present invention.

Claims

1. An aircraft flap, characterized in that, include: The flap and translation mechanism (2) includes a first connecting component (21) and a first driving component. Along the width direction of the wing, one end of the first connecting component (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. The rotation axis of the connecting joint (11) is parallel to the length direction of the wing. The first driving component is configured to drive the flap to unfold or retract along the width direction of the wing through the first connecting component (21). Two sets of rotating mechanisms (3) are arranged along the length direction of the wing. The two sets of rotating mechanisms (3) are arranged one-to-one with the two end ribs (12) of the flap. 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). 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 connected to the second driving component (32) in a transmission manner. The second driving component (32) is configured to drive the end of the second connecting component (31) connected to the fixed trailing edge to rotate. 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; The first connecting component (21) includes a mounting plate (211) and two sets of sub-connecting components (212). The mounting plate (211) is fixedly installed on the fixed trailing edge. 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 sets of sub-connecting components (212) is movably connected to the first track and can slide along the extension direction of the first track. The other end of each of the two sets of sub-connecting components (212) is connected to the connecting joint (11). The first driving component is configured to drive one end of each of the two sets of sub-connecting components (212) to move closer or further away synchronously along the extension direction of the first track. When one end of each of the two sets of sub-connecting components (212) moves closer synchronously, the flaps unfold along the width direction of the wing. When one end of each of the two sets of sub-connecting components (212) moves further away synchronously, the flaps retract along the width direction of the wing.

2. An aircraft flap according to claim 1, characterized in that, The sub-connecting assembly (212) includes a connecting seat (2121), a connecting rod (2122), and a first connecting lug (2123). The connecting seat (2121) is slidably connected to the first track and can slide along the extension direction of the first track. One end of the connecting rod (2122) can be rotatably connected to the connecting seat (2121), and the other end of the connecting rod (2122) is connected to the connecting connector (11) through the first connecting lug (2123).

3. An aircraft flap according to claim 2, characterized in that, The first track is also provided with an installation groove (2112), which extends along the length of the first track. The first drive assembly includes a first motor, a drive gear, and a rack plate. The first motor is fixedly installed on the connecting seat (2121), the drive gear is installed on the output end of the first motor, and the rack plate is fixedly installed in the installation groove (2112). The drive gear is connected to the rack plate in a transmission connection.

4. An aircraft flap according to any one of claims 1-3, characterized in that, The second connecting assembly (31) includes a pivot seat (311), a rotating rod (312), and a linkage rod (313). The pivot seat (311) is fixedly installed on the fixed trailing edge. One end of the rotating rod (312) is rotatably connected to the pivot seat (311), and the rotation axis 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 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, which extends along the length of the rotating rod (312). The end rib (12) is connected to a sliding seat (315), which is slidably connected to the second track.

5. An aircraft flap according to claim 4, characterized in that, The second drive assembly (32) includes a second motor, a lead screw (322), and a slider (321). The output end of the second motor is connected to the lead screw (322) for transmission. The extension 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). The slider (321) is also rotatably connected to one end of the linkage rod (313). When the slider (321) moves along the extension direction of the lead screw (322), the linkage rod (313) drives the rotating rod (312) to rotate.

6. An aircraft flap according to claim 4, characterized in that, The second connecting assembly (31) further includes a multi-link (314), one end of which 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).

7. An aircraft flap according to claim 6, characterized in that, The end rib (12) is mounted on the support frame (318) and fixedly connected to the support frame (318), and the support frame (318) is also fixedly connected to the sliding seat (315).

8. A method for controlling aircraft flaps, characterized in that, For use in an aircraft flap as described in any one of claims 1-7, the aircraft flap control method includes the following steps: Determine whether to deploy the flaps. If yes, control the first drive assembly to drive the flaps to deploy along the width direction of the wing via the first connecting assembly (21). Determine whether to rotate the flap at the desired angle. 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 via the second connecting assembly (31).

9. The aircraft flap control method according to claim 8, characterized in that, When determining whether to deploy the flaps, it is simultaneously determined whether to rotate the flaps by an angle.

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