Integrated aircraft vertical tail and aircraft

Abstract

This invention belongs to the field of aircraft technology and discloses an integrated aircraft vertical tail and an aircraft. The integrated aircraft vertical tail includes a vertical tail fin tip dome, a support base plate, a fairing top dome, and a tail end base plate. The vertical tail fin tip dome has a clearance groove. A portion of the support base plate is connected to the inner side of the vertical tail fin tip dome, and another portion is connected to the outer side of the vertical tail fin tip dome. The fairing top dome is located above the support base plate and connected to the outer side of the vertical tail fin tip dome. The overlapping portion of the support base plate and the fairing top dome forms a first guide channel. The tail end base plate is connected below the fairing top dome and, together with the fairing top dome, forms a second guide channel. The separate structure forms the channel for guiding the static pressure tube. On the one hand, each component is manufactured individually according to the bending radius of the static pressure tube, ensuring that the channel for guiding the static pressure tube meets the bending radius requirements of the static pressure tube. On the other hand, by independently connecting each part to the vertical tail fin tip dome, assembly is easier and the weight is lighter.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and more particularly to an integrated aircraft vertical tail and an aircraft. Background Technology

[0002] During the development of civil aircraft, flight testing is a crucial step in verifying aircraft performance. Several core test subjects, including airspeed calibration, stall speed testing, in-flight thrust determination, flutter testing, and RVSM (Reduced Vertical Minimum Separation), all rely on accurate airspeed data. Currently, the mainstream method in the industry for obtaining such accurate airspeed data is through a tow cone system, which has become an indispensable key piece of equipment in the flight testing phase of civil aircraft.

[0003] The structure of a tow cone system typically includes core components such as a cone, a static pressure hose, a pressure sensor, a data processing system, and a static pressure hose deployment and retraction system. The cone must have a low-drag aerodynamic shape to capture the true static pressure behind the aircraft, undisturbed by the fuselage. The pressure sensor converts the airflow pressure signal into an electrical signal, while the data processing system quickly performs signal analysis and parameter calibration. In practical installation, the static pressure hose of the tow cone system extends from the aircraft's cabin or equipment bay to the vertical tail and exits the fuselage via a dedicated deployment / layout channel. The deployment and retraction system is usually hydraulically or electrically driven to ensure that the cone can be accurately towed to a predetermined distance behind the aircraft during flight. The exit point of the static pressure hose is generally chosen at the wingtip of the vertical tail, where airflow is stable and interference is minimal, improving data measurement accuracy. For civil aircraft with conventional low-profile horizontal tail layouts, in order to avoid interference with the normal deflection of the rudder caused by the static pressure pipe retraction / layout channel, the channel needs to be installed above the rudder and maintain a preset safe distance from the top of the control surface. This distance needs to be determined through wind tunnel testing and flight verification to ensure the control surface maneuverability and system operation safety.

[0004] In existing technologies, the static pressure tube channel at the vertical tail fin tip generally adopts a structure formed by combining a bent metal tube with a metal fairing. However, this traditional structure has significant technical drawbacks. On the one hand, the bending and forming process of the metal tube is difficult, and existing mature forming processes and tooling equipment cannot meet the design requirements of the static pressure tube of the trailing cone system for the channel bending radius. For example, for a metal tube with a diameter of 38.1 mm, the maximum bending radius that existing processes can achieve is only 190.5 mm, while the bending radius required for normal operation of the static pressure tube is usually no less than 500 mm. An excessively small bending radius not only causes the static pressure tube to jam and become obstructed during retraction and extension, but also exacerbates the friction between the static pressure tube and the inner wall of the channel, causing excessive wear and shortening the service life of the static pressure tube. On the other hand, the vertical tail fin tip is usually fixed to the metal tube that serves as the channel by welding. This not only requires the overall fixing of the metal tube, which is difficult to assemble, but also requires the use of stainless steel, which has good welding performance, resulting in excessive overall weight, which does not meet the requirements of lightweight aircraft design. Summary of the Invention

[0005] The purpose of this invention is to provide an integrated aircraft vertical tail and aircraft, which has high applicability, meets the requirements of hydrostatic pipe for bending radius, is easy and quick to assemble, has a small overall weight, and conforms to the lightweight design of aircraft.

[0006] To achieve this objective, the present invention adopts the following technical solution:

[0007] On one hand, an integrated aircraft vertical tail is provided, which is used to match a tow cone airspeed measurement system. The tow cone airspeed measurement system includes a control module located inside the fuselage, a tow cone cover for measuring airspeed, and a static pressure pipe connected between the control module and the tow cone cover. The integrated aircraft vertical tail includes:

[0008] The vertical tail fin tip cover has a clearance groove extending away from the nose in a first direction.

[0009] A supporting base plate, a portion of which is connected to the inner side of the vertical tail fin tip, and another portion of which passes through the clearance groove and is connected to the outer side of the vertical tail fin tip;

[0010] A rectifier top cover is disposed above the support base plate along the second direction and connected to the outside of the vertical tail fin tip cover. The portion of the support base plate located outside the vertical tail fin tip cover and the portion of the rectifier top cover overlap to form a first guide channel for laying the static pressure pipe.

[0011] The tail end base plate is connected to the rectifier top cover below it in the second direction and is located on the side of the bearing base plate away from the head in the first direction. The tail end base plate and the rectifier top cover together form a second guide channel for laying the static pressure pipe.

[0012] Optionally, the supporting base plate includes a supporting body and a connecting plate. The supporting body is recessed along the second direction away from the vertical tail fin tip to form a supporting groove for supporting the static pressure tube. The supporting body is provided at the end of the supporting body located outside the vertical tail fin tip, and the connecting plate is connected to the outside of the vertical tail fin tip. The integrated aircraft vertical tail also includes a front end cover plate, which is connected to the side of the supporting body away from the connecting plate along the first direction.

[0013] Optionally, the supporting base plate further includes a connecting flap, which is disposed on both sides of the supporting body along a third direction and located at one end of the supporting body away from the connecting plate body, and the front end cover is connected to the connecting flap.

[0014] Optionally, the integrated aircraft vertical tail further includes a support plate located inside the vertical tail fin tip and connected to the vertical tail fin tip, with the portion of the supporting base plate located inside the vertical tail fin tip connected to the support plate.

[0015] Optionally, the support plate includes a support body and a connecting wing plate. The support body is provided with a support groove formed by recessing away from the bearing base plate along the second direction. The bearing base plate is placed in the support groove. The connecting wing plate is provided on both sides of the support body along the third direction and is connected to the vertical tail wing tip cover.

[0016] Optionally, the rectifier top cover includes a top cover body, one end of which, along the first direction, is connected to the vertical tail fin tip cover near the nose. The top cover body has a recessed area along the second direction away from the vertical tail fin tip cover, forming an accommodating groove. The portion of the supporting base plate located outside the vertical tail fin tip cover and the tail end base plate are both placed within the accommodating groove.

[0017] Optionally, the rectifier top cover further includes an abutment extension plate, which is attached to the outer side of the vertical tail fin tip cover and connected to the outer edge of the top cover body away from the receiving groove. The portion of the abutment extension plate that overlaps with the connecting fin plate is connected to the connecting fin plate, and the vertical tail fin tip cover is sandwiched between the abutment extension plate and the connecting fin plate.

[0018] Optionally, the tail end base plate includes a base plate body and abutting side plates. The base plate body is disposed in the receiving groove, and the abutting side plates are disposed on both sides of the base plate body along the third direction and abut against the inner wall of the receiving groove and connected to the top cover body.

[0019] Optionally, the supporting base plate, the rectifier top cover, the tail end base plate, the front end cover plate, and the support plate are all made of composite materials.

[0020] On the other hand, an aircraft is provided, the aircraft including an integrated aircraft vertical tail as described in any of the preceding claims.

[0021] The beneficial effects of this invention are:

[0022] This invention provides an integrated aircraft vertical tail. The integrated vertical tail features a clearance groove on the vertical tail fin tip canopy, with a portion of a supporting base plate connected to the interior of the fin tip canopy. Another portion of the supporting base plate extends out of the fin tip canopy through the clearance groove, forming a first guide channel with a fairing connected to the outside of the fin tip canopy. A second guide channel is formed by a tail end base plate connected to the fairing below the fairing on the side of the supporting base plate facing away from the nose. This allows the static pressure pipe to be guided inside the fin tip canopy during installation via the portion of the supporting base plate located inside the fin tip canopy, and then guided through the first guide channel. The guide channel and the second guide channel guide the static pressure tube outside the vertical tail fin tip. The channel for guiding the static pressure tube is formed by a split structure. On the one hand, each component can be manufactured separately according to the bending radius of the static pressure tube, so that the channel for guiding the static pressure tube meets the bending radius requirements of the static pressure tube. This solves the problem that the channel cannot be adapted to the bending radius of the static pressure tube due to the difficulty of integral molding. On the other hand, compared with the integral channel, the channel formed by the split structure can independently connect each part to the vertical tail fin tip, which is easier to assemble and lighter, in line with the lightweight design of the aircraft.

[0023] The present invention also provides an aircraft that, by applying the aforementioned integrated aircraft vertical tail, can be effectively adapted to a tow cone speed measurement system, thereby facilitating the acquisition of accurate airspeed information for various subjects during the aircraft testing process. Attached Figure Description

[0024] Figure 1 This is a structural assembly diagram of the integrated aircraft vertical tail forming channel provided by the present invention;

[0025] Figure 2 This is an exploded view of the integrated aircraft vertical tail forming channel provided by the present invention;

[0026] Figure 3 This is a partial structural cross-sectional view of the integrated aircraft vertical tail provided by the present invention;

[0027] Figure 4 yes Figure 3 Cross-sectional view of the structure along the AA direction;

[0028] Figure 5 yes Figure 3 Cross-sectional view of the structure along the BB direction;

[0029] Figure 6 yes Figure 3 Cross-sectional view of the structure along the CC direction;

[0030] Figure 7 yes Figure 3 Cross-sectional view of the structure along the DD direction;

[0031] Figure 8 This is a schematic diagram of the structure of the aircraft mounting tow cone speed measurement system that utilizes the integrated aircraft vertical tail provided by the present invention.

[0032] In the picture:

[0033] 100. Control module; 200. Static pressure pipe; 300. Trailing cone cover; 400. Vertical tail rudder;

[0034] 1. Vertical tail wingtip cover;

[0035] 2. Supporting base plate; 21. Supporting main body; 22. Connecting plate; 23. Supporting groove; 24. Connecting flap;

[0036] 3. Rectifier top cover; 31. Top cover body; 32. Abutment plate; 33. Accommodating groove;

[0037] 4. Tail end base plate; 41. Base plate main body; 42. Abutting side plate;

[0038] 5. Front cover plate;

[0039] 6. Support plate; 61. Support body; 62. Connecting wing plate; 63. Support groove. Detailed Implementation

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] During the development of civil aircraft, flight testing is a crucial step in verifying aircraft performance. Several core test subjects, including airspeed calibration, stall speed testing, in-flight thrust determination, flutter testing, and RVSM (Reduced Vertical Minimum Separation), all rely on accurate airspeed data. Currently, the mainstream method in the industry for obtaining such accurate airspeed data is through a tow cone system, which has become an indispensable key piece of equipment in the flight testing phase of civil aircraft.

[0045] The structure of a tow cone system typically includes core components such as a cone, a static pressure hose, a pressure sensor, a data processing system, and a static pressure hose deployment and retraction system. The cone must have a low-drag aerodynamic shape to capture the true static pressure behind the aircraft, undisturbed by the fuselage. The pressure sensor converts the airflow pressure signal into an electrical signal, while the data processing system quickly performs signal analysis and parameter calibration. In practical installation, the static pressure hose of the tow cone system extends from the aircraft's cabin or equipment bay to the vertical tail and exits the fuselage via a dedicated deployment / layout channel. The deployment and retraction system is usually hydraulically or electrically driven to ensure that the cone can be accurately towed to a predetermined distance behind the aircraft during flight. The exit point of the static pressure hose is generally chosen at the wingtip of the vertical tail, where airflow is stable and interference is minimal, improving data measurement accuracy. For civil aircraft with conventional low-profile horizontal tail layouts, in order to avoid interference with the normal deflection of the rudder caused by the static pressure pipe retraction / layout channel, the channel needs to be installed above the rudder and maintain a preset safe distance from the top of the control surface. This distance needs to be determined through wind tunnel testing and flight verification to ensure the control surface maneuverability and system operation safety.

[0046] In existing technologies, the static pressure tube channel at the vertical tail fin tip generally adopts a structure formed by combining a bent metal tube with a metal fairing. However, this traditional structure has significant technical drawbacks. On the one hand, the bending and forming process of the metal tube is difficult, and existing mature forming processes and tooling equipment cannot meet the design requirements of the static pressure tube of the trailing cone system for the channel bending radius. For example, for a metal tube with a diameter of 38.1 mm, the maximum bending radius that existing processes can achieve is only 190.5 mm, while the bending radius required for normal operation of the static pressure tube is usually no less than 500 mm. An excessively small bending radius not only causes the static pressure tube to jam and become obstructed during retraction and extension, but also exacerbates the friction between the static pressure tube and the inner wall of the channel, causing excessive wear and shortening the service life of the static pressure tube. On the other hand, the vertical tail fin tip is usually fixed to the metal tube that serves as the channel by welding. This not only requires the overall fixing of the metal tube, which is difficult to assemble, but also requires the use of stainless steel, which has good welding performance, resulting in excessive overall weight, which does not meet the requirements of lightweight aircraft design.

[0047] Therefore, to meet the bending radius requirements of the static pressure tube 200, facilitate assembly, reduce weight, and conform to the lightweight design of the aircraft, this embodiment provides an integrated aircraft vertical tail. The integrated aircraft vertical tail is used to match a tow cone speed measurement system. The tow cone speed measurement system includes a control module 100 located inside the fuselage, a tow cone cover 300 for measuring airspeed, and a static pressure tube 200 connecting the control module 100 and the tow cone cover 300. For ease of description, the length direction of the aircraft is defined as the first direction, the height direction of the aircraft is defined as the second direction, and the width direction of the aircraft is defined as the third direction.

[0048] like Figures 1 to 8 As shown, the integrated aircraft vertical tail includes a vertical tail fin tip 1, a support base plate 2, a fairing top 3, and a tail end base plate 4. The vertical tail fin tip 1 has a clearance groove extending away from the nose along a first direction. A portion of the support base plate 2 is connected to the inner side of the vertical tail fin tip 1, and another portion of the support base plate 2 passes through the clearance groove and is connected to the outer side of the vertical tail fin tip 1. The fairing top 3 is located above the support base plate 2 along a second direction and is connected to the outer side of the vertical tail fin tip 1. The portion of the support base plate 2 located on the outer side of the vertical tail fin tip 1 overlaps with the portion of the fairing top 3 to form a first guide channel for laying the static pressure pipe 200. The tail end base plate 4 is connected to the fairing top 3 below along the second direction and is located on the side of the support base plate 2 away from the nose along the first direction. The tail end base plate 4 and the fairing top 3 together form a second guide channel for laying the static pressure pipe 200.

[0049] This integrated aircraft vertical tail design utilizes a clearance groove on the vertical tail fin tip 1, with a portion of the supporting base plate 2 connected to the interior of the vertical tail fin tip 1. Another portion of the supporting base plate 2 extends out of the vertical tail fin tip 1 through the clearance groove, forming a first guide channel with the fairing top 3 connected to the outside of the vertical tail fin tip 1. A second guide channel is formed by a tail end base plate 4 connected to the bottom of the fairing top 3 on the side of the supporting base plate 2 facing away from the nose. This allows the static pressure pipe 200 to be guided inside the vertical tail fin tip 1 through the portion of the supporting base plate 2 located inside the vertical tail fin tip 1, and then through the first and second guide channels. The channel guides the static pressure tube 200 outside the vertical tail fin tip 1. The channel for guiding the static pressure tube 200 is formed by a split structure. On the one hand, each component can be manufactured separately according to the bending radius of the static pressure tube 200, so that the channel for guiding the static pressure tube 200 meets the bending radius requirements of the static pressure tube 200. This solves the problem that the channel cannot be adapted to the bending radius of the static pressure tube 200 due to the difficulty of integral molding. On the other hand, compared with the integral channel, the channel formed by the split structure can independently connect each part to the vertical tail fin tip 1, which is easier to assemble and lighter, in line with the lightweight design of the aircraft.

[0050] In this embodiment, the control module 100 is located inside the fuselage and includes a numerical control unit for receiving, inputting, and processing data, and an execution unit for receiving commands and controlling the retraction and extension of the static pressure pipe 200. One end of the static pressure pipe 200 is connected to the execution unit, and the other end extends along the supporting base plate 2, exits the vertical tail fin tip cover 1, and enters the first and second guide channels located on the outside of the fuselage, connecting with the trailing cone cover 300 located on the outside of the fuselage. Although the first and second guide channels do not require sealing, the gaps between the parts must ensure that the static pressure pipe 200 does not detach from the channel or become jammed.

[0051] Optionally, such as Figure 2 , Figure 4 As shown, the supporting base plate 2 includes a supporting body 21 and a connecting plate 22. The supporting body 21 is recessed along the second direction away from the vertical tail fin tip 1 to form a supporting groove 23 for supporting the static pressure pipe 200. The supporting body 21 is provided with a connecting plate 22 at the end located outside the vertical tail fin tip 1. The connecting plate 22 is connected to the outside of the vertical tail fin tip 1. The integrated aircraft vertical tail also includes a front end cover plate 5. The front end cover plate 5 is connected to the side of the supporting body 21 away from the connecting plate 22 along the first direction.

[0052] A bearing groove 23 is recessed into the bearing body 21, and a front cover plate 5 is connected to the bearing body 21. On the one hand, the bearing groove 23 accommodates the static pressure pipe 200; on the other hand, the front cover plate 5 limits its movement, preventing the static pressure pipe 200 from detaching from the bearing groove 23. Furthermore, a connecting plate 22 is provided at the end of the bearing body 21 located outside the vertical tail fin tip 1, thereby fixing the bearing base plate 2 to the outer portion of the vertical tail fin tip 1. In this embodiment, the connecting plate 22 is detachably connected to the outer side of the vertical tail fin tip 1 by bolts, facilitating the disassembly and assembly of the bearing base plate 2.

[0053] Optionally, such as Figure 2 , Figure 4 As shown, the supporting base plate 2 also includes connecting flaps 24. The connecting flaps 24 are located on both sides of the supporting body 21 along a third direction, at the end of the supporting body 21 opposite to the connecting plate 22. The front cover plate 5 is connected to the connecting flaps 24. By providing connecting flaps on both sides of the supporting body 21 along a third direction, the contact area between the supporting base plate 2 and the front cover plate 5 is increased, making the connection between the front cover plate 5 and the supporting base plate 2 more stable. In this embodiment, the length of the connecting flaps 24 along the first direction is adapted to the length of the front cover plate 5. The supporting body 21 only has the connecting flaps 24 at the front end connected to the front cover plate 5, avoiding structural redundancy and additional weight. Furthermore, the front cover plate 5 and the connecting flaps 24 are detachably connected to the outside of the vertical tail fin tip 1 by bolts, facilitating the disassembly and assembly of the front cover plate 5.

[0054] Optionally, such as Figure 2 , Figure 5 As shown, the integrated aircraft vertical tail also includes a support plate 6, which is located inside the vertical tail fin tip 1 and connected to it. The portion of the support plate 2 located inside the vertical tail fin tip 1 is connected to the support plate 6. By providing the support plate 6 connected to the vertical tail fin tip 1 below the support plate 2, the support plate 2 is supported and fixed, preventing the portion of the support plate 2 located inside the vertical tail fin tip 1 from being in a free state.

[0055] Optionally, such as Figure 2, Figure 5 As shown, the support plate 6 includes a support body 61 and a connecting wing plate 62. The support body 61 is provided with a support groove 63 formed by recessing away from the bearing base plate 2 along the second direction. The bearing base plate 2 is placed in the support groove 63. The connecting wing plate 62 is provided on both sides of the support body 61 along the third direction and is connected to the vertical tail wing tip cover 1.

[0056] Since the bearing groove 23 on the bearing base plate 2 is formed by the recess of the bearing body 21, the support groove 63 is provided on the support body 61 so that the support body 61 fits better with the bearing body 21, making the support body 61 support the bearing body 21 more stably. Furthermore, by providing connecting wing plates 62 on both sides of the support body 61 along the third direction, the contact area between the bearing base plate 2 and the vertical tail wing tip 1 is increased by the connecting wing plates 62, making the connection between the vertical tail wing tip 1 and the support plate 6 more stable.

[0057] Optionally, such as Figure 2 , Figure 5 As shown, the top fairing 3 includes a top fairing body 31. The top fairing body 31 is connected to the vertical tail fin tip fairing 1 at one end along the first direction near the nose. The top fairing body 31 has a recessed area accommodating groove 33 along the second direction away from the vertical tail fin tip fairing 1. The portion of the bearing base plate 2 located outside the vertical tail fin tip fairing 1 and the tail end base plate 4 are both placed in the accommodating groove 33.

[0058] By providing a receiving groove 33 on the top fairing 3, and placing the portion of the supporting base plate 2 located outside the vertical tail tip fairing 1 and the tail end base plate 4 within the receiving groove 33, the regularity of the external structure is ensured, and the irregularity of the structure caused by the supporting base plate 2 and the tail end base plate 4 protruding from the top fairing 3 is avoided, which would increase wind resistance. In this embodiment, the top fairing 3 is streamlined.

[0059] Optionally, such as Figure 2 , Figure 5 As shown, the top fairing 3 also includes an abutment extension plate 32, which is attached to the outer side of the vertical tail fin tip fairing 1 and connected to the outer edge of the top fairing body 31 away from the receiving groove 33. The part of the abutment extension plate 32 that overlaps with the connecting wing plate 62 is connected to the connecting wing plate 62. The vertical tail fin tip fairing 1 is sandwiched between the abutment extension plate 32 and the connecting wing plate 62.

[0060] By providing an abutment extension plate 32 along the outer edge of the top cover body 31 away from the receiving groove 33, the contact area between the rectifier top cover 3 and the vertical tail fin tip cover 1 is increased, making the connection between the rectifier top cover 3 and the vertical tail fin tip cover 1 more stable. Furthermore, by connecting the overlapping portion of the abutment extension plate 32 and the connecting wing plate 62 to the connecting wing plate 62, the vertical tail fin tip cover 1 is sandwiched between the abutment extension plate 32 and the connecting wing plate 62, thus connecting the vertical tail fin tip cover 1, the top cover body 31, and the support plate 6 into a single unit. This improves the connection strength and allows for simultaneous connection of the three components, reducing the area requiring connection and making assembly quicker. In this embodiment, the vertical tail fin tip cover 1, the abutment extension plate 32, and the connecting wing plate 62 are connected by bolts, facilitating disassembly and assembly.

[0061] Optionally, such as Figure 2 , Figure 6 , Figure 7 As shown, the tail end base plate 4 includes a base plate body 41 and abutting side plates 42. The base plate body 41 is disposed within the receiving groove 33, and the abutting side plates 42 are disposed on both sides of the base plate body 41 along a third direction, abutting against the inner wall of the receiving groove 33 and connecting with the top cover body 31. By providing the tail end base plate 4, composed of the base plate body 41 and the abutting side plates 42, within the receiving groove 33 of the top cover body 31, the base plate body 41 supports the static pressure tube 200, and the closed receiving groove 33 forms a second guiding channel for guiding the static pressure tube 200. Furthermore, by providing the abutting side plates 42 on both sides of the base plate body 41 along a third direction, the contact area between the tail end base plate 4 and the rectifier top cover 3 is increased, making the connection between the tail end base plate 4 and the rectifier top cover 3 more stable. In this embodiment, the abutting side plate 42 and the rectifier top cover 3 are detachably connected by bolts, which facilitates disassembly and assembly. In addition, since the tail end plate 4 is located at the end, in order to ensure the normal operation of the vertical tail rudder 400, the tail end plate 4 and the vertical tail rudder 400 have a certain distance between them along the second direction, so as to avoid interference.

[0062] Optionally, the load-bearing base plate 2, the fairing 3, the tail end base plate 4, the front end cover plate 5, and the support plate 6 are all made of composite materials. By using composite materials for these components, compared to using metal, the overall weight is significantly reduced, meeting the lightweight design requirements of the aircraft. Furthermore, the connection process eliminates the need for welding, making the connection more convenient. Carbon fiber composite materials or polyurethane composite materials, among others, can be selected.

[0063] In this embodiment, the installation of various components on the vertical tail fin tip 1 includes the following steps:

[0064] The first step is to connect the front cover plate 5, the load-bearing base plate 2, and the support plate 6 into one unit;

[0065] The second step is to place one end of the supporting base plate 2 connected to the front cover plate 5 inside the vertical tail wing tip cover 1, and extend the other end of the supporting base plate 2 connected to the connecting plate body 22 through the avoidance groove to the outside of the vertical tail wing tip cover 1 and connect it to the outside of the vertical tail wing tip cover 1. At this time, the connecting wing plate 62 of the support plate 6 is made to fit against the inner wall of the vertical tail wing tip cover 1.

[0066] The third step is to connect the top fairing 3 to the outside of the vertical tail tip fairing 1, and connect the abutting extension plate 32 of the top fairing 3 to the connecting wing plate 62 of the support plate 6. At this time, the vertical tail tip fairing 1 is sandwiched between the abutting extension plate 32 and the connecting wing plate 62.

[0067] The fourth step is to place the tail end base plate 4 into the receiving groove 33 of the rectifier top cover 3 and connect the tail end base plate 4 to the rectifier top cover 3.

[0068] By following the above four steps, a channel for guiding the static pressure tube 200 can be formed on the vertical tail of the aircraft. The structure is simple and the assembly is convenient.

[0069] In this embodiment, as Figure 8 As shown, an aircraft is also provided, which includes the aforementioned integrated vertical tail. By applying the aforementioned integrated vertical tail, this aircraft can be effectively adapted to a tow cone speed measurement system, thereby facilitating the acquisition of accurate airspeed information for various subjects during aircraft testing.

[0070] 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 integrated aircraft vertical tail, characterized in that, The integrated aircraft vertical tail is used to match a tow cone speed measurement system, which includes a control module (100) located inside the aircraft, a tow cone cover (300) for measuring airspeed, and a static pressure pipe (200) connecting the control module (100) and the tow cone cover (300). The integrated aircraft vertical tail includes: The vertical tail fin tip cover (1) has a clearance groove extending away from the nose in a first direction. A supporting base plate (2) is provided, a portion of which is connected to the inner side of the vertical tail fin tip (1), and another portion of which passes through the clearance groove and is connected to the outer side of the vertical tail fin tip (1). A rectifier top cover (3) is located above the support base plate (2) along the second direction and connected to the outside of the vertical tail tip cover (1). The portion of the support base plate (2) located outside the vertical tail tip cover (1) and the portion of the rectifier top cover (3) overlap to form a first guide channel for laying the static pressure pipe (200). Tail end base plate (4), the tail end base plate (4) is connected to the rectifier top cover (3) below along the second direction, and is located on the side of the bearing base plate (2) away from the machine head along the first direction. The tail end base plate (4) and the rectifier top cover (3) together form a second guide channel for laying the static pressure pipe (200). The supporting base plate (2) includes a supporting body (21) and a connecting plate (22). The supporting body (21) is recessed along the second direction away from the vertical tail fin tip (1) to form a supporting groove (23) for supporting the static pressure tube (200). The supporting body (21) is provided with the connecting plate (22) at the end outside the vertical tail fin tip (1). The connecting plate (22) is connected to the outside of the vertical tail fin tip (1). The integrated aircraft vertical tail also includes a front end cover plate (5). The front end cover plate (5) is connected to the side of the supporting body (21) away from the connecting plate (22) along the first direction. The integrated aircraft vertical tail also includes a support plate (6), which is located inside the vertical tail wingtip cover (1) and connected to the vertical tail wingtip cover (1). The portion of the bearing base plate (2) located inside the vertical tail wingtip cover (1) is connected to the support plate (6). The support plate (6) includes a support body (61) and a connecting wing plate (62). The support body (61) is provided with a support groove (63) formed by recessing away from the bearing base plate (2) along the second direction. The bearing base plate (2) is placed in the support groove (63). The connecting wing plate (62) is provided on both sides of the support body (61) along the third direction and is connected to the vertical tail wing tip cover (1). The rectifier top cover (3) includes a top cover body (31), the top cover body (31) is connected to the vertical tail fin tip cover (1) at one end along the first direction near the nose, and the top cover body (31) has a recessed area (33) along the second direction away from the vertical tail fin tip cover (1) to form a receiving groove (33). The portion of the bearing base plate (2) located outside the vertical tail fin tip cover (1) and the tail end base plate (4) are both placed in the receiving groove (33). The rectifier top cover (3) also includes an abutment extension plate (32), which is attached to the outer side of the vertical tail wingtip cover (1) and connected to the outer edge of the top cover body (31) away from the receiving groove (33). The portion of the abutment extension plate (32) overlapping with the connecting wing plate (62) is connected to the connecting wing plate (62). The vertical tail wingtip cover (1) is sandwiched between the abutment extension plate (32) and the connecting wing plate (62).

2. The integrated aircraft vertical tail according to claim 1, characterized in that, The supporting base plate (2) also includes a connecting flap (24), which is located on both sides of the supporting body (21) along a third direction and at one end of the supporting body (21) away from the connecting plate (22). The front end cover plate (5) is connected to the connecting flap (24).

3. The integrated aircraft vertical tail according to claim 1, characterized in that, The tail end base plate (4) includes a base plate body (41) and an abutting side plate (42). The base plate body (41) is disposed in the receiving groove (33). The abutting side plate (42) is disposed on both sides of the base plate body (41) along the third direction and abuts against the inner wall of the receiving groove (33) and is connected to the top cover body (31).

4. The integrated aircraft vertical tail according to claim 1, characterized in that, The supporting base plate (2), the rectifier top cover (3), the tail end base plate (4), the front end cover plate (5), and the support plate (6) are all made of composite materials.

5. An aircraft, characterized in that, The aircraft includes an integrated aircraft vertical tail as described in any one of claims 1-4.

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