An aircraft control surface structure

Abstract

The application discloses an aircraft control surface structure and belongs to the technical field of aircraft control components. The control surface structure comprises a control surface framework, a rectangular gap is formed in the thick side of the control surface framework, coaxial hinge holes are arranged on the two side walls of the gap, a hollow connecting bin is installed in the gap, the side of the connecting bin away from the gap is fixed to an aircraft wing or tail, the side of the connecting bin in the gap is provided with a circular arc side wall, hinge columns are detachably installed at the two ends of the connecting bin, the hinge columns are coaxially matched with the hinge holes, and the inner side ends of the hinge columns are inserted with bidirectional screws. The bidirectional screws are threadedly matched with positioning plates, an arc-shaped internal gear rack matched with the circular arc side wall is arranged between the two positioning plates, the arc-shaped internal gear rack is connected with the control surface framework through the inserting column to drive the rotation of the control surface framework. The two bidirectional screws are driven through a gear assembly, the synchronous movement of the positioning plates can be realized, and the gear assembly can tightly press the bidirectional screws to ensure the stable limiting when the gear assembly is fixed. The application improves the stability and flexibility of the control surface swing structure and is easy to install, disassemble and maintain.

Description

Technical Field

[0001] This invention relates to aircraft control components, and more specifically to an aircraft control surface structure. Background Technology

[0002] Control surfaces are core components for aircraft attitude control. Their structural stability, rotational flexibility, and ease of installation directly determine the aircraft's flight safety and control precision. They are widely used in the wings and tail sections of fixed-wing aircraft and other aircraft to achieve attitude adjustments such as roll, pitch, and yaw, and are an indispensable key component of aircraft flight control systems. Currently, existing aircraft control surface structures still have many technical shortcomings in practical applications, making it difficult to meet the requirements of high-precision and high-stability flight control. First, the connection between traditional control surfaces and the aircraft fuselage often uses a rigid hinge structure. The hinge is prone to gaps or jamming, especially during high-frequency, large-angle rotation and oscillation of the control surface. Gaps can cause the control surface to wobble, while jamming can affect the flexibility of rotation. This not only reduces the accuracy of control surface attitude control, but may also increase component wear due to long-term friction, shortening the service life of the control surface. Similar to the rudder lag and runaway malfunctions commonly found in ship steering systems, similar problems can occur in aircraft control surfaces due to unreasonable structural design, and in severe cases, even affect flight safety. Secondly, the existing control surface articulation components are cumbersome to install, and the coaxiality of the articulation column with the control surface frame and connecting structure is difficult to guarantee, which is prone to axial displacement. This leads to uneven force when the control surface rotates, further aggravating jamming and component wear. At the same time, the fixing reliability of the articulation components is insufficient. Under the impact of airflow generated by the high-speed flight of the aircraft, axial sway is prone to occur, affecting the overall structural stability of the control surface. In addition, the transmission and articulation components of traditional control surfaces are not only difficult to install, disassemble and replace quickly, but also lack a linkage and fixing mechanism. During the operation of the control surface, the loosening of transmission components related to rotation or oscillation can easily affect the stability of the articulation structure. Moreover, such as the offset of the articulation structure, it can also interfere with the transmission accuracy, forming a vicious cycle, which makes it difficult to meet the high reliability and high precision requirements of aircraft control surface structures. Summary of the Invention

[0003] In light of the above description of the current state of the technology, the purpose of this invention is to provide an aircraft control surface structure that can better solve the technical problems mentioned in the background art.

[0004] To achieve the above objectives, the present invention employs an aircraft control surface structure, including a control surface skeleton. The thicker side of the control surface skeleton has a notch, and each side of the notch is provided with a hinge hole. A connecting compartment is installed inside the notch. The connecting compartment is connected to the wing on the aircraft. The side of the connecting compartment located at the notch has an arc-shaped sidewall, so that when the control surface skeleton rotates and swings around the axial direction of the hinge hole, it maintains sliding contact with the surface of the arc-shaped sidewall. Each end of the connecting compartment is detachably equipped with a hinge post that coaxially engages with the hinge hole. The end of the hinge post located inside the connecting compartment is coaxially inserted with the smooth end of a bidirectional lead screw. Each bidirectional lead screw is threaded with a positioning plate. An arc-shaped internal rack is provided between the two positioning plates to restrict the arc-shaped internal rack from rotating coaxially around the hinge post on the inner side of the arc sidewall. An insertion post is fixed radially to the outer side of the arc-shaped internal rack. The insertion post is inserted into the insertion hole installed at the bottom of the notch so that it rotates and swings with the rudder surface frame as the arc-shaped internal rack rotates inside the connecting compartment. The two bidirectional lead screws are driven by a gear assembly at their coaxially opposite ends to achieve synchronous approach of the two pairs of positioning plates. When the gear assembly is locked, the bidirectional lead screws are axially pressed and cannot rotate.

[0005] Furthermore, the hinge post has an integrally formed positioning plate at one end located inside the connecting compartment. The positioning plate is attached to the inner end face of the connecting compartment and is positioned and installed by a pair of positioning pins. The hinge post is provided with at least a pair of cylindrical hinge rings, which are coaxially located in the hinge hole so that the rudder surface frame can rotate around the hinge rings.

[0006] Furthermore, the overall rudder surface frame is a right-angled trapezoidal plate structure, and adopts a three-layer structure that integrates ceramic-based composite skin, titanium carbon fiber interlayer, and 3D honeycomb core; the rudder surface frame has several quadrilateral-shaped weight-reducing and reinforcing cavities.

[0007] Furthermore, the positioning plate is an arc-shaped strip structure, and its end face is used to slide in contact with the end face of the corresponding arc-shaped internal rack; the positioning plate is linearly slidably installed on the inner wall of the connecting chamber along a direction parallel to the axial direction of the hinge hole.

[0008] Furthermore, the outer side of the positioning plate has two T-shaped sliders integrally formed, and the inner side wall of the connecting chamber is provided with a groove for the sliders to slide linearly; a threaded sleeve is fixed at the center of the positioning plate through the web, and the threaded sleeve is threadedly fitted onto the bidirectional lead screw; an arc-shaped notch is provided between each pair of grooves along the circumferential direction of the arc side wall of the connecting chamber to allow the insertion post to move, and the length of the arc-shaped inner rack must ensure that it always covers the arc-shaped notch during rotation.

[0009] Furthermore, the inner side of the arc-shaped internal rack is driven by a cylindrical gear driven by a motor; the two cylindrical gears corresponding to the two arc-shaped internal racks are coaxially fixed together by a gear shaft.

[0010] Furthermore, a driven bevel gear is fixed at one end of each of the two double-acting lead screws facing each other. The driven bevel gear meshes with a driving bevel gear, which is driven to rotate by a sleeve.

[0011] Furthermore, all bevel gears are installed in a gearbox, with the driving bevel gear located above the two driven bevel gears. A keyway is provided along the length of the shaft of the driving bevel gear. A sliding key is fixed to the inner wall of the sleeve. The sleeve is coaxially installed on the outside of the shaft, and the sliding key is slidably installed in the keyway. A push rod is axially elastically telescopically installed inside the shaft. A push block is provided at the bottom of the push rod between the two driven bevel gears. When the sleeve rotates downward, it first rotates synchronously with the shaft. When it moves to the set position, the push rod is pressed downward so that the push block weds into the two driven bevel gears and axially fixes the driven bevel gears. At this time, the two positioning plates guide the arc-shaped inner rack to rotate and swing around the hinge column.

[0012] Furthermore, the gearbox has an integral mounting compartment at the top center, with the mounting compartment protruding upwards. The sleeve is screwed into the top of the mounting compartment with a threaded fit, and when screwed in to the bottom, the push rod is pressed down to the limit position that can fix the two bevel gears axially.

[0013] Furthermore, the side of the push block has a bowl-shaped structure that is larger at the top and smaller at the bottom. The small end is coaxially fixed with a contact post for contacting the bottom of the gearbox, and the large end is coaxially fixed with the bottom end of the push rod. The top end of the push rod is fixed with a limiting plate. A compression spring is coaxially sleeved on the push rod between the limiting plate and the top of the rotating shaft. The compression spring ensures that the push rod is positioned above the push block between the two driven bevel gears before it is installed in place.

[0014] The aircraft control surface structure of this invention improves the stability and reliability of the control surface after rotation: the side of the connecting compartment located inside the notch of the control surface frame is set as an arc sidewall, which always maintains sliding contact with the inner sidewall of the notch of the control surface frame, effectively avoiding the jamming and gap problems that are prone to occur in traditional hinged structures, ensuring smooth movement when the control surface frame rotates and swings around the hinge hole axially. At the same time, the arc-shaped inner rack is designed to be long enough to avoid airflow intrusion and structural shaking caused by gaps, significantly improving the stability and reliability of the control surface swing process and after swinging into place, and reducing the occurrence of faults such as control surface lag and control surface runaway. This control surface structure simplifies the installation process, allowing for rapid assembly and disassembly without space constraints hindering maintenance. The articulated posts are detachably mounted at both ends of the connecting compartment. Combined with the positioning plates and pins, this ensures quick coaxial alignment between the articulated posts and the articulated holes, guaranteeing installation accuracy and preventing axial misalignment. Furthermore, the detachable design facilitates future maintenance and component replacement, resolving the cumbersome installation and coaxiality issues inherent in traditional articulated components, thus reducing installation and maintenance costs.

[0015] This invention also achieves coordinated stability of transmission and limiting: through the cooperation of the bidirectional lead screw, the positioning plate and the arc-shaped internal rack, the positioning plate can reliably guide and limit the arc-shaped internal rack without affecting its normal rotation; the gear assembly can realize the synchronous rotation of the two bidirectional lead screws, driving the positioning plate to move closer together, which not only facilitates the installation and positioning of the arc-shaped internal rack, but also axially tightens the bidirectional lead screw when the gear assembly is fixed to prevent it from shaking, further ensuring the limiting stability of the positioning plate and the installation reliability of the hinge column, and ensuring the synchronization and accuracy of the rudder surface rotation. Finally, in this invention, the linkage design of the driving bevel gear, driven bevel gear, sleeve, and push rod in the gear assembly can realize integrated control of "installation positioning" and "working fixation". When the sleeve moves down, it can drive the bidirectional lead screw to rotate to complete the adjustment of the positioning plate, and it can also wedge the push block between the driven bevel gears to achieve double fixation of the bidirectional lead screw and the hinge column, ensuring the structural stability of the control surface during operation, avoiding mutual interference between the transmission and hinge components, and improving the accuracy of control surface attitude control. Attached Figure Description

[0016] The following are auxiliary illustrations used to explain some specific embodiments of the present invention. The accompanying drawings mainly describe the principles of specific operation execution structures or methods of some embodiments of the present invention, but this does not mean that the physical structure or operation steps of the present invention can only be as shown in the figures.

[0017] Figure 1 This is a schematic diagram of an aircraft control surface structure according to the present invention; Figure 2 yes Figure 1 Enlarged view of the structure within the elliptical region; Figure 3 This is a schematic diagram showing the installation position of the connecting compartment and one side of the rudder surface frame; Figure 4 This is a schematic diagram of a specific rudder surface skeleton; Figure 5 yes Figure 2 Side view of the positioning plate in the middle; Figure 6 This is a schematic diagram of the gear assembly in its normal initial position. Figure 7 This is a schematic diagram of the structure when the gear assembly adjusts the positioning plate into place and axially fixes the double-acting lead screw (driven bevel gear); Figure 8 This is a schematic diagram of the cross-section of the curved strip of the positioning plate.

[0018] Component labeling: 1. Rudder surface frame, 101. Hinge hole, 102. Insertion hole, 103. Weight reduction and reinforcement cavity, 104. Notch, 2. Connecting compartment, 201. Slide groove, 202. Arc-shaped notch, 3. Insertion post, 4. Hinge post, 401. Hinge ring, 402. Positioning plate, 5. Two-way lead screw, 6. Positioning plate, 601. Arc-shaped strip, 602. Threaded sleeve, 603. Web plate, 604. Slider, 7. Positioning pin, 8. Driven bevel gear, 9. Rotating shaft, 10. Keyway, 1001. Sleeve, 11. Slide key, 12. Push rod, 13. Push block, 14. Contact post, 15. Limiting plate, 16. Compression spring, 17. Gearbox, 18. Mounting compartment, 1801. Cylindrical gear, 19. Arc-shaped internal rack, 20. Detailed Implementation

[0019] The embodiments of the present invention will be fully described below. Some core features of the embodiments will be specifically illustrated in the accompanying drawings, wherein the same or similar reference numerals in the drawings represent the same or similar technical features, or structures, steps, or processes with similar functions. Other embodiments derived by those skilled in the art based on these embodiments without requiring creative effort are also within the protection scope of the present invention.

[0020] This embodiment specifically describes an aircraft control surface structure. Please refer to [link / reference]. Figures 1-3 It mainly includes a rudder surface frame 1. On the thicker side of the rudder surface frame 1, a generally rectangular notch 104 is provided. A hinge hole 101 is provided on each of the left and right side walls of the notch 104, and the two hinge holes 101 are coaxially arranged. (Continue reading...) Figures 2-3A hollow connecting compartment 2 is installed inside the notch 104 on one side. The other side of the connecting compartment 2, away from the notch 104, is fixedly connected to the wing or tail of the aircraft to achieve the overall installation of the control surface structure. The side of the connecting compartment 2 inside the notch 104 is designed as an arc-shaped sidewall, meaning the portion of the connecting compartment 2 inside the notch 104 has a cylindrical arc-shaped wall. This ensures that when the control surface frame 1 rotates and swings around the hinge hole 101, the inner sidewall of the notch 104 maintains sliding contact with the surface of the arc-shaped sidewall, preventing jamming or gaps and improving stability and reliability during and after the swing. Furthermore, in this embodiment, hinge posts 4 are detachably installed at both ends of the connecting compartment 2 for installation. Specifically, the hinge posts 4 are coaxially fitted with the hinge hole 101, allowing the control surface frame 1 to rotate flexibly around the hinge posts 4, i.e., to rotate and swing around the hinge hole 101. The hinge post 4 is located at one end inside the connecting chamber 2, and a smooth end of a bidirectional lead screw 5 is coaxially inserted thereto. Specifically, the non-threaded section of the bidirectional lead screw 5 is inserted into the end face of the hinge post 4 and connected thereto, allowing for the rotatable installation of the bidirectional lead screw 5. The insertion can be a non-disengaging rotatable connection with no axial movement between the two leads. In this embodiment, a positioning plate 6 is threaded onto each bidirectional lead screw 5, and an arc-shaped internal gear rack 20 is provided between the two positioning plates 6. The curvature of the arc-shaped internal gear rack 20 is adapted to the arc-shaped sidewall of the connecting chamber 2, allowing it to rotate along the arc-shaped sidewall, i.e., around the hinge post 4. The positioning plates 6 limit the rotation of the arc-shaped internal gear rack 20 around the axial direction of the hinge post 4 within the arc-shaped sidewall. On the outer side of the arc-shaped internal rack 20, a plug-in post 3 is fixed radially thereto. The plug-in post 3 is inserted into the insertion hole 102 at the bottom of the notch 104 to connect the arc-shaped internal rack 20 to the rudder surface frame 1. When the arc-shaped internal rack 20 rotates in the connecting compartment 2, it will drive the rudder surface frame 1 to rotate and swing synchronously around the hinge hole 101 through the plug-in post 3. The two bidirectional lead screws 5 are driven by a gear assembly at their coaxial ends. When the gear assembly is started, it can drive the two bidirectional lead screws 5 to rotate, thereby realizing the synchronous approach of the two pairs of positioning plates 6. When they approach synchronously to a set distance, the rotational installation of the arc-shaped internal rack 20 is completed. When the gear assembly is locked and fixed, the bidirectional lead screws 5 will be axially pressed and cannot rotate, ensuring the stability of the positioning plate 6's guiding and limiting effect on the arc-shaped internal rack 20, and preventing the hinge post 4 from becoming unstable when the bidirectional lead screws 5 sway axially. This embodiment optimizes the structural design of the hinged column 4, specifically as follows: Figure 2As shown, a circular positioning plate 402 is integrally formed at one end of the hinge post 4 located inside the connecting chamber 2. This positioning plate 402 fits against the inner end face of the connecting chamber 2, and a pair of positioning pins 7 pass through the positioning plate 402 and the end face of the connecting chamber 2 to realize the positioning and installation of the hinge post 4 on the connecting chamber 2, ensuring that the hinge post 4 is coaxially set in the hinge hole 101. At least one pair of cylindrical hinge rings 401 are integrally provided on the hinge post 4. There can be two or three hinge rings 401. The hinge rings 401 are coaxially arranged with the hinge post 4 and are inserted into the hinge holes 101 of the rudder surface frame 1, so that the rudder surface frame 1 can rotate flexibly around the hinge rings 401. When the cylindrical surface of the hinge rings 401 rotates to the annular groove (not shown in the figure) on the hole wall of the hinge hole 101, the hinge rings 401 can also axially limit the rudder surface frame 1 to prevent the rudder surface frame 1 from shifting during rotation. However, this structure is relatively inconvenient to install. As a specific implementation method, the rudder surface frame 1 in this embodiment is as follows: Figure 4 As shown, the plate-like structure is a right-angled trapezoid, gradually thinning from one side to the other. Structurally, it comprises a three-layer structure integrally formed: a ceramic-based composite skin, a titanium carbon fiber interlayer, and a 3D honeycomb core, from the outside in. This three-layer structure balances the strength and lightweight requirements of the control surface frame 1. Inside the control surface frame 1, several quadrilateral weight-reducing and reinforcing cavities 103 are evenly distributed, effectively reducing the overall weight of the control surface frame 1 while enhancing its structural strength and preventing deformation during use. To better guide and limit the rotation of the arc-shaped internal rack 20, such as Figure 5 The positioning plate 6 adopts an arc-shaped strip structure, the curvature of which matches the curvature of the arc-shaped internal rack 20, and can be smaller than the curvature of the arc-shaped internal rack 20. The end face of the positioning plate 6 is used to slide in contact with the end face of the corresponding arc-shaped internal rack 20, ensuring the limiting effect of the positioning plate 6 on the arc-shaped internal rack 20, while not affecting the normal rotation of the arc-shaped internal rack 20. If necessary, alloy steel balls can be placed between the two to reduce motion friction. In this embodiment, the positioning plate 6 is linearly slidably installed on the inner side wall of the connecting chamber 2 along a direction parallel to the axial direction of the hinge hole 101 through the slide groove 201, so that the positioning plate 6 can stably move closer along the axial direction under the drive of the bidirectional screw 5, thereby adjusting the limiting state of the arc-shaped internal rack 20. In this embodiment, as Figure 5As shown, two T-shaped sliders 604 are integrally formed on the outer surface of the arc-shaped strip 601 of the positioning plate 6. The two sliders 604 are symmetrically arranged on the back of both ends of the positioning plate 6. In order to improve the stability and reliability of the arc-shaped internal rack 20 installation, the structure of the arc-shaped internal rack 20 can also be made as follows: Figure 8 The cross-section shown is L-shaped, so that a pair of positioning plates 6 form an arc-shaped track groove that prevents the arc-shaped internal rack 20 from disengaging. Even without the engagement of the insertion post 3 and the insertion hole 102, and without the restriction of the arc-shaped internal rack 20 by the cylindrical gear 19 mentioned below, it will not derail. On the inner side wall of the connecting chamber 2, a corresponding sliding groove 201 matching the slider 604 is provided. The slider 604 is slidably installed in the sliding groove 201, realizing the linear sliding of the positioning plate 6 along the inner side wall of the connecting chamber 2, while preventing the positioning plate 6 from rotating. At the center of the positioning plate 6, a threaded sleeve 602 is fixed in place by the web plate 603. The threaded sleeve 602 is threadedly connected to the bidirectional lead screw 5. When the bidirectional lead screw 5 rotates, it can drive the positioning plate 6 to move axially through the threaded sleeve 602. Between each pair of sliding grooves 201, an arc-shaped notch 202 is provided along the circumferential direction of the arc-shaped sidewall of the connecting chamber 2. This arc-shaped notch 202 is used to allow the insertion post 3 on the outer side of the arc-shaped inner rack 20 to extend and move smoothly, ensuring that the insertion post 3 can move synchronously with the rotation of the arc-shaped inner rack 20, thereby driving the rudder surface frame 1 to rotate and swing. At the same time, the length of the arc-shaped inner rack 20 is set to ensure that it always completely covers the arc-shaped notch 202 during rotation, avoiding gaps at the notch that would affect structural stability and preventing a large amount of wind from rushing into the connecting chamber 2. In the specific production process, such as Figure 2 As shown, the inner side of the arc-shaped internal rack 20 is meshed with a cylindrical gear 19 driven by a motor (not shown in the figure). The cylindrical gear 19 meshes with the arc-shaped internal rack 20. In practice, the motor can be fixedly installed in a suitable position inside the connecting compartment 2. When the motor is working, it drives the cylindrical gear 19 to rotate, thereby driving the arc-shaped internal rack 20 to rotate around the axial direction of the hinge column 4. Each of the two arc-shaped internal racks 20 corresponds to one cylindrical gear 19. If necessary, the two cylindrical gears 19 can be coaxially fixedly connected by a gear shaft, so that the two cylindrical gears 19 can rotate synchronously, thereby driving the two arc-shaped internal racks 20 to rotate synchronously, ensuring that the rotation and swinging process of the rudder surface frame 1 is smooth and synchronous. The gear assembly mentioned above, in specific practice, such as Figure 2As shown, two bidirectional lead screws 5 can be positioned opposite each other, each with a driven bevel gear 8 fixed to one end. The two driven bevel gears 8 are positioned opposite each other and mesh with a driving bevel gear 9. The driving bevel gear 9 is driven to rotate via a sleeve 11. Rotating the sleeve 11 drives the driving bevel gear 9 to rotate, which in turn drives the two driven bevel gears 8 to rotate synchronously. Since the two driven bevel gears 8 are respectively fixed to the two bidirectional lead screws 5, synchronous rotation of the two bidirectional lead screws 5 is achieved, thereby causing the positioning plate 6 to move closer together synchronously. As one specific implementation structure, such as... Figure 2 and Figures 6-7 All bevel gears are installed inside a gearbox 18, which is fixed inside the connecting compartment 2 to protect the bevel gears. The driving bevel gear 9 is located above the two driven bevel gears 8. The shaft 10 of the driving bevel gear 9 has a keyway 1001 along its length. A sliding key 12 is fixed to the inner wall of the sleeve 11. The sleeve 11 is coaxially fitted onto the outside of the shaft 10 of the driving bevel gear 9 to rotate the shaft 10. The sliding key 12 is slidably fitted within the keyway 1001, allowing the sleeve 11 to both drive the shaft 10 to rotate synchronously and move up and down along the axial direction of the shaft 10. Inside the shaft 10 of the driving bevel gear 9, a push rod 13 is axially elastically telescopically mounted. A push block 14 is located at the bottom end of the push rod 13, between the two driven bevel gears 8. When the sleeve 11 is rotated and moved downward, the sleeve 11 drives the rotating shaft 10 to rotate synchronously through the sliding key 12, which in turn drives the driving bevel gear 9 and the driven bevel gear 8 to rotate, thereby realizing the movement of the positioning plate 6. When the sleeve 11 moves downward to the set position, the bottom end of the sleeve 11 will press the push rod 13 downward, so that the push block 14 is wedged between the two driven bevel gears 8, which plays an axial fixing role for the driven bevel gears 8. At this time, the two bidirectional lead screws 5 cannot rotate, and the two positioning plates 6 can guide the arc-shaped internal rack 20 to rotate around the hinge column 4 in the direction of rotation, still ensuring the stability of the arc-shaped internal rack 20 when rotating. Based on the above implementation structure, please refer to the following: Figures 6-7 At the top center of the gearbox 18, a cylindrical mounting chamber 1801 is integrally formed. The mounting chamber 1801 protrudes upwards, and a threaded hole is formed on the top of the chamber. An external thread is formed on the outer wall of the sleeve 11, and the sleeve 11 is screwed into the top of the mounting chamber 1801 through threaded engagement. In this embodiment, as... Figures 6-7As shown, the side of the push block 14 is designed as a bowl-shaped structure, wider at the top and narrower at the bottom. A contact post 15 is coaxially fixed to its smaller end, which is used to contact the inner bottom wall of the gearbox 18 for limit positioning. The larger end of the push block 14 is coaxially fixed to the bottom end of the push rod 13, so that the push rod 13 can stably drive the push block 14 to move up and down. At the top of the push rod 13, a limiting plate 16 is fixed, which is used to limit the extension and retraction of the push rod 13 and prevent the push rod 13 from coming out of the rotating shaft 10. A compression spring 17 is coaxially sleeved on the push rod 13 between the limit plate 16 and the top of the shaft 10 of the drive bevel gear 9. When the compression spring 17 is in its normal state, it will generate an upward elastic force on the limit plate 16, causing the push rod 13 to be in a raised state. At this time, the push block 14 is located above the two driven bevel gears 8 and does not affect the rotation of the driven bevel gears 8. When the sleeve 11 presses down on the push rod 13, the compression spring 17 is compressed, the push block 14 moves down and weds into the two driven bevel gears 8, thereby fixing the driven bevel gears 8 and also fixing the hinge column 4, which is beneficial for the rudder surface frame 1 to rotate around it and change its attitude during subsequent work.

[0021] When installing this control surface structure, when the sleeve 11 is driven by an external driving element (not shown in the figure, or it can be installed manually by directly screwing downwards), the sleeve 11 will press the push rod 13 down to the limit position. At this position, the push block 14 can be completely wedged between the two driven bevel gears 8, realizing the axial fixation of the driven bevel gears 8. On the one hand, it ensures that the bidirectional screw 5 will not rotate, thereby ensuring the stability of the position of the positioning plate 6, so as to reliably guide the arc-shaped inner rack 20. On the other hand, it further fixes the hinge column 4 so that the control surface frame 1 can rotate around it to change its attitude.

[0022] The above series of specific implementation details are merely some preferred embodiments of the present invention and should not be construed as limiting the scope of protection of the claims of the present invention. Those skilled in the art, based on their understanding of the above embodiments and referring to the basic principles recorded in the claims of the present invention, can easily modify the design ideas, but these modifications still fall within the scope of protection of the invention.

Claims

1. An aircraft control surface structure, comprising a control surface frame (1), characterized in that, The thicker side of the control surface frame (1) has a notch (104), and each side of the notch (104) has a hinge hole (101). The notch (104) contains one side of the connecting compartment (2), which is connected to the wing of the aircraft. The side of the connecting compartment (2) located on the notch (104) is an arc-shaped sidewall, so that when the control surface frame (1) rotates and swings around the hinge hole (101) axial direction, it maintains sliding contact with the surface of the arc-shaped sidewall. Each end of the connecting compartment (2) is detachably equipped with a hinge post (4) that is coaxially engaged with the hinge hole (101). The smooth end of a double-acting screw (5) is coaxially inserted into one end of the hinge post (4) located inside the connecting compartment (2). Each double-acting screw (5) is threaded with a positioning plate (6). An arc-shaped internal rack (20) is provided between the two positioning plates (6) to restrict the arc-shaped internal rack (20) from rotating coaxially around the hinge post (4) on the inner side of the arc sidewall. An insertion post (3) is fixed radially on the outer side of the arc-shaped internal rack (20). The insertion post (3) is inserted into the insertion hole (102) installed at the bottom of the notch (104) so ​​that the rudder surface frame (1) rotates and swings with the rotation of the arc-shaped internal rack (20) inside the connecting compartment (2). Two bidirectional lead screws (5) are driven by a gear assembly at their coaxial ends to achieve synchronous approach of two pairs of positioning plates (6). When the gear assembly is locked and stationary, the bidirectional lead screws (5) are axially pressed and cannot rotate.

2. The aircraft control surface structure according to claim 1, characterized in that, The hinge post (4) has a positioning plate (402) integrally located at one end inside the connecting compartment (2). The positioning plate (402) is attached to the inner end face of the connecting compartment (2) and is positioned and installed by a pair of positioning pins (7). The hinge post (4) is provided with at least a pair of cylindrical hinge rings (401). The hinge rings (401) are coaxially located in the hinge hole (101) so that the rudder surface frame (1) can rotate around the hinge rings (401).

3. The aircraft control surface structure according to claim 1, characterized in that, The rudder frame (1) is a right trapezoidal plate structure, and adopts a three-layer structure consisting of ceramic-based composite skin, titanium carbon fiber interlayer and 3D honeycomb core; the rudder frame (1) has several quadrilateral weight-reducing and reinforcing cavities (103).

4. The aircraft control surface structure according to claim 1, characterized in that, The positioning plate (6) is an arc-shaped strip structure, and its end face is used to slide in contact with the end face of the corresponding arc-shaped internal rack (20); the positioning plate (6) is linearly slidably installed on the inner wall of the connecting chamber (2) along a direction parallel to the axial direction of the hinge hole (101).

5. The aircraft control surface structure according to claim 4, characterized in that, The outer side of the positioning plate (6) has two T-shaped sliders (604) integrally formed. The inner side wall of the connecting chamber (2) is provided with a groove (201) for the sliders (604) to slide in a straight line. A threaded sleeve (602) is fixed at the center of the positioning plate (6) through the web plate (603). The threaded sleeve (602) is threadedly fitted onto the bidirectional lead screw (5). An arc-shaped notch (202) is provided between each pair of grooves (201) along the circumferential direction of the arc side wall of the connecting chamber (2) to allow the insertion post (3) to move. The length of the arc-shaped inner rack (20) must ensure that it always covers the arc-shaped notch (202) during rotation.

6. The aircraft control surface structure according to claim 1, characterized in that, The inner side of the arc-shaped internal rack (20) is driven by a cylindrical gear (19) driven by a motor; the two cylindrical gears (19) corresponding to the two arc-shaped internal racks (20) are coaxially fixed together by a gear shaft.

7. The aircraft control surface structure according to claim 1, characterized in that, Two double-acting lead screws (5) have a driven bevel gear (8) fixed at one end opposite to each other. The driven bevel gear (8) meshes with a driving bevel gear (9), which is driven to rotate by a sleeve (11).

8. The aircraft control surface structure according to claim 7, characterized in that, All bevel gears are installed in a gearbox (18), wherein the driving bevel gear (9) is located above the two driven bevel gears (8). A keyway (1001) is provided along the length direction on the shaft (10) of the driving bevel gear (9). A sliding key (12) is fixed on the inner wall of the sleeve (11). The sleeve (11) is coaxially installed on the outside of the shaft (10), and the sliding key (12) is slidably installed in the keyway (1001). The shaft (10) has an axial elastic expansion joint. A push rod (13) is provided at the bottom end of the push rod (13) and a push block (14) is provided between the two driven bevel gears (8). When the sleeve (11) rotates downward, it first rotates synchronously with the rotating shaft (10). When it moves down to the set position, the push rod (13) is pressed down so that the push block (14) is wedged between the two driven bevel gears (8) and the driven bevel gears (8) are axially fixed. At this time, the two positioning plates (6) guide the arc-shaped inner rack (20) to rotate and swing around the hinge column (4).

9. The aircraft control surface structure according to claim 8, characterized in that, The gearbox (18) has an integrally formed mounting chamber (1801) at the top center. The mounting chamber (1801) is convex upwards. The sleeve (11) is screwed into the top of the mounting chamber (1801) with a threaded fit. When screwed in to the bottom, the push rod (13) is pressed down to the limit position that can fix the two bevel gears axially.

10. The aircraft control surface structure according to claim 9, characterized in that, The side of the push block (14) is a bowl-shaped structure with a larger top and a smaller bottom. The small end is coaxially fixed with a contact post (15) for contacting the inner bottom of the gearbox (18), and the large end is coaxially fixed with the bottom end of the push rod (13). The top end of the push rod (13) is fixed with a limiting plate (16). A compression spring (17) is coaxially sleeved on the push rod (13) between the limiting plate (16) and the top of the rotating shaft (10). The compression spring (17) ensures that when the push rod (13) is in its original position before installation, the push block (14) is located above the two driven bevel gears (8).

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