Integrated aileron driving system

Abstract

The utility model discloses an integrated aileron driving system, which belongs to the field of aircraft control systems and comprises a fixed wing, an aileron is arranged on one side of the fixed wing, the aileron is rotatably connected with the fixed wing through a first linkage shaft, the upper surface of the aileron is rigidly connected with a first speed reducing plate, and a second speed reducing plate is arranged on the other side of the fixed wing. A power rotating assembly is arranged on the upper surface of the fixed wing, the power rotating assembly is connected with the upper surface of the first air brake and used for driving the first air brake to move, fixed limiting pieces are symmetrically arranged at the two ends of the surface of the side, close to the aileron, of the fixed wing, and a second air brake is arranged between the fixed limiting pieces. The second air brake is located on the lower surface of the aileron, and the first air brake and the second air brake are connected through a transmission assembly. According to the integrated aileron driving system, through the linkage design of the aileron and the air brake, the structure is simplified, pneumatic coordination control is achieved, and the control performance at different flight speeds is improved.

Description

Technical Field

[0001] This utility model relates to the field of aircraft control systems, and in particular to an integrated aileron drive system. Background Technology

[0002] In existing technologies, ailerons are key components for controlling lateral roll in aircraft flight control, while speed brakes are used to increase drag, adjust flight attitude, or assist in deceleration. Traditional ailerons and speed brakes are typically driven independently, resulting in complex structures, increased weight, and insufficient aerodynamic coordination. Existing linkage mechanisms often employ rigid connections or simple gear transmissions, making it difficult to achieve nonlinear motion control and exhibiting stability issues such as Dutch roll. Especially during high-speed or low-speed flight, the provision of turning torque is not balanced, affecting handling performance. Utility Model Content

[0003] The purpose of this invention is to provide an integrated aileron drive system that, through the linkage design of the aileron and the speed brake, achieves structural simplification, aerodynamic coordination control, suppresses Dutch roll, and improves handling performance at different flight speeds.

[0004] To achieve the above objectives, this utility model provides an integrated aileron drive system, including a fixed wing, an aileron on one side of the fixed wing, the aileron being rotatably connected to the fixed wing via a first linkage shaft, the upper surface of the aileron being rigidly connected to a first speed reduction plate, a power rotation assembly on the upper surface of the fixed wing being connected to the upper surface of the first speed reduction plate for driving the first speed reduction plate to move, and fixed limiting members symmetrically provided at both ends of the side surface of the fixed wing near the aileron, with a second speed reduction plate provided between the fixed limiting members, the second speed reduction plate being located on the lower surface of the aileron, and the first speed reduction plate and the second speed reduction plate being connected via a transmission assembly.

[0005] Preferably, the power rotation assembly includes a rotary motor, a crank, and a connecting rod. The rotary motor is fixedly mounted on the upper surface of the fixed wing. One end of the crank is fixedly connected to the output end of the rotary motor, and the other end is hinged to the upper end of the connecting rod. The lower end of the connecting rod is rotatably connected to the upper surface of the first speed reducer plate via a shaft.

[0006] Preferably, the fixed limiting member and the side surface of the fixed wing are an integral structure, the surface of the fixed limiting member is provided with a sliding groove, the two sides of the second deceleration plate near the fixed limiting member are provided with a second linkage shaft, the two ends of the second linkage shaft extend into the sliding groove, and the axis of the second linkage shaft is parallel to that of the first linkage shaft.

[0007] Preferably, the transmission assembly includes a first cam and a second cam. The first cam is fixedly disposed on the left and right sides of the aileron. The first cam is coaxially disposed with the aileron and can rotate relative to the fixed wing by following the aileron through the first linkage shaft. The second cam is fixedly disposed on the left and right sides of the second speed reduction plate and is located between the fixed limiting member and the left and right sides of the second cam. The second cam is also penetrated by the second linkage shaft, and the first cam and the second cam mesh with each other.

[0008] Preferably, the surface of the fixed wing near the aileron is provided with symmetrical protective arc grooves, which are used to ensure a smooth transition between the aileron and the surface of the fixed wing when the aileron and the second deceleration plate deflect.

[0009] Therefore, the present invention employs the above-mentioned integrated aileron drive system, which has the following technical effects:

[0010] (1) Integrated design: The aileron and the speed brake achieve efficient linkage through the linkage shaft, cam, and sliding groove limiting structure, which simplifies the structure and reduces weight.

[0011] (2) Nonlinear control: The opening rate of the second speed brake decreases as the aileron deflection angle increases, effectively suppressing Dutch roll and improving handling stability during high-speed and low-speed flight.

[0012] (3) Aerodynamic optimization: Protect the arc groove to ensure a smooth surface transition and reduce aerodynamic resistance and noise.

[0013] The technical solution of this utility model will be further described in detail below with reference to the accompanying drawings and embodiments. Attached Figure Description

[0014] Figure 1 This is a schematic diagram of the structure of an integrated aileron drive system according to this utility model;

[0015] Figure 2 This is an enlarged view of point A in the structural schematic diagram of an integrated aileron drive system of this utility model;

[0016] Figure 3 This is a side view of an integrated aileron drive system according to this utility model;

[0017] Figure 4 This is a diagram of the transmission components of an integrated aileron drive system according to this utility model.

[0018] Figure Labels

[0019] 1. Fixed wing; 2. Aileron; 3. First linkage shaft; 4. First speed reducer; 5. Power rotation assembly; 51. Rotary motor; 52. Crank; 53. Connecting rod; 6. Fixed limiting component; 61. Slide groove; 7. Second speed reducer; 8. Transmission assembly; 81. First cam; 82. Second cam; 9. Second linkage shaft; 10. Arc groove. Detailed Implementation

[0020] The technical solution of this utility model will be further described below with reference to the accompanying drawings and embodiments.

[0021] Unless otherwise defined, the technical or scientific terms used in this utility model shall have the ordinary meaning understood by one of ordinary skill in the art to which this utility model pertains. The terms "first," "second," and similar terms used in this utility model do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed following the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are used only to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0022] like Figures 1 to 2 As shown, an integrated aileron drive system includes a fixed wing 1, an aileron 2 disposed on one side of the fixed wing 1, and the aileron 2 being rotatably connected to the fixed wing 1 via a first linkage shaft 3. A first speed reduction plate 4 is rigidly connected to the upper surface of the aileron 2, and a power rotation assembly 5 is disposed on the upper surface of the fixed wing 1 to drive the first speed reduction plate 4 to move.

[0023] The power rotation assembly 5 includes a rotary motor 51, a crank 52, and a connecting rod 53. The rotary motor 51 is fixed to the fixed wing 1. One end of the crank 52 is connected to the output end of the motor, and the other end is hinged to the upper end of the connecting rod 53. The lower end of the connecting rod 53 is rotatably connected to the first reduction plate 4 through a shaft, thereby converting the rotational motion of the motor into the reciprocating motion of the first reduction plate 4.

[0024] like Figure 3 As shown, fixed limiting members 6 are symmetrically provided at both ends of the side surface of the fixed wing 1 near the aileron 2. The fixed limiting members 6 and the fixed wing 1 are an integral structure, and the surface of the fixed limiting members 6 is provided with a sliding groove 61. The second deceleration plate 7 is located on the lower surface of the aileron 2, and a second linkage shaft 9 is provided through both sides. The two ends of the second linkage shaft 9 extend into the sliding groove 61, and can slide along the sliding groove 61 and rotate around the axis to realize two degrees of freedom of movement. The second linkage shaft 9 is parallel to the axis of the first linkage shaft 3.

[0025] like Figure 4 As shown, the second speed reduction plate 7 is located on the lower surface of the aileron 2, and the first speed reduction plate 4 is connected to the second speed reduction plate 7 via a transmission assembly 8. The transmission assembly 8 includes a first cam 81 and a second cam 82. The first cam 81 is fixedly mounted on the left and right sides of the aileron 2, coaxially with the aileron 2, and can rotate relative to the fixed wing 1 via the first linkage shaft 3. The second cam 82 is fixedly mounted on the left and right sides of the second speed reduction plate 7, and is located between the fixed limiting member 6 and the left and right sides of the second cam 82. The second cam 82 is also penetrated by the second linkage shaft 9, and the first cam 81 and the second cam 82 mesh. When the aileron 2 rotates, the first cam 81 drives the second cam 82 to rotate, achieving non-linear linkage. The cam transmission can be replaced by a meshing first gear and a second gear, and the opening angle of the speed reduction plate can be adjusted by the gear ratio to achieve linear transmission.

[0026] The fixed wing 1 has symmetrical protective arc-shaped grooves 10 on the side surface near the aileron 2 to ensure a smooth transition between the aileron 2 and the wing surface when the second speed brake 7 deflects, thereby reducing aerodynamic drag and separation.

[0027] Working principle:

[0028] Balanced state: Aileron 2, first speed brake 4, and second speed brake 7 are in their initial positions, with first cam 81 and second cam 82 in contact. Aerodynamic force causes the second speed brake 7 to rotate clockwise, and the second linkage shaft 9 is located at the clockwise end (counterclockwise beginning) of the slide groove 61.

[0029] Aileron 2 moves upward (rotates clockwise):

[0030] The motor drives the crank 52 to rotate, which in turn drives the first speed reduction plate 4 and the aileron 2 to rotate clockwise via the connecting rod 53. At this time, the second linkage shaft 9, being located at the end of the slide groove 61, cannot continue to slide clockwise, thus achieving the function of limiting movement. The first cam 81 pushes the second cam 82 to rotate counterclockwise, and the second speed reduction plate 7 opens around the second linkage shaft 9. The angle increases with the increase of the aileron 2 deflection angle, and the opening rate decreases non-linearly, suppressing Dutch roll and balancing the turning torque.

[0031] Aileron 2 moves downward (rotates counterclockwise):

[0032] The motor drives the aileron 2 to rotate counterclockwise, and the first speed reducer 4 moves synchronously. The second linkage shaft 9 is located at the beginning of the slide groove 61 and can slide counterclockwise along the slide groove 61, realizing the rotation function. The lower wing surface of the aileron 2 is in contact with the upper wing surface of the second speed reducer 7. The first speed reducer 4 pushes the second speed reducer 7 to rotate counterclockwise. The cam remains in contact but does not transmit power, ensuring that the aileron 2 and the second speed reducer 7 do not separate. The lift enhancement effect is better than the deceleration effect.

[0033] Finally, it should be noted that the above embodiments are only used to illustrate the technical solution of this utility model and not to limit it. Although the utility model has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the technical solution of this utility model, and these modifications or equivalent substitutions cannot cause the modified technical solution to deviate from the spirit and scope of the technical solution of this utility model.

Claims

1. An integrated aileron drive system, characterized in that: The device includes a fixed wing, with an aileron on one side of the fixed wing. The aileron is rotatably connected to the fixed wing via a first linkage shaft. The upper surface of the aileron is rigidly connected to a first speed reduction plate. A power rotation assembly is provided on the upper surface of the fixed wing and is connected to the upper surface of the first speed reduction plate to drive the first speed reduction plate. Fixed limiting members are symmetrically provided at both ends of the side surface of the fixed wing near the aileron. A second speed reduction plate is provided between the fixed limiting members and is located on the lower surface of the aileron. The first speed reduction plate and the second speed reduction plate are connected via a transmission assembly.

2. The integrated aileron drive system according to claim 1, characterized in that: The power rotation assembly includes a rotating motor, a crank, and a connecting rod. The rotating motor is fixedly mounted on the upper surface of the fixed wing. One end of the crank is fixedly connected to the output end of the rotating motor, and the other end is hinged to the upper end of the connecting rod. The lower end of the connecting rod is rotatably connected to the upper surface of the first speed reducer plate via a shaft.

3. The integrated aileron drive system according to claim 2, characterized in that: The fixed limiting member and the side surface of the fixed wing are an integral structure. The surface of the fixed limiting member is provided with a sliding groove. The two sides of the second deceleration plate near the fixed limiting member are provided with a second linkage shaft. The two ends of the second linkage shaft extend into the sliding groove. The axis of the second linkage shaft is parallel to that of the first linkage shaft.

4. The integrated aileron drive system according to claim 3, characterized in that: The transmission assembly includes a first cam and a second cam. The first cam is fixedly disposed on the left and right sides of the aileron. The first cam is coaxially disposed with the aileron and can rotate relative to the fixed wing by following the aileron through the first linkage shaft. The second cam is fixedly disposed on the left and right sides of the second speed reduction plate and is located between the fixed limiting member and the left and right sides of the second cam. The second cam is also penetrated by the second linkage shaft, and the first cam and the second cam mesh with each other.

5. An integrated aileron drive system according to claim 4, characterized in that: The fixed wing has symmetrical protective arc-shaped grooves on the side surface near the aileron. These grooves ensure a smooth transition between the aileron and the surface of the fixed wing when the aileron and the second deceleration plate deflect.

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