Folding rudder structure

Abstract

The invention discloses a folding rudder structure. The folding rudder structure comprises a rudder surface, a locking structure, an elastic reset piece and a rudder shaft. The rudder surface is rotationally connected with the rudder shaft, the rudder shaft is used for connecting an aircraft, and the elastic reset piece is connected with the rudder surface and the rudder shaft and can drive the rudder surface to reset. In the locking structure, a pressure spring is arranged at the top of a mounting hole in the bottom of the rudder surface, one side of a spring bolt is movably connected into the mounting hole and connected with the pressure spring, and the spring bolt is matched with a locking notch in the top of the rudder shaft. Through the structural design, the functions of reliable locking in the folding state and automatic quick response during unfolding are achieved, and the technical problems that a traditional folding rudder depends on an active driving device, energy consumption is high, failure is prone to occurring, and a traditional flexible locking mode is insufficient in reliability, poor in component collaboration and the like are solved. And the reliability, the response speed and the environmental adaptability of the folding rudder in aircraft application are effectively improved.

Description

Technical Field

[0001] The invention belongs to the technical field of aircraft design, and in particular relates to a folding rudder structure. Background Art

[0002] In the aerospace field, folding rudders, as key aerodynamic control components of aircraft (such as missiles and drones), need to be able to fold and store and quickly unfold within a limited space to balance the compactness of transportation and storage with aerodynamic efficiency during flight. As aircraft develop towards higher speeds and intelligence, higher requirements are placed on the reliability, response speed, and environmental adaptability of folding rudders. For example, they need to maintain stable locking and unfolding performance under complex loads (such as high-temperature airflow, vibration and shock), while simplifying the mechanical structure to reduce energy consumption and manufacturing costs. Therefore, how to achieve the technical goals of "reliable locking, rapid unfolding, low consumption and high efficiency" of folding rudders through structural innovation has become a key direction of research and development in the industry.

[0003] Existing folding rudder structures often use a single power source (such as pure pneumatic or electric drive) or a simple elastic mechanism, which has the following drawbacks: On the one hand, solutions that rely on active drive devices (such as motors and cylinders) require additional energy supply, resulting in complex mechanisms, high energy consumption, and prone to power failure in extreme environments (such as high temperatures and electromagnetic interference). On the other hand, traditional flexible locking methods (such as rubber bands and buckles) are not reliable enough and are prone to unlocking failure due to elastic attenuation or vibration impact, resulting in accidental deployment of the rudder surface in the folded state, affecting the safety of aircraft launch. In addition, some designs use separate locking and drive structures, which have poor coordination between the various components and make it difficult to achieve synchronization and smoothness of the deployment process, which restricts the application of folding rudders in high-speed aircraft. Summary of the Invention

[0004] The object of the present invention is to provide a folding rudder structure to solve the following technical problems raised in the background art:

[0005] The mechanism brought by the active drive device is complex and prone to failure;

[0006] In order to solve the above technical problems, the technical solution adopted by the present invention is: the traditional flexible locking method is not reliable enough and is prone to unlocking failure due to elastic attenuation or vibration impact.

[0007] A folding rudder structure comprises a rudder surface, a locking structure, an elastic reset member and a rudder shaft; wherein the rudder surface is rotatably connected to the rudder shaft, and the rudder shaft is used to be connected to an aircraft; the elastic reset member is respectively connected to the rudder surface and the rudder shaft, and is used to drive the rudder surface to reset; the locking structure comprises a compression spring and a locking tongue; a mounting hole is provided at the bottom of the rudder surface, the compression spring is connected to the top of the mounting hole, and one side of the top of the locking tongue is movably connected in the mounting hole and connected to the compression spring; a locking notch is provided at the top of the rudder shaft, and the locking tongue cooperates with the locking notch.

[0008] Furthermore, an adjustment hole is provided on the rudder surface, and the adjustment hole is connected to the mounting hole; a blocking cover is provided on the rudder surface at the position of the adjustment hole, and the blocking cover is detachably connected to the rudder surface.

[0009] Furthermore, the elastic reset member includes a connecting tube, a mounting tube and a torsion spring sheet; wherein, the connecting tube is detachably fixedly connected to the rudder surface, the mounting tube is detachably fixedly connected to the rudder shaft, the mounting tube is rotatably connected to the connecting tube, the torsion spring sheet is arranged in the connecting tube and connected to the connecting tube, and one end of the torsion spring sheet extends into the connecting tube and is detachably fixedly connected to the connecting tube.

[0010] Furthermore, a limiting guide groove is provided on the top of the rudder shaft.

[0011] Furthermore, the rudder surface is made of titanium alloy material, and the rudder shaft is made of 05Cr17Ni4Cu4Nb material.

[0012] Furthermore, a design method is provided, which is used to design a folding rudder structure, and the design method comprises the following steps:

[0013] S1, receiving the input of the set of must-reach targets; the must-reach targets include at least: the upper limit of the moment of inertia J max , Expand time limit t deploy , Maximum operating temperature T max ;

[0014] S2, complete the missing parameters through the parameter inference engine;

[0015] The parameter inversion engine is based on the historical database and uses a multivariate nonlinear regression algorithm to fit the relationship between geometric parameters and target targets and material properties. The specific formula is as follows:

[0016]

[0017] Among them, L 根 is the root chord length; J max is the upper limit of the moment of inertia; ρ is the material density; T max is the maximum operating temperature; k1 is a coefficient determined by historical data training, and L is used for fitting. 根 is the dependent variable, and T max As the independent variable, the least squares method is used to optimize and ensure R 2 >0.98; α is the thermal expansion compensation coefficient, which is directly related to the thermal expansion coefficient of the material α mat , α=100·α mat ;T ambient The default temperature for the environment;

[0018]

[0019] Among them, L 展 is the rudder span; k2 is the coefficient, L 展 is the dependent variable, and t deploy As the independent variable, through multivariate nonlinear regression training, R 2 >0.98; β is the expansion time sensitivity coefficient, ensuring t deploy L<100ms 展 Reduce to reduce the mass m of the rudder surface and satisfy the constraint m≤2.0kg;

[0020] Material selection rules:

[0021] Output material type based on the material and temperature mapping table in the database;

[0022] S3, generate a 3D geometric model based on the completed parameters and calculate the gap constraints:

[0023] δ 间 =2.5+0.1×(T max -1000);

[0024] S4, verify the feasibility of completing parameters based on the decision tree rule base;

[0025] S5, according to T max Dynamically set the grid size:

[0026] mesh_size=max(0.2,2-0.0015×(T max -1000);

[0027] Perform thermal-structural coupling simulation and output stress distribution and deployment time prediction;

[0028] S6, with the goal of minimizing mass and deployment time; outputs a complete design parameter table containing geometric properties, material selection, and structural parameters.

[0029] Furthermore, the explicit relationship between the moment of inertia and geometric parameters is fitted by historical data to determine the equation:

[0030] J=0.06L 根 2 +0.15L 展 2 (R 2 >0.98).

[0031] Furthermore, the decision tree rule base is generated by extracting constraint boundaries from historical failure cases to form mandatory rules:

[0032] When T max When the temperature is higher than 300℃, aluminum alloy materials are prohibited;

[0033] When T max When the temperature is higher than 600℃, titanium alloy materials are prohibited;

[0034] When T max When the temperature is higher than 1000℃, ceramic matrix composite materials must be used;

[0035] When J max When <10000, D min =1.8mm;

[0036] When J max When ≥20000, D min =2.8mm.

[0037] Furthermore, in step S6, with the goal of minimizing mass and deployment time, a multi-objective genetic algorithm is used to optimize the elastic reset member stiffness and root chord length L 根 ; Output a complete design parameter table including geometric properties, material selection, and structural parameters.

[0038] Furthermore, a folding rudder design system is also included, the design system including a target receiving module, a parameter completion engine, a dynamic constraint generator, an intelligent simulation unit and an optimization output module;

[0039] The target receiving module has a configuration to receive J max 、T ambient 、T max Input interface;

[0040] The parameter completion engine has built-in geometric parameter inverse formulas and material selection rule library;

[0041] A dynamic constraint generator is used to automatically calculate clearance safety margins based on temperature;

[0042] The intelligent simulation unit integrates thermal-structural coupling analysis and multi-body dynamics simulation;

[0043] The optimization output module is used to generate a design solution table containing geometric properties, materials, and structural parameters.

[0044] Compared with the prior art, the present invention has the following beneficial effects:

[0045] The present invention uses a structure in which the rudder surface is rotatably connected to the rudder shaft, so that the rudder surface can be rotated around the rudder shaft to be unfolded or folded and stowed. This meets the space requirements for compact storage of the folded rudder during aircraft launch / storage. The present invention uses a structure in which elastic reset parts are respectively connected to the rudder surface and the rudder shaft to drive the rudder surface to automatically unfold and maintain a stable posture. The unfolding action can be completed without an additional active drive device, thereby simplifying the complexity of the mechanism. The present invention uses a matching structure of a compression spring and a lock tongue in a locking structure so that the compression spring pushes the lock tongue through elastic force to engage the locking notch of the rudder shaft, thereby locking the rudder surface in a folded state and ensuring the stability of the rudder surface. BRIEF DESCRIPTION OF THE DRAWINGS

[0046] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0047] Figure 2 Schematic diagram of the internal structure of the present invention;

[0048] Figure 3 This is a schematic diagram of the structure of the foldable rudder of the present invention after folding;

[0049] Figure 4 Schematic diagram of the overall structure of the elastic reset member of the present invention;

[0050] Figure 5 Schematic diagram of the internal structure of the elastic reset member of the present invention;

[0051] Figure 6 It is a flow chart of the design method of the present invention.

[0052] Markings in the figure: 1-rudder surface, 2-blocking cover, 3-adjustment hole, 4-rudder shaft, 5-compression spring, 6-lock tongue, 7-elastic reset member, 8-locking slot, 9-mounting hole, 10-limiting guide groove, 11-mounting tube, 12-connecting tube, 13-torsion spring sheet. DETAILED DESCRIPTION

[0053] The following will provide a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. All other embodiments obtained by ordinary technicians in this field based on the embodiments of the present invention without making any creative efforts shall fall within the scope of protection of the present invention.

[0054] Example 1:

[0055] A folding rudder structure includes a rudder surface 1, a locking structure, an elastic reset member 7 and a rudder shaft 4; wherein the rudder surface 1 is rotatably connected to the rudder shaft 4, and the rudder shaft 4 is used to connect to an aircraft; the elastic reset member 7 is connected to the rudder surface 1 and the rudder shaft 4 respectively, and the elastic reset member 7 is used to drive the rudder surface 1 to reset; the locking structure includes a compression spring 5 and a locking tongue 6; a mounting hole 9 is provided at the bottom of the rudder surface 1, the compression spring 5 is connected to the top of the mounting hole 9, and one side of the top of the locking tongue 6 is movably connected in the mounting hole 9 and connected to the compression spring 5; a locking notch 8 is provided at the top of the rudder shaft 4, and the locking tongue 6 cooperates with the locking notch 8.

[0056] Specifically, when preparing to place the aircraft into the launch tube, the control surface 1 needs to be bent so that it can smoothly fit within the limited space inside the launch tube. At this point, the control surface 1 rotates around its pivoting connection with the rudder shaft 4, achieving a folding action. The locking tongue 6 in the locking structure, activated by the compression spring 5, is positioned in a specific position. Although located within the mounting hole 9 at the bottom of the control surface 1 and connected to the compression spring 5, it has not yet engaged with the locking notch 8 at the top of the rudder shaft 4. This allows the control surface 1 to smoothly fold, allowing the entire aircraft to be placed into the launch tube. While the aircraft is inside the launch tube, the control surface 1 remains folded, relying primarily on the spatial constraints of the launch tube to maintain its shape. The locking structure remains in an incomplete state, with the compression spring 5 retaining a certain amount of elastic potential energy. The locking tongue 6 remains in a relatively stable position within the mounting hole 9, preparing for subsequent unlocking and reset operations. After the aircraft is launched, the control surface 1 is freed from the constraints of the launch tube, and the elastic reset member 7 begins to function. Because the elastic return member 7 is connected to the control surface 1 and the rudder shaft 4, respectively, it has a tendency to recover its deformation, generating a force that returns the control surface 1 to its initial deployed state. This in turn drives the control surface 1 to rotate about its pivoting connection with the rudder shaft 4, ultimately restoring the control surface 1 to its proper angle and position for normal flight, ensuring the aircraft can properly control its flight attitude and other operations. After the control surface 1 is reset, the locking mechanism is triggered. Specifically, the previously compressed compression spring 5 uses its stored elastic potential energy to begin expanding, pushing the connected locking tongue 6 to move. Under the force of the compression spring 5, the bottom of the locking tongue 6 accurately inserts into the pre-set locking notch 8 at the top of the rudder shaft 4. Through this mechanical engagement, the control surface 1 is securely locked in its reset position. This ensures that the control surface 1 remains stably in its correctly deployed state during subsequent flight, preventing unexpected rotation or shaking due to external interference, ensuring flight stability and precise flight attitude control.

[0057] In a preferred embodiment, the rudder surface 1 is provided with an adjustment hole 3, which communicates with the mounting hole 9. A plug 2 is provided in the position of the adjustment hole 3 on the rudder surface 1 and is detachably connected to the rudder surface 1. During use, the plug 2 can be opened and the lock tongue 6 can be adjusted through the adjustment hole 3. When the lock tongue 6 needs to be adjusted, the operator removes the plug 2 from the adjustment hole 3 of the rudder surface 1. This opens the adjustment hole 3, allowing direct access to the lock tongue 6 located within the mounting hole 9. Because the adjustment hole 3 provides a clear area for operation, the operator can use appropriate tools, such as a lever, to operate the lock tongue 6, pushing it to compress the compression spring 5 and move it to the appropriate position within the mounting hole 9, or adjust the angle or posture of the lock tongue 6 to change the relative relationship between the lock tongue 6 and the locking notch 8. After completing the adjustment operation of the lock tongue 6, the corresponding tool is taken out from the adjustment hole 3, and then the blocking cover 2 is reinstalled to the adjustment hole 3 position of the rudder surface 1 to restore it to a closed state, ensuring the integrity of the entire rudder surface 1 structure, and preventing external factors from entering the installation hole 9 through the adjustment hole 3 to affect the normal operation of components such as the lock tongue 6 and the compression spring 5, so that the folding rudder structure can continue to operate normally according to the adjusted state, such as in subsequent operations such as aircraft launch, rudder surface 1 resetting and locking, the corresponding functions are accurately realized based on the new lock tongue 6 state.

[0058] In a preferred embodiment, the elastic return member 7 includes a connecting tube 12, a mounting tube 11 and a torsion spring leaf 13; wherein, the connecting tube 12 is detachably fixedly connected to the rudder surface 1, the mounting tube 11 is detachably fixedly connected to the rudder shaft 4, the mounting tube 11 is rotatably connected to the connecting tube 12, the torsion spring leaf 13 is arranged in the connecting tube 12 and connected to the connecting tube 12, and one end of the torsion spring leaf 13 extends into the connecting tube 12 and is detachably fixedly connected to the connecting tube 12.

[0059] Initially, the connecting tube 12 and the control surface 1 are securely connected via a removable, fixed connection, such as a bolt connection or a snap-on connection, to ensure coordinated movement. Similarly, the mounting tube 11 is also removably fixedly connected to the rudder shaft 4, securing it relative to the rudder shaft 4. The mounting tube 11 and the connecting tube 12 are rotationally connected, allowing the connecting tube 12 to flexibly rotate relative to the mounting tube 11, providing a foundation for subsequent movements. A torsion spring 13 is movably disposed within the connecting tube 12, with both ends extending into the connecting tube 12 and connected thereto via a removable, fixed connection. This allows the torsion spring 13 to follow the movement of the connecting tube 12. When the control surface 1 needs to be folded, since the control surface 1 is fixedly connected to the connecting tube 12, rotation of the control surface 1 directly drives the connecting tube 12 to rotate synchronously. Furthermore, the connecting tube 12 is rotationally connected to the mounting tube 11, allowing the connecting tube 12 to rotate smoothly relative to the mounting tube 11. During this process, because both ends of the torsion spring sheet 13 are fixed to the connecting tube 12, the rotation of the connecting tube 12 will cause the torsion spring sheet 13 to twist, and the shape of the torsion spring sheet 13 will begin to change, gradually producing elastic deformation from its original initial shape, just like a torsion spring being twisted. According to the elastic properties of the material, elastic potential energy will gradually accumulate inside the torsion spring sheet 13. As the rudder surface 1 rotates and drives the connecting tube 12 to rotate further, the degree of torsion of the torsion spring sheet 13 continues to increase, and the elastic potential energy continues to accumulate. When the external force that causes the rudder surface 1 to rotate disappears, for example, after the aircraft is launched and breaks away from the confinement of the launch tube, the torsion spring sheet 13 will generate a reverse torsional force due to its own stored elastic potential energy and its tendency to return to its initial shape. This torsional force will be transmitted to the rudder surface 1 through the connecting tube 12, forming an elastic force that resets the rudder surface 1. Under the action of this elastic force, the rudder surface 1 will rotate in the opposite direction around the connection part with the rudder shaft 4, and finally return to the initial normal position, thereby realizing the reset function of the rudder surface 1, ensuring that the rudder surface 1 of the aircraft can be maintained at the correct angle, so as to facilitate normal flight attitude control and other operations.

[0060] In a preferred embodiment, a limit guide groove 10 is provided at the top of the rudder shaft 4. This guide groove is used to limit the rotation angle of the rudder surface 1. The shape and dimensions of the limit guide groove 10 are designed according to the preset rotation angle range of the rudder surface 1, providing a specific space and path for the rotation of the rudder surface 1. As the rotation angle of the rudder surface 1 gradually increases, when the rudder surface 1 approaches the maximum angle allowed by the design, the corresponding part of the rudder surface 1 will contact the limit portion of the limit guide groove 10. For example, the limit guide groove 10 may be provided with a blocking wall or a specific stop structure in a certain direction, preventing the rudder surface 1 from further rotation in that direction. This effectively limits the rotation angle of the rudder surface 1 and prevents excessive rotation from exceeding the safe range or affecting subsequent normal function. Similarly, when the rudder surface 1 rotates in the opposite direction, the limit guide groove 10 also serves as a guide, ensuring that the rudder surface 1 can return to its original normal position along the correct path. After returning to its normal position, the rudder surface 1 is still constrained by the limit guide groove 10 and remains stable at its initial angle.

[0061] In a preferred embodiment, the rudder surface 1 is made of titanium alloy, and the rudder shaft 4 is made of 05Cr17Ni4Cu4Nb. Titanium alloy has a high specific strength, meaning a high strength-to-density ratio. This means that while meeting the required strength requirements of the rudder surface 1, it is also relatively lightweight. Reducing structural weight is crucial for aircraft. A lighter rudder surface 1 reduces the overall weight of the aircraft, helping to reduce energy consumption and improve the aircraft's range, payload capacity, and flight performance, allowing it to carry more equipment or fly longer distances. 05Cr17Ni4Cu4Nb is a precipitation-hardened stainless steel with high strength. It can withstand the complex forces generated during the rotation of the rudder surface 1, including torsion and shear forces. This ensures that the rudder shaft 4 will not easily deform or fracture under stress, providing solid support for the stable rotation of the rudder surface 1. Furthermore, this material possesses excellent toughness. In the event of an impact or other unexpected situation, it can absorb energy through its ductile deformation, preventing loss of control of the rudder surface 1 due to brittle fracture, thereby ensuring the reliability of the rudder shaft 4 and the entire folding rudder structure.

[0062] Example 2:

[0063] In a preferred embodiment, a design method is provided for designing a folding rudder structure, the design method comprising the following steps:

[0064] S1, receiving the input of the set of must-reach targets; the must-reach targets include at least: the upper limit of the moment of inertia J max , Expand time limit t deploy , Maximum operating temperature T max ;

[0065] Among them, the upper limit of the moment of inertia J max Limiting the rotational inertia of control surface 1 affects the deployment response speed and control system design. Deployment time limit t deploy Directly related to the rapid response capability of the aircraft system. Maximum operating temperature T max Determines material selection and thermal protection design, affecting structural strength and stability.

[0066] S2, complete the missing parameters through the parameter inference engine;

[0067] The parameter inversion engine is based on the historical database and uses a multivariate nonlinear regression algorithm to fit the relationship between geometric parameters and target targets and material properties. The specific formula is as follows:

[0068]

[0069] Among them, L 根 is the root chord length; J max is the upper limit of the moment of inertia; ρ is the material density; T max is the maximum operating temperature; k1 is a coefficient determined by historical data training, and L is used for fitting. 根 is the dependent variable, and T max As the independent variable, the least squares method is used to optimize and ensure R 2 >0.98; α is the thermal expansion compensation coefficient, which is directly related to the thermal expansion coefficient of the material α mat , α=100·α mat ;T ambient The default temperature for the environment.

[0070] The basic dimensions are determined by the moment of inertia and material density, and then compensated for thermal expansion deformation at high temperatures.

[0071]

[0072] Among them, L 展 is the rudder span; k2 is the coefficient, L 展 is the dependent variable, and t deploy As the independent variable, through multivariate nonlinear regression training, R 2 >0.98; β is the expansion time sensitivity coefficient, ensuring t deploy L<100ms 展 Reduce to reduce the mass m of the control surface 1 and satisfy the constraint m≤2.0kg.

[0073] Under the premise of satisfying the moment of inertia, the deployment time is shortened by reducing the deployment length.

[0074] Material selection rules:

[0075] Output material type based on the material and temperature mapping table in the database;

[0076] It should be noted that the historical database integrates multi-source heterogeneous data, including:

[0077] Geometric parameters: structural dimensions such as root chord length, rudder span, rudder surface thickness, locking notch depth, etc.

[0078] Must-achieve goals: design indicators such as upper limit of moment of inertia, upper limit of deployment time, maximum operating temperature, and mass constraints;

[0079] Material properties: physical parameters such as density, thermal expansion coefficient, elastic modulus, and high-temperature strength.

[0080] Historical Case Studies: Contains over 1,000 sets of aircraft folding rudder design cases, covering various platforms such as missiles and drones. Data sources include simulation results, wind tunnel test data, and actual flight test reports.

[0081] Normalization is used to standardize continuous variables such as geometric parameters and material properties to eliminate dimensional effects.

[0082] Feature engineering: Extracting composite features such as thermal expansion compensation coefficient and moment of inertia sensitivity factor.

[0083] The DBSCAN algorithm is used to identify and remove outliers to ensure the reliability of model training data.

[0084] The implementation details of the multivariate nonlinear regression algorithm are as follows:

[0085] Model Architecture:

[0086] Independent variables: target to be achieved, material properties.

[0087] Dependent variables: geometric parameters.

[0088] Odd function selection: Use a combination of polynomial kernel function and radial basis function to fit the nonlinear mapping relationship:

[0089] C r =f1(J max ,ρ,T max )=a0+a1J max +a2ρ+a3T max +a4J max ρ+…

[0090]

[0091] Among them, a i , b i The model parameters were optimized by the least square method to ensure the coefficient of determination (R2 >0.98).

[0092] Training process:

[0093] Data division: historical data is divided into training set and validation set in a ratio of 7:3;

[0094] Cross-validation: 5-fold cross-validation was used to avoid overfitting and calculate the root mean square error and mean absolute error;

[0095] Toolchain: Based on Python's Scikit-learn library, it supports parallel computing to accelerate model training.

[0096] The material and temperature mapping table is shown in Table 1:

[0097] Table 1

[0098]

[0099] S3, generates a three-dimensional geometric model based on the completed parameters, converts the parameters into a physical model and verifies the structural feasibility.

[0100] Compute clearance constraints:

[0101] δ 间 =2.5+0.1×(T max -1000);

[0102] Calculated clearance constraints are used to ensure that the control surface 1 folds and unfolds normally within the launch tube, avoiding mechanical interference. Because the material expands in high temperature environments, a larger gap must be reserved to prevent jamming.

[0103] S4, verify the feasibility of completing parameters based on the decision tree rule base;

[0104] S5, according to T max Dynamically set the grid size:

[0105] mesh_size=max(0.2,2-0.0015×(T max -1000);

[0106] Performing coupled thermal-structural simulations:

[0107] σ thermal =E·a(T max -T ambient )

[0108] Output stress distribution, deformation and expansion time prediction values;

[0109] S6, with the goal of minimizing mass and deployment time; outputs a complete design parameter table containing geometric properties, material selection, and structural parameters.

[0110] Furthermore, the explicit relationship between the moment of inertia and geometric parameters is fitted by historical data to determine the equation:

[0111] J=0.06L 根 2 +0.15L 展 2 (R 2 >0.98).

[0112] Furthermore, the decision tree rule base is generated by extracting constraint boundaries from historical failure cases to form mandatory rules:

[0113] When T max When the temperature is higher than 300℃, aluminum alloy materials are prohibited;

[0114] When T max When the temperature is higher than 600℃, titanium alloy materials are prohibited;

[0115] When T max When the temperature is higher than 1000℃, ceramic matrix composite materials must be used;

[0116] When J max When <10000, D min =1.8mm;

[0117] When J max When ≥20000, D min =2.8mm.

[0118] Further optimize the decision tree, when the mass constraint m>2.0kg:

[0119] If T max ≤300℃, mandatory use of 05Cr17Ni4Cu4Nb stainless steel, stainless steel density 7780kg / m 3 , which can take into account both strength and lightness;

[0120] If 300℃<T max ≤600℃, titanium alloy is mandatory, and the density of titanium alloy is 4430kg / m 3 , optimal temperature resistance and lightweight;

[0121] If T max >600℃, ceramic matrix composite materials are preferred, with a density of 3200kg / m 3 , the quality advantage is significant at high temperature.

[0122] When the expansion time limit t deploy <50ms:

[0123] The elastic reset member stiffness k ≥ 20Nm / rad.

[0124] The root chord length c is ≤ 80 mm to avoid response lag caused by excessive moment of inertia.

[0125] When 50ms≤t deploy <100ms:

[0126] The elastic reset member stiffness k is 10-20 Nm / rad.

[0127] The root chord length c is 80-120mm, balancing the deployment speed and structural strength.

[0128] When the thermal expansion coefficient C>0.3mm, the clearance safety margin is C+0.2mm to prevent the rudder from getting stuck at high temperatures;

[0129] If the safety margin of the rudder surface is greater than 1.5 mm, it is mandatory to use a limited guide groove to optimize the guiding accuracy and avoid vibration caused by excessive clearance.

[0130] When the aircraft vibration frequency f>500Hz:

[0131] Titanium alloy is prohibited and 05Cr17Ni4Cu4Nb stainless steel or high-temperature alloy should be used instead.

[0132] The diameter of the rudder shaft d≥6mm to enhance the anti-vibration rigidity.

[0133] When the upper limit of the moment of inertia J max <0.01kg·m 2 hour:

[0134] The thickness of the rudder surface h≤2mm, the span of the rudder b≤150mm, to reduce the rotational inertia;

[0135] If J max <0.005kg·m 2 , the hollow honeycomb structure is used to further reduce the moment of inertia.

[0136] Enforcement rule priority: temperature constraint > mass constraint > expansion time constraint.

[0137] When a rule is triggered, the parameter inversion engine is automatically called to recalculate the geometric parameters. The stress distribution and expansion time after the rule is verified through thermal-structural coupling simulation, forming a closed-loop verification.

[0138] Furthermore, in step S6, with the goal of minimizing mass and deployment time, a multi-objective genetic algorithm is used to optimize the stiffness and root chord length L of the elastic reset member 7. 根 ; Output a complete design parameter table including geometric properties, material selection, and structural parameters.

[0139] Furthermore, a folding rudder design system is also included, the design system including a target receiving module, a parameter completion engine, a dynamic constraint generator, an intelligent simulation unit and an optimization output module;

[0140] The target receiving module has a configuration to receive J max 、T ambient 、T max Input interface;

[0141] The parameter completion engine has built-in geometric parameter inverse formulas and material selection rule library;

[0142] Dynamic constraint generator is used to automatically calculate clearance safety margins based on temperature;

[0143] The intelligent simulation unit integrates thermal-structural coupling analysis and multi-body dynamics simulation;

[0144] The optimization output module is used to generate a design solution table containing geometric properties, materials, and structural parameters.

[0145] This design approach automatically balances mutually constrained objectives using a parameter inversion engine and a multi-objective genetic algorithm. The parameter inversion formula is extracted from historical data through multivariate nonlinear regression, eliminating reliance on empirical evidence. Automated thermal-mechanical coupling improves reliability.

[0146] In the description of the present invention, it should be understood that the terms "coaxial", "bottom", "one end", "top", "middle", "the other end", "upper", "one side", "top", "inside", "front", "center", "two ends", etc., indicating the orientation or position relationship, are based on the orientation or position relationship shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, 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 therefore cannot be understood as a limitation on the present invention.

[0147] In the present invention, unless otherwise clearly stipulated and limited, the terms such as "installation", "setting", "connection", "fixation" and "screw-on" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integrated connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. Unless otherwise clearly defined, ordinary technicians in this field can understand the specific meanings of the above terms in the present invention according to the specific circumstances.

[0148] While embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions, and variations may be made to these embodiments without departing from the principles and spirit of the invention, and that the scope of the invention is defined by the appended claims and their equivalents.

Claims

1. A folding rudder structure, characterized by: The invention comprises a rudder surface (1), a locking structure, an elastic reset member (7) and a rudder shaft (4); wherein the rudder surface (1) is rotatably connected to the rudder shaft (4), and the rudder shaft (4) is used to be connected to an aircraft; the elastic reset member (7) is respectively connected to the rudder surface (1) and the rudder shaft (4), and the elastic reset member (7) is used to drive the rudder surface (1) to reset; The locking structure comprises a compression spring (5) and a locking tongue (6); a mounting hole (9) is provided at the bottom of the rudder surface (1); the compression spring (5) is connected to the top of the mounting hole (9); one side of the top of the locking tongue (6) is movably connected in the mounting hole (9) and connected to the compression spring (5); a locking notch (8) is provided at the top of the rudder shaft (4); the locking tongue (6) cooperates with the locking notch (8).

2. A folding rudder structure according to claim 1, characterized in that: An adjustment hole (3) is provided on the rudder surface (1), and the adjustment hole (3) is communicated with the mounting hole (9); a blocking cover (2) is provided on the rudder surface (1) at the position of the adjustment hole (3), and the blocking cover (2) is detachably connected to the rudder surface (1).

3. The folding rudder structure according to claim 1, characterized in that: The elastic reset member (7) comprises a connecting tube (12), a mounting tube (11) and a torsion spring piece (13); wherein the connecting tube (12) is detachably fixedly connected to the rudder surface (1), the mounting tube (11) is detachably fixedly connected to the rudder shaft (4), the mounting tube (11) is rotatably connected to the connecting tube (12), the torsion spring piece (13) is arranged in the connecting tube (12) and is connected to the connecting tube (12), and one end of the torsion spring piece (13) extends into the connecting tube (12) and is detachably fixedly connected to the connecting tube (12).

4. The folding rudder structure according to claim 1, characterized in that: A limiting guide groove (10) is provided on the top of the rudder shaft (4).

5. The folding rudder structure according to claim 1, characterized in that: The rudder surface (1) is made of titanium alloy material, and the rudder shaft (4) is made of 05Cr17Ni4Cu4Nb material.

6. The folding rudder structure according to claim 1, characterized in that: A design method is provided for designing a folding rudder structure, the design method comprising the following steps: S1, receiving the input of the set of must-reach targets; the must-reach targets include at least: the upper limit of the moment of inertia J max , Expand time limit t deploy , Maximum operating temperature T max ; S2, complete the missing parameters through the parameter inference engine; The parameter inversion engine is based on the historical database and uses a multivariate nonlinear regression algorithm to fit the relationship between geometric parameters and target targets and material properties. The specific formula is as follows: Material selection rules: Output material type based on the material and temperature mapping table in the database; S3, generate a 3D geometric model based on the completed parameters and calculate the gap constraints: d 间 =2.5+0.1×(T max -1000); S4, verify the feasibility of completing parameters based on the decision tree rule base; S5, according to T max Dynamically set the grid size: mesh_size=max(0.2,2-0.0015×(T max -1000)); Perform thermal-structural coupling simulation and output stress distribution and deployment time prediction; S6, with the goal of minimizing mass and deployment time; outputs a complete design parameter table containing geometric properties, material selection, and structural parameters.

7. The folding rudder structure according to claim 6, characterized in that: The explicit relationship between the moment of inertia and geometric parameters is fitted by historical data to determine the equation: J=0.06L 根 2 +0.15L 展 2 (R 2 >0.98)。 8. The folding rudder structure according to claim 6, characterized in that: The decision tree rule base is generated by extracting constraint boundaries from historical failure cases to form mandatory rules: When T max When the temperature is higher than 300℃, aluminum alloy materials are prohibited; When T max When the temperature is higher than 600℃, titanium alloy materials are prohibited; When T max When the temperature is higher than 1000℃, ceramic matrix composite materials must be used; When J max <10000, Dmin=1.8mm; When J max When ≥20000, D min =2.8mm.

9. The folding rudder structure according to claim 6, characterized in that: In step S6, the multi-objective genetic algorithm is used to optimize the elastic reset member (7) stiffness and root chord length L with the goal of minimizing mass and deployment time. 根 ; Output a complete design parameter table including geometric properties, material selection, and structural parameters.

10. The folding rudder structure according to claim 6, characterized in that: Also included is a folding rudder design system, the design system including a target receiving module, a parameter completion engine, a dynamic constraint generator, an intelligent simulation unit, and an optimization output module; The target receiving module has a configuration to receive J max 、T ambient 、T max Input interface; The parameter completion engine has built-in geometric parameter inverse formulas and material selection rule library; A dynamic constraint generator is used to automatically calculate clearance safety margins based on temperature; The intelligent simulation unit integrates thermal-structural coupling analysis and multi-body dynamics simulation; The optimization output module is used to generate a design solution table containing geometric properties, materials, and structural parameters.

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