Aircraft control surface limiting connection structure
By designing the plane coordination of the projection and platform on the rudder surface joint and structural joint, the excessive deflection of the rudder surface when the rudder fails, the protection and life of the rudder are achieved, the cost is reduced and the load-bearing capacity of the limit structure is improved.
Patent Information
- Application Number
- CN202422448485.2
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-10-11
- Publication Date
- 2025-07-29
- Estimated Expiration
- 2034-10-11
AI Technical Summary
The rudder surface of the traditional aircraft is easily damaged due to excessive deflection angle when the servo fails. The existing limit structure design is not effective enough, resulting in a shortening of the servo life.
The projection and platform are designed with a planar cooperation, and the projection is located at the distal end of the rudder surface joint. Through the rotating connection between the rudder surface joint and the structural joint, the rudder surface is restricted from further rotation, reducing contact force, and improving life.
Effectively protect the servo, extend its service life, reduce costs, and improve the load-bearing capacity of the limit structure.
Smart Images
Figure CN223161972U_ABST
Abstract
Description
Technical Field
[0001] The utility model relates to the field of aviation technology, and particularly relates to a rudder surface limit connection structure of an aircraft. Background Art
[0002] With the development of electronic technology and the continuous improvement of aircraft performance, the control system of aircraft has undergone great changes. The traditional control rod system and steel cables have been replaced by electric wires. That is, the pilot controls the aircraft by relying on sensors installed at the control stick to convert the rod force or rod displacement into electrical signals, which are transmitted through electric wires to the servo to drive the control surface to deflect, so as to achieve the purpose of controlling the aircraft, thereby realizing the control of the fly-by-wire system.
[0003] The fly-by-wire system uses a servo to control the deflection of the rudder surface to change the attitude of the aircraft in the sky. The servo is fixed on the airframe structure, and the rudder surface is connected to the servo through a joint or a connecting rod. The servo drives the rudder surface to rotate around the rotation axis to achieve the purpose of controlling the aircraft. The rudder surface and the structure are connected by a joint, and the deflection of the rudder surface is realized by the relative rotation between the two joints. However, generally, the angle of deflection of the rudder surface controlled by the servo does not exceed ±30 degrees. When the servo fails, the rudder surface will flutter with the wind, and the deflection angle may be much larger than the deflection angle of the rudder surface, which may lead to the deflection angle of the servo being greater than the designed value and cause damage to the servo. Summary of the Utility Model
[0004] The purpose of the utility model is to provide a rudder surface limit connection structure of an aircraft to solve the problems mentioned in the background art. To achieve the above purpose, the utility model provides the following technical solution: a rudder surface limit connection structure of an aircraft, including a rudder surface joint, the rudder surface joint is rotationally connected to a structure joint, one side of the rudder surface joint is connected to the rudder surface, the structure joint is connected to the airframe structure, a protrusion is provided on the rudder surface joint, a plane is provided on the surface of the protrusion, a platform is provided on the structure joint, and the platform and the plane are in corresponding cooperation positions.
[0005] Preferably, there are two protrusions, which are respectively located at the upper end and the lower end of the rudder surface joint.
[0006] Preferably, the rudder surface joint includes a rudder surface joint body, the rudder surface joint body is in a U-shaped structure, a single-ear of the rudder surface joint is installed in the middle of the inner side of the rudder surface joint body, and the protrusions are located at the upper end and the lower end of the single-ear of the rudder surface joint.
[0007] Preferably, the structure joint includes a structure joint body, the structure joint body is in an overall U-shaped structure, a double-ear of the structure joint is installed in the middle of the inner side of the structure joint body, the platform is located in the middle of the double-ear of the structure joint, and holes are opened in the middle of the double-ear of the structure joint and the single-ear of the rudder surface joint, and the two are rotationally connected at the holes.
[0008] Technical effects and advantages of the present utility model: This structure has a long service life: The protrusion and the platform are in planar fit, and the protrusion is at the distal end of the rudder surface joint, far from the center hole. Under the same torque load, when the steering gear fails and the rudder surface swings, when the rudder surface joint and the structural joint collide with each other, the contact force is small, effectively improving the service life;
[0009] Low cost: The protrusion and the platform of the limit structure are directly machined on the rudder surface joint and the structural joint, without the need to additionally add a limit structure, resulting in low cost;
[0010] High load-bearing capacity: When the protrusion and the platform cooperate, on the central plane of the rudder surface joint and the structural joint, no additional asymmetric bending moment is generated, and the contact area is large, and the contact surface stress level is low. Description of the drawings
[0011] Figure 1 Isometric view of the installation and connection of the present utility model with the rudder surface;
[0012] Figure 2 Exploded view of the installation of the present utility model with the rudder surface;
[0013] Figure 3 Isometric view of the rudder surface joint and the structural joint of the present utility model when the rudder surface is not deflected;
[0014] Figure 4 Isometric view of the rudder surface joint and the structural joint of the present utility model when the rudder surface is deflected to the limit angle;
[0015] Figure 5 Cross-sectional view of the rudder surface joint and the structural joint of the present utility model when the rudder surface is deflected to the limit angle;
[0016] Figure 6 Isometric view of the rudder surface joint of the present utility model;
[0017] Figure 7 Isometric view of the structural joint of the present utility model.
[0018] In the figure, 1. Rudder surface; 11. Rudder surface joint; 111. Protrusion; 112. Rudder surface joint body; 113. Rudder surface joint single ear; 2. Airframe structure; 21. Structural joint; 211. Platform; 212. Structural joint body; 213. Structural joint double ear. Detailed implementation manners
[0019] In order to make the implementation technical means, creative features, achieved purposes and effects of the present utility model easy to understand, the present utility model will be further described below in conjunction with specific illustrations. In the description of the present utility model, it should be noted that unless otherwise clearly specified and limited, the terms "installation", "connection", and "coupling" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or an integral connection or a mechanical connection, and it can also be an electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, and the internal communication of two components can be achieved.
[0020] Embodiment
[0021] As Figure 1 and Figure 2 As shown, the control surface 1 is connected to the airframe structure 2 through multiple pairs of limit connection structures. In this example, there are 3 pairs, and each pair of limit connection structures rotates around a common axis. The rotation centers of the three pairs of limit connection structures are collinear. The limit connection structure includes a control surface joint and a structural joint. The control surface joint 11 is connected to the control surface 1, and the structural joint is connected to the airframe structure 2.
[0022] As Figure 3 , 4, 5 shown, holes are provided in the middle of one end of both the control surface joint 11 and the structural joint 21, and they are connected at the position of the holes and can rotate around the hole center line. Generally, the deflection angle of the control surface is determined by the aircraft's control performance. In this example, it is ±30 degrees. Considering the machining tolerance and actual use requirements, a certain margin is left for the actual designed limit angle. In this example, it is ±5 degrees, and the limit angle is designed according to ±35 degrees.
[0023] When the control surface joint 11 deflects to the limit angle, a part of the control surface joint 11 contacts the structural joint 21, thereby restricting further rotation, achieving the purpose of preventing the control surface from further rotating and protecting the servo. Both the control surface joint 11 and the structural joint 21 are made of metal, preferably 7075 aluminum alloy, and the preferred heat treatment state is T7351.
[0024] As Figure 6 shown, the control surface joint 11 includes a control surface joint body 112. The control surface joint body 112 has a U-shaped structure. One side of the control surface joint body 112 is connected to the control surface 1. A control surface joint single ear 113 is installed in the middle of the inner side of the control surface joint body 112. Protrusions 111 are designed at the upper and lower ends of the control surface joint single ear 113. A plane is provided on the surface of the protrusions 111. The hole is opened on the control surface joint single ear 113. The protrusions 111 are as far away from the hole center as possible. In this way, under the same control surface torque condition, the force received by the protrusions 111 is smaller. The function of the plane is that when deflecting to the limit angle, the protrusions 111 are in surface contact with the platform 211 of the structural joint 21, which can effectively reduce the stress level and improve the service life.
[0025] As Figure 7As shown in the figure, the structural joint 21 includes a structural joint body 212. The structural joint body 212 is integrally U-shaped. In the middle of the inner side of the structural joint body 212, there is a double-ear of the structural joint 213. In the middle of the double-ear of the structural joint, there is a platform 211. There is a hole in the middle of the double-ear of the structural joint 213. The two are rotationally connected at the hole and cooperate with the protrusion 111 of the rudder surface joint 11 when it deflects to the limit angle to perform limiting and prevent the rudder surface 1 from continuing to rotate. In this example, when designing the protrusion 111 of the rudder surface joint, the surface of the platform 211 can be rotated ±35 degrees around the center of the hole, and the formed plane intersects with the rudder surface joint 11, which is the outer surface plane of the protrusion 111. Then, according to the structural modification, the design of the protrusion 111 of the rudder surface joint 11 can be completed.
[0026] Finally, it should be noted that the above are only the preferred embodiments of the present invention and are not used to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, for those skilled in the art, they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements on some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.
Claims
1. An aircraft rudder surface limit connection structure, including a rudder surface joint, characterized in that: The control surface joint is rotationally connected to the structural joint. One side of the control surface joint is connected to the control surface, and the structural joint is connected to the airframe structure. The control surface joint is provided with a protrusion, the surface of the protrusion is provided with a flat surface, the structural joint is provided with a platform, and the platform and the flat surface are correspondingly matched in position.
2. The aileron limit connection structure of an aircraft according to claim 1, characterized in that: There are two such protrusions, located at the upper end and the lower end of the control surface joint respectively.
3. The aileron limit connection structure of an aircraft according to claim 2, wherein: The control surface joint includes a control surface joint body, the control surface joint body is of a U-shaped structure, a control surface joint single ear is installed in the middle of the inner side of the control surface joint body, and the protrusions are located at the upper end and the lower end of the control surface joint single ear.
4. The aileron limit connection structure of an aircraft according to claim 3, characterized in that: The structural joint includes a structural joint body, the structural joint body is of an overall U-shaped structure, a structural joint double ear is installed in the middle of the inner side of the structural joint body, the platform is located in the middle of the structural joint double ear, and holes are opened in the middle of the structural joint double ear and the control surface joint single ear, and the two are rotationally connected at the holes.