Empennage control structure and aircraft

Abstract

The utility model relates to the technical field of aircrafts, and discloses an empennage control structure and an aircraft, which comprises a rack, an empennage, a base and a driving component, the base comprises a support, a first connecting piece and a second connecting piece, a first hinge shaft is connected between the first connecting piece and the support, the first hinge shaft extends in the height direction, a second hinge shaft is connected between the second connecting piece and the first connecting piece, the second hinge shaft extends in the width direction, and the second connecting piece is provided with a first universal joint and a second universal joint; the driving assembly comprises a first steering engine, a second steering engine, a first transmission assembly and a second transmission assembly, the first transmission assembly is in transmission connection with the first universal joint and the first steering engine, and the second transmission assembly is in transmission connection with the second universal joint and the second steering engine. The driving assembly only comprises two steering engines, multi-degree-of-freedom efficient control can be achieved, the controllability and attitude stability of the aircraft are remarkably improved, the number of the steering engines and mechanical transmission parts are reduced, and the overall weight and manufacturing cost are reduced.

Description

Technical Field

[0001] This utility model relates to the field of aircraft technology, and in particular to a tail control structure and an aircraft. Background Technology

[0002] Flapping-wing biomimetic aircraft are aircraft designed to mimic the flapping flight of birds and other organisms. They possess biomimetic, stealthy, and portable characteristics, offering significant advantages in terms of miniature aircraft scale and long-distance flight capabilities. The tail fin mechanism is a crucial component of flapping-wing biomimetic aircraft, directly impacting their performance.

[0003] In existing flapping-wing biomimetic aircraft, common tail control structures include single-servo control systems and single-degree-of-freedom servo systems. Single-servo control systems are mainly used in some small flapping-wing aircraft to reduce fuselage weight. They use a single servo to achieve single-direction movement of the tail fin, such as pitch or yaw. Since the tail fin can only be controlled in that direction, it's impossible to simultaneously achieve multi-degree-of-freedom control of pitch and yaw in a single structure. This limited control capability can lead to insufficient responsiveness in complex environments, making it difficult to perform complex flight maneuvers.

[0004] Single-degree-of-freedom servo systems employ multiple servos and complex transmission structures to improve the multi-degree-of-freedom control accuracy of the tail fin. However, in large ornithopter aircraft, larger tail fins are often required to achieve more effective pitch and yaw control. Larger tail fins, in turn, place higher demands on the torque of the servos. This can only be achieved by using larger servos, increasing the number of servos, or employing complex mechanical structures. This significantly increases the overall weight and manufacturing cost of the aircraft. Furthermore, the complex mechanical structure and longer transmission chain also increase the probability of system failure and reduce the reliability of the tail fin. Utility Model Content

[0005] The purpose of this invention is to provide a tail control structure to solve the problems of insufficient control sensitivity, complex structure, and poor reliability of the tail mechanism in the prior art; this invention also provides an aircraft using the tail control structure.

[0006] To achieve the above objectives, this utility model provides a tail fin control structure, including a frame, a tail fin, a base, and a drive assembly;

[0007] The frame has two perpendicular length directions, height directions, and width directions;

[0008] The base includes a support, a first connector hinged to the support, and a second connector hinged to the first connector. A first hinge shaft is connected between the first connector and the support, and the first hinge shaft extends along the height direction. A second hinge shaft is connected between the second connector and the first connector, and the second hinge shaft extends along the width direction. The second connector is provided with a first universal joint and a second universal joint. The first universal joint and the second universal joint are symmetrically arranged about the first hinge shaft. There is a height gap between the first universal joint and the second hinge shaft, and a width gap between the first universal joint and the first hinge shaft, and between the second universal joint and the second hinge shaft.

[0009] The tail fin is fixedly connected to the second connector. The drive assembly includes a first servo, a second servo, a first transmission assembly, and a second transmission assembly. The first transmission assembly is driven between the first universal joint and the first servo. The second transmission assembly is driven between the second universal joint and the second servo. The first servo can drive the first universal joint to move along the length direction, and the second servo can drive the second universal joint to move along the length direction.

[0010] Preferably, the first transmission assembly includes a first pull rod and a first swing arm. The first pull rod extends along the length direction and is hinged to the first swing arm. The end of the first pull rod away from the first swing arm is connected to the first universal joint, and the end of the first swing arm away from the first pull rod is connected to the first servo motor.

[0011] The second transmission assembly includes a second pull rod and a second swing arm. The second pull rod extends along the length direction and is hinged to the second swing arm. The end of the second pull rod away from the second swing arm is connected to the second universal joint, and the end of the second swing arm away from the second pull rod is connected to the second servo motor.

[0012] Preferably, both the first transmission assembly and the second transmission assembly further include ball joint connectors, and the ball joint connectors are connected between the first pull rod and the first swing arm, and between the second pull rod and the second swing arm.

[0013] Preferably, both the first universal joint and the second universal joint are spherical pairs.

[0014] Preferably, the frame includes a carbon rod, a carbon plate, and a fixing plate. The carbon rod extends along the length direction, the carbon plate is perpendicular to the length direction, the carbon rod is fixedly connected to the carbon plate, the end of the carbon rod away from the carbon plate is fixedly connected to the support, the fixing plate is disposed on the side of the carbon plate near the base, and the fixing plate is fixedly connected to the carbon plate. The first servo and the second servo are both fixedly connected to the fixing plate.

[0015] Preferably, there are two fixing plates, which are symmetrically arranged on both sides of the carbon plate along its length. The first servo and the second servo are fixed symmetrically to the two fixing plates with the first hinge axis as the axis.

[0016] Preferably, the tail fin includes a frame and a wing plate fixedly connected to the frame, the frame being fixedly connected to the second connector, and the wing plate being fixedly connected to the frame.

[0017] This utility model also provides an aircraft, including the tail control structure described in any of the above technical solutions.

[0018] Compared with the prior art, the tail control structure and aircraft of this utility model embodiment have the following advantages: The first servo of the drive assembly can drive the first universal joint to move along the length direction through the first transmission assembly, and the second servo can drive the second universal joint to move along the length direction through the second transmission assembly. Since there are height gaps between the first universal joint and the second hinge axis, and width gaps between the first universal joint and the first hinge axis, the first and second universal joints can apply torque to the first and second connecting members when moving along the length direction, thereby causing the first and second connecting members to rotate around the first and second hinge axes respectively. When the moving direction and distance of the first and second universal joints are the same, their torques on the first connecting member cancel each other out. When the second connecting member swings around the second hinge axis, the tail fin can swing up and down. When the first and second universal joints move in opposite directions but at the same distance, their torques on the second connecting member cancel each other out. At this time, the first connecting member swings around the first hinge axis, and the tail fin can swing left and right, thereby controlling the pitch and yaw of the tail fin. The drive assembly only contains two servos to achieve efficient multi-degree-of-freedom control, significantly improving the aircraft's maneuverability and attitude stability, reducing the number of servos and mechanical transmission components, improving the utilization rate of servos, and reducing overall weight and manufacturing costs. At the same time, the two servos work together to achieve faster and more precise tail fin adjustment, meeting the requirements of high-maneuverability flight missions for response speed and control accuracy. The simplified structure improves overall reliability, and the fewer control elements and transmission components make the maintenance process simpler and more efficient. Attached Figure Description

[0019] Figure 1 This is a schematic diagram of the tail fin control structure of this utility model;

[0020] Figure 2 yes Figure 1 A schematic diagram of the tail fin control structure from another perspective;

[0021] Figure 3 yes Figure 1 A schematic diagram of the connection structure between the tail fin, base, and frame of the tail fin control structure;

[0022] Figure 4 yes Figure 1 A schematic diagram of the connection structure between the tail control structure frame and the drive assembly;

[0023] Figure 5 This is a schematic diagram of the tail wing control structure of this utility model when the tail wing swings left and right.

[0024] In the diagram, 1 is the frame, 11 is the carbon rod, 12 is the carbon plate, 13 is the mounting plate, 2 is the tail fin, 21 is the frame, 22 is the wing plate, 3 is the base, 31 is the support, 32 is the first connector, 33 is the second connector, 34 is the first hinge shaft, 35 is the second hinge shaft, 36 is the first universal joint, 37 is the second universal joint, 4 is the drive assembly, 41 is the first servo, 42 is the second servo, 43 is the first transmission assembly, 431 is the first tie rod, 432 is the first swing arm, 44 is the second transmission assembly, 441 is the second tie rod, 442 is the second swing arm, 45 is the ball joint connector, X is the length direction, Y is the width direction, and Z is the height direction. Detailed Implementation

[0025] The specific embodiments of this utility model will be described in further detail below with reference to the accompanying drawings and examples. The following examples are used to illustrate this utility model, but are not intended to limit its scope.

[0026] A preferred embodiment of the tail fin control structure of this utility model is as follows: Figures 1 to 5 As shown, the tail control structure includes a frame 1, a tail fin 2, a base 3, and a drive assembly 4. The frame 1 serves as the supporting foundation for the tail control structure and is used to fix it to the aircraft. The base 3 and the drive assembly 4 are both arranged on the frame 1. The tail fin 2 is fixedly arranged on the base 3. The drive assembly 4 is used to drive the tail fin 2 to swing in the vertical and horizontal directions, thereby changing the flight attitude of the aircraft.

[0027] The frame 1 has two perpendicular length directions X, height directions Z, and width directions Y. The length direction X, height direction Z, and width direction Y correspond one-to-one with the front-back direction, up-down direction, and left-right direction of the aircraft. That is, the length direction X is also the front-back direction of the aircraft, the width direction Y is also the left-right direction of the aircraft, and the height direction Z is also the up-down direction of the aircraft.

[0028] The base 3 includes a support 31, a first connecting member 32, a second connecting member 33, a first hinge shaft 34, and a second hinge shaft 35. The support 31 is fixedly connected to the frame 1 to fix the base 3. The first connecting member 32 is connected to the support 31 by the first hinge shaft 34. The first connecting member 32 is hinged to the support 31 through the first hinge shaft 34. The first hinge shaft 34 extends along the height direction Z. When the first connecting member swings with the first hinge shaft 34 as the fulcrum, it can swing left and right.

[0029] A second hinge shaft 35 connects the second connector 33 and the first connector 32. The second connector 33 is hinged to the first connector 32 via the second hinge shaft 35, which extends along the width direction Y. When the second connector 33 swings with the second hinge shaft 35 as a fulcrum, it can swing up and down. Since the second connector 33 is hinged to the first connector 32, when the first connector 32 swings left and right, it can drive the second connector 33 to swing left and right synchronously.

[0030] The tail fin 2 is fixedly connected to the second connector 33. When the first connector 32 swings left and right, it can drive the second connector 33 to swing left and right. At the same time, the second connector 33 can also swing up and down on its own, thereby driving the tail fin 2, which is fixedly connected to the second connector 33, to swing left and right and up and down. Through the cooperation of the first connector 32 and the second connector 33, the tail fin 2 can swing in the up and down and left and right directions in a compound manner. The pitch and yaw motion of the aircraft can be achieved by using the deflection force generated by the flowing air on the tail fin 2.

[0031] The second connector 33 is provided with a first universal joint 36 and a second universal joint 37. The first universal joint 36 and the second universal joint 37 are arranged symmetrically about the first hinge shaft 34. The first universal joint 36 and the second universal joint 37 are used to connect with the drive assembly 4. There is a height gap between the first universal joint 36 and the second hinge shaft 35, and between the second universal joint 37 and the second hinge shaft 35. There is a width gap between the first universal joint 36 and the first hinge shaft 34, and between the second universal joint 37 and the second hinge shaft 35.

[0032] The first universal joint 36 and the second universal joint 37 can move in the front-to-back direction, applying a force along the length direction X to the second connecting member 33. Furthermore, since the first universal joint 36 and the second universal joint 37 have height and width gaps respectively with the first hinge shaft 34 and the second hinge shaft 35, these height and width gaps form the lever arms of the force. This causes the force exerted by the first universal joint 36 and the second universal joint 37 on the second connecting member 33 to generate torque, thereby driving the second connecting member 33 to swing up and down and left and right.

[0033] Since the movement of the second connecting member 33 includes both up-and-down and left-and-right swinging, its movement is a complex motion requiring multiple degrees of freedom. By connecting the second connecting member 33 to the drive assembly 4 via a first universal joint 36 and a second universal joint 37, the first universal joint 36 and the second universal joint 37 can compensate for the angular differences between the second connecting member 33 and the drive assembly 4 in the width direction (Y) and the height direction (Z), ensuring that the tail fin 2 swings up-and-down and left-and-right.

[0034] The drive assembly 4 includes a first servo motor 41, a second servo motor 42, a first transmission assembly 43, and a second transmission assembly 44. The first transmission assembly 43 is driven between the first universal joint 36 and the first servo motor 41, and the second transmission assembly 44 is driven between the second universal joint 37 and the second servo motor 42. The first servo motor 41 can drive the first universal joint 36 to move along the length direction X, and the second servo motor 42 can drive the second universal joint 37 to move along the length direction X.

[0035] The first servo motor 41 and the second servo motor 42 drive the first universal joint 36 and the second universal joint 37 to move along their lengths via the first transmission assembly 43 and the second transmission assembly 44, respectively. By adjusting the direction and distance of movement of the first universal joint 36 and the second universal joint 37, the rotation direction and rotation angle of the second connecting member 33 can be changed.

[0036] Specifically, when the first servo motor 41 and the second servo motor 42 drive the first universal joint 36 and the second universal joint 37 to move the same distance along the length direction X, since the first universal joint 36 and the second universal joint 37 are arranged symmetrically about the first hinge axis 34, the torques applied by the first universal joint 36 and the second universal joint 37 to the second connecting member 33 around the first hinge axis 34 cancel each other out, and the torques around the second hinge axis 35 are superimposed on each other. The first universal joint 36 and the second universal joint 37 move forward or backward synchronously, which can drive the second connecting member 33 to swing up or down around the second hinge axis 35.

[0037] When the first servo motor 41 drives the first universal joint 36 to move forward along the length direction X, and the second servo motor 42 drives the second universal joint 37 to move backward along the length direction X by the same distance, that is, when the first universal joint 36 and the second universal joint 37 move in opposite directions and move the same distance, the torques applied by the first universal joint 36 and the second universal joint 37 to the second connector 33 around the second hinge axis 35 cancel each other out, and the torques around the first hinge axis 34 are superimposed on each other, so the second connector 33 can swing left or right around the first hinge axis 34.

[0038] The first servo 41 of the drive assembly 4 of the tail fin control structure can drive the first universal joint 36 to move along the length direction X via the first transmission assembly 43, and the second servo 42 can drive the second universal joint 37 to move along the length direction X via the second transmission assembly 44. Since there are height gaps between the first universal joint 36 and the second hinge axis 35, and between the second universal joint 37 and the second hinge axis 35, and width gaps between the first universal joint 36 and the first hinge axis 34, and between the second universal joint 37 and the second hinge axis 35, when the first universal joint 36 and the second universal joint 37 move along the length direction X, they can apply torque to the first connecting member 32 and the second connecting member 33, thereby causing the first connecting member 32 and the second connecting member 33 to rotate around the first hinge axis 34 and the second hinge axis 35, respectively. When the moving direction and distance of the first universal joint 36 and the second universal joint 37 are the same, their torques on the first connecting member 32 are mutually... When the first universal joint 36 and the second universal joint 37 move in opposite directions but at the same distance, their torques on the second connecting member 33 cancel each other out. At this time, the first connecting member 32 swings around the first hinge axis 34, and the tail fin 2 can swing left and right, thereby controlling the pitch and yaw of the tail fin 2. The drive assembly 4 only contains two servos to achieve efficient control of multiple degrees of freedom, which significantly improves the maneuverability and attitude stability of the aircraft, reduces the number of servos and mechanical transmission components, improves the utilization rate of servos, and reduces the overall weight and manufacturing cost. At the same time, the two servos work together to achieve faster and more precise tail fin 2 adjustment, meeting the requirements of high-maneuverability flight missions for response speed and control accuracy. The simplified structure improves the overall reliability, and the fewer control elements and transmission components make the maintenance process simpler and more efficient.

[0039] Preferably, the first transmission assembly 43 includes a first pull rod 431 and a first swing arm 432. The first pull rod 431 extends along the length direction X and is hinged to the first swing arm 432. The end of the first pull rod 431 away from the first swing arm 432 is connected to the first universal joint 36, and the end of the first swing arm 432 away from the first pull rod 431 is connected to the first servo motor 41. The second transmission assembly 44 includes a second pull rod 441 and a second swing arm 442. The second pull rod 441 extends along the length direction X and is hinged to the second swing arm 442. The end of the second pull rod 441 away from the second swing arm 442 is connected to the second universal joint 37, and the end of the second swing arm 442 away from the second pull rod 441 is connected to the second servo motor 42.

[0040] Both the first linkage 431 and the second linkage 441 extend along the length direction X. The first servo motor 41 and the second servo motor 42 can drive the first linkage 431 and the second linkage 441 to move along the length direction X through the first swing arm 432 and the second swing arm 442, respectively. This, in turn, pushes the first universal joint 36 and the second universal joint 37 to move along the length direction X. The movement direction of the first linkage 431 and the second linkage 441 ensures the movement direction of the first universal joint 36 and the second universal joint 37. By controlling the movement distance of the first linkage 431 and the second linkage 441, the movement distance of the first universal joint 36 and the second universal joint can be precisely adjusted. This simplifies the structure of the transmission components, enables faster and more precise tail fin 2 adjustment, and meets the requirements of high-maneuverability flight missions for response speed and control precision.

[0041] The first transmission assembly 43 consists only of the first pull rod 431 and the first swing arm 432, and the second transmission assembly 44 consists only of the second pull rod 441 and the second swing arm 442. This simplified transmission structure reduces the number of potential failure points and improves overall reliability. Furthermore, fewer control elements and transmission components make maintenance simpler and more efficient. This weight and cost optimization method ensures the system's high efficiency and economy. In this embodiment, the first pull rod 431 and the second pull rod 441 have the same structure, and the first swing arm 432 and the second swing arm 442 have the same structure, employing a universal structure for easy replacement and maintenance.

[0042] Preferably, both the first transmission assembly 43 and the second transmission assembly 44 further include a ball joint connector 45, and a ball joint connector 45 is connected between the first pull rod 431 and the first swing arm 432, and between the second pull rod 441 and the second swing arm 442.

[0043] The ball joint connector 45 has multiple degrees of freedom. When the first tie rod 431 drives the second connector 33 to swing through the first universal joint 36, the swing direction of the second connector 33 includes up and down and left and right directions. At this time, the first tie rod 431 and the second tie rod 441 will swing with the ball joint connector 45. By setting the ball joint connector 45, the angle changes between the first tie rod 431 and the first swing arm 432 and between the second tie rod 441 and the second swing arm 442 can be compensated, thereby improving the accuracy and response speed of the tail fin 2 swing.

[0044] Preferably, both the first universal joint 36 and the second universal joint 37 are spherical pairs.

[0045] Both the first universal joint 36 and the second universal joint 37 are formed by spherical pairs. The spherical pairs have the same structure as the ball joint connector 45, which can simplify the overall structure and enhance the convenience of maintenance.

[0046] Preferably, the frame 1 includes a carbon rod 11, a carbon plate 12, and a fixing plate 13. The carbon rod 11 extends along the length direction X, and the carbon plate 12 is perpendicular to the length direction X. The carbon rod 11 is fixedly connected to the carbon plate 12. The end of the carbon rod 11 away from the carbon plate 12 is fixedly connected to the support 31. The fixing plate 13 is located on the side of the carbon plate 12 near the base 3. The fixing plate 13 is fixedly connected to the carbon plate 12. The first servo motor 41 and the second servo motor 42 are both fixedly connected to the fixing plate 13.

[0047] The frame 1 is formed by carbon rod 11, carbon plate 12, and fixing plate 13. Carbon rod 11 can connect support 31 and carbon plate 12 into a whole, ensuring the overall reliability of the control structure. Fixing plate 13 can install the first servo 41 and the second servo 42, providing installation positions for the first servo 41 and the second servo 42, simplifying the fixing method of the servos, and reducing the overall weight and manufacturing cost of the system.

[0048] Preferably, there are two fixing plates 13, which are symmetrically arranged on both sides of the carbon plate 12 in the length direction X. The first servo motor 41 and the second servo motor 42 are fixed symmetrically to the two fixing plates 13 with the first hinge shaft 34 as the axis.

[0049] The two mounting plates 13 are respectively assembled with the first servo motor 41 and the second servo motor 42. The mounting plates 13 can be produced and assembled using a modular structure, without the need for an integral structure. If necessary, only one servo motor and one mounting plate 13 can be repaired or replaced, which enhances the convenience of maintenance.

[0050] Preferably, the tail fin 2 includes a frame 21 and a wing plate 22 fixedly connected to the frame 21. The frame 21 is fixedly connected to the second connector 33, and the wing plate 22 is fixedly connected to the frame 21.

[0051] The frame 21 is fixedly connected to the second connector 33 and can swing synchronously with the second connector 33. At the same time, the frame 21 is connected between the second connector 33 and the wing plate 22, which can drive the tail wing 2 to swing synchronously with the second connector 33, thereby adjusting the direction of the wing plate 22 and thus precisely controlling the pitch and yaw of the aircraft.

[0052] The working process of the tail fin control structure of this utility model is as follows:

[0053] The first servo motor 41 and the second servo motor 42 control the first swing arm 432 and the second swing arm 442 to rotate simultaneously towards the tail fin 2, driving the first pull rod 431 and the second pull rod 441 to push the first universal joint 36 and the second universal joint 37 towards the tail fin 2. The torques applied by the first universal joint 36 and the second universal joint 37 to the second connecting member 33 around the first hinge axis 34 cancel each other out, while the torques around the second hinge axis 35 are superimposed. At this time, the second connecting member 33 swings downward around the second hinge axis 35. Similarly, the first servo motor 41 and the second servo motor 42 control the first swing arm 432 and the second swing arm 442 to rotate in the opposite direction, and the second connecting member 33 swings upward around the second hinge axis 35. By rotating the tail fin 2 upward or downward, the pitch motion of the aircraft can be achieved by using the deflection force generated by the flowing air on the tail fin 2.

[0054] The first servo motor 41 controls the first swing arm 432 to rotate towards the tail fin 2, and the second servo motor 42 controls the second swing arm 442 to rotate towards the carbon plate 12. At this time, the first pull rod 431 pushes the first universal joint 36 towards the tail fin 2, and the second pull rod 441 pulls the second universal joint 37 towards the carbon plate 12. The torques applied by the first universal joint 36 and the second universal joint 37 to the second connecting member 33 around the first hinge axis 34 are superimposed, and the torques around the second hinge axis 35 are canceled out. At this time, the second connecting member 33 drives the first connecting member 32 to swing to the right around the first hinge axis 34. Similarly, the first servo motor 41 and the second servo motor 42 control the first swing arm 432 and the second swing arm 442 to rotate in opposite directions, and the second connecting member 33 drives the first connecting member 32 to swing to the left around the first hinge axis 34. By rotating the tail fin 2 to the left or right, the aircraft can achieve yaw motion by using the deflection force generated by the flowing air on the tail fin 2.

[0055] This utility model also provides a preferred embodiment of an aircraft, including a tail control structure. The specific structure of the tail control structure is the same as that of the tail control structure in any of the above embodiments, and will not be described again here.

[0056] In summary, this utility model embodiment provides a tail control structure and an aircraft. The first servo of its drive assembly can drive the first universal joint to move along the length direction via a first transmission assembly, and the second servo can drive the second universal joint to move along the length direction via a second transmission assembly. Since there are height gaps between the first universal joint and the second hinge axis, and between the second universal joint and the second hinge axis, and width gaps between the first universal joint and the first hinge axis, the first and second universal joints can apply torque to the first and second connecting members when moving along the length direction, thereby causing the first and second connecting members to rotate around the first and second hinge axes, respectively. When the moving directions and distances of the first and second universal joints are the same, their torques on the first connecting member cancel each other out. At this time, the second connecting member... The first connector swings around the second hinge axis, allowing the tail fin to swing up and down. When the first and second universal joints move in opposite directions but at the same distance, their torques on the second connector cancel each other out. At this time, the first connector swings around the first hinge axis, allowing the tail fin to swing left and right, thereby controlling the pitch and yaw of the tail fin. The drive assembly only contains two servos to achieve efficient multi-degree-of-freedom control, significantly improving the aircraft's maneuverability and attitude stability. It reduces the number of servos and mechanical transmission components, increases the utilization rate of servos, and reduces overall weight and manufacturing costs. At the same time, the two servos work together to achieve faster and more precise tail fin adjustment, meeting the requirements of high-maneuverability flight missions for response speed and control accuracy. The simplified structure improves overall reliability, while fewer control elements and transmission components make maintenance simpler and more efficient.

[0057] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and substitutions can be made without departing from the technical principles of the present utility model, and these improvements and substitutions should also be considered within the protection scope of the present utility model.

Claims

1. A tail wing control structure, characterized by, The rack (1), the tail wing (2), the base (3) and the drive assembly (4) are included. The rack (1) has length direction (X), height direction (Z) and width direction (Y) which are perpendicular to each other. The base (3) includes a support (31), a first connecting piece (32) hinged to the support (31) and a second connecting piece (33) hinged to the first connecting piece (32), a first hinge shaft (34) is connected between the first connecting piece (32) and the support (31), the first hinge shaft (34) extends along the height direction (Z), a second hinge shaft (35) is connected between the second connecting piece (33) and the first connecting piece (32), the second hinge shaft (35) extends along the width direction (Y), the second connecting piece (33) is provided with a first gimbal (36) and a second gimbal (37), the first gimbal (36) and the second gimbal (37) are symmetrically arranged about the first hinge shaft (34), the first gimbal (36) and the second gimbal (37) are both spaced apart from the second hinge shaft (35), the first gimbal (36) and the second gimbal (37) are both spaced apart from the first hinge shaft (34); The tail wing (2) is fixedly connected with the second connecting piece (33), and the drive assembly (4) includes a first steering engine (41), a second steering engine (42), a first transmission assembly (43) and a second transmission assembly (44), the first transmission assembly (43) is drivingly connected between the first gimbal (36) and the first steering engine (41), the second transmission assembly (44) is drivingly connected between the second gimbal (37) and the second steering engine (42), the first steering engine (41) can drive the first gimbal (36) to move along the length direction (X), and the second steering engine (42) can drive the second gimbal (37) to move along the length direction (X).

2. The tail wing control structure according to claim 1, characterized by, The first transmission assembly (43) includes a first pull rod (431) and a first swing arm (432), the first pull rod (431) extends along the length direction (X), the first pull rod (431) is hinged to the first swing arm (432), one end of the first pull rod (431) away from the first swing arm (432) is connected with the first gimbal (36), and one end of the first swing arm (432) away from the first pull rod (431) is connected with the first steering engine (41). The second transmission assembly (44) comprises a second pull rod (441) and a second swing arm (442), the second pull rod (441) extends along the length direction (X), the second pull rod (441) is hinged with the second swing arm (442), one end of the second pull rod (441) away from the second swing arm (442) is connected with the second universal joint (37), and one end of the second swing arm (442) away from the second pull rod (441) is connected with the second steering engine (42).

3. The tail wing control structure of claim 2, wherein, The first transmission assembly (43) and the second transmission assembly (44) each further comprise a spherical hinge connecting piece (45), the spherical hinge connecting piece (45) is connected between the first pull rod (431) and the first swing arm (432) and between the second pull rod (441) and the second swing arm (442).

4. The tail wing control structure of claim 2, wherein, The first universal joint (36) and the second universal joint (37) are spherical pairs.

5. Tail fin control structure according to any one of claims 1-4, characterized in that, The rack (1) comprises a carbon rod (11), a carbon plate (12) and a fixed plate (13), the carbon rod (11) extends along the length direction (X), the carbon plate (12) is perpendicular to the length direction (X), the carbon rod (11) is fixedly connected with the carbon plate (12), one end of the carbon rod (11) away from the carbon plate (12) is fixedly connected with the support (31), the fixed plate (13) is arranged on one side of the carbon plate (12) close to the base (3), the fixed plate (13) is fixedly connected with the carbon plate (12), and the first steering engine (41) and the second steering engine (42) are fixedly connected with the fixed plate (13).

6. The tail wing control structure of claim 5, wherein, The fixed plate (13) has two, and the two fixed plates (13) are symmetrically arranged on both sides of the length direction (X) of the carbon plate (12), and the first steering engine (41) and the second steering engine (42) are symmetrically fixed to the two fixed plates (13) with the first hinge shaft (34) as the axis.

7. The tail control structure according to any one of claims 1 to 4, wherein The tail wing (2) comprises a framework (21) and a wing plate (22) fixedly connected with the framework (21), the framework (21) is fixedly connected with the second connecting piece (33), and the wing plate (22) is fixedly connected with the framework (21).

8. An aircraft, characterized in that The tail wing control structure comprises the tail wing control structure according to any one of claims 1-7. The tail wing control structure comprises the tail wing control structure according to any one of claims 1-7.

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