An aircraft control surface, wing, fin and aircraft

Abstract

The application discloses an aircraft control surface, a wing, a tail wing and an aircraft, and belongs to the technical field of aviation. The first skin and the second skin of the aircraft control surface are connected to form an installation space, a metal joint is installed on the first skin, a first locking piece is connected with a first fixing hole through a first connecting hole and a first communicating hole, one end of a second flow guide piece is electrically connected to the first flow guide piece, and the other end of the second flow guide piece is electrically connected to the metal joint. The wing, the metal joint of the aircraft control surface is rotationally connected to the tail wing along an axis thereof, and the aircraft is fixedly connected with the fuselage through the wing or the tail wing, so that when the aircraft flies between clouds or between clouds and the ground, the current generated by lightning striking the aircraft control surface can be transmitted to the wing or the tail wing through the metal joint of the aircraft control surface, and then transmitted to the fuselage and then discharged.

Description

Technical Field

[0001] This application relates to the field of aviation technology, specifically to an aircraft control surface, wing, tail, and aircraft. Background Technology

[0002] When an aircraft is in a cloud-to-ground discharge or flying between clouds, it may be struck by lightning. The control surfaces of the wings and tail are susceptible to initial current attachment, initial return strike and current sweep, and require special protection to prevent the current generated by the lightning strike from damaging the aircraft.

[0003] Control surfaces are equipped with deflectors to conduct the current generated by lightning strikes to the wings or tail, then into the main lightning conduction network of the aircraft fuselage, and finally discharge, ensuring flight safety. However, in existing technology, deflectors are often bonded to the aircraft's composite skin and overlapped with the tail edge metal skin and metal joints at both ends by fasteners. Due to poor bonding quality, problems such as deflector detachment and bulging occur frequently, requiring frequent replacement of deflectors. This leads to a surge in control surface maintenance frequency, and frequent replacement of deflectors can easily cause the fastener heads to fall into the control surface housing and become impossible to remove, creating a safety hazard.

[0004] Therefore, there is an urgent need for an aircraft control surface, wing, tail, and aircraft to solve the above problems. Utility Model Content

[0005] The purpose of this application is to solve or at least alleviate some or all of the aforementioned problems. Therefore, the purpose of this application is to provide an aircraft control surface, wing, tail, and aircraft that can reduce the frequency of air deflector replacement and prevent fastener heads from falling into the control surface housing.

[0006] To achieve the above objectives, this application adopts the following technical solution:

[0007] Firstly, an aircraft control surface is provided, comprising:

[0008] The control surface body includes a first skin, a second skin, and a metal joint. The first skin and the second skin are connected to form an installation space. The first skin is located above the second skin, and the metal joint is installed on the first skin.

[0009] The flow guiding assembly includes a first flow guiding member, a second flow guiding member, and a first locking member. The first flow guiding member is disposed on the side of the first skin opposite to the installation space. The first flow guiding member has a first connecting hole. The first skin has a first communicating hole corresponding to the first connecting hole. The second skin has a first fixing hole corresponding to the first communicating hole. The first locking member passes through the first connecting hole and the first communicating hole and is connected to the first fixing hole. The second flow guiding member is located within the installation space. One end of the second flow guiding member is electrically connected to the first flow guiding member, and the other end is electrically connected to the metal connector.

[0010] In some embodiments, the aircraft control surface further includes a conductive locking assembly, which is fixedly connected to the control surface body and is used to fix the first air guide, the first skin, and the second air guide to each other.

[0011] In some embodiments, the conductive locking assembly includes a conductive locking member and a locking member. The first flow guide has a second connecting hole, and the first skin also has a first through hole. The second flow guide also has a third connecting hole. The conductive locking member passes through the second connecting hole, the first through hole, and the third connecting hole in sequence and is connected to the locking member.

[0012] In some embodiments, the rudder body further includes a support beam located within the installation space and between the first skin and the second guide member. A fourth connecting hole is provided on the support beam, and the conductive locking member passes through the second connecting hole, the first through hole, the fourth connecting hole, and the third connecting hole in sequence to cooperate with the locking member.

[0013] In some embodiments, a flow guide pad is further provided between the conductive locking member and the first skin.

[0014] In some embodiments, the aircraft control surface includes at least two of the conductive locking components, which are spaced apart.

[0015] In some embodiments, the rudder body further includes a second locking member, the second guide member has a second fixing hole, the metal connector has a fifth connecting hole, and the second locking member passes through the fifth connecting hole and engages with the second fixing hole.

[0016] In some embodiments, the rudder body further includes a seal and a third locking member. The two seals are located on both sides of the length direction of the first skin. The first guide has a sixth connecting hole, the first skin has a second through hole, and the seal has a third fixing hole. The third locking member passes through the sixth connecting hole, the second through hole, and the third fixing hole in sequence to cooperate and connect.

[0017] In some embodiments, at least two of the third locking members are spaced apart along the length of the first skin.

[0018] In some embodiments, the first guide element is bonded to the first skin by an adhesive.

[0019] In a second aspect, an aircraft wing is provided, comprising a wing body and the aforementioned aircraft control surfaces, wherein the metal joint of the aircraft control surfaces is rotatably connected to the wing body along its own axis.

[0020] Thirdly, an aircraft tail is provided, including a tail body and the aforementioned aircraft control surfaces, wherein the metal joint of the aircraft control surfaces is rotatably connected to the tail body along its own axis.

[0021] Fourthly, an aircraft is provided, including a fuselage and the aforementioned aircraft wings, wherein the aircraft wings are fixedly connected to the fuselage.

[0022] Fifthly, an aircraft is provided, including a fuselage and a tail fin, the tail fin being fixedly connected to the fuselage.

[0023] The beneficial effects of this application are as follows:

[0024] The aircraft control surface provided by this utility model is formed by connecting a first skin and a second skin to create an installation space for mounting control surface components. A metal connector is mounted on the first skin, a first guide element is located on the side of the first skin away from the installation space, and a second guide element is located within the installation space. One end of the second guide element is electrically connected to the first guide element, and the other end is electrically connected to the metal connector. Thus, when the aircraft is flying between clouds or experiencing cloud-to-ground discharge, the current generated by lightning striking the aircraft control surface is conducted along the path of least resistance to the first guide element, then through the second guide element to the metal connector, and finally to the aircraft control surface. The control surfaces of the aircraft wings or tail ultimately converge into the main lightning conduction network of the aircraft fuselage, and then discharge, ensuring the flight safety of the aircraft. By opening a first connecting hole on the first guide member, opening a first connecting hole corresponding to the first connecting hole on the first skin, and opening a first fixing hole corresponding to the first connecting hole on the second skin, and connecting the first locking member through the first connecting hole and the first connecting hole and engaging with the first fixing hole, a reliable connection between the first skin and the first guide member is achieved. This eliminates the need for frequent replacement of the first guide member, reduces the replacement frequency of the first guide member, and prevents the fastener head from falling into the control surface box section.

[0025] The aircraft wing provided by this utility model connects the metal joint of the aircraft control surface to the wing body by rotating it along its own axis. Thus, when the aircraft is flying between clouds or when there is cloud-to-ground discharge, the current generated by lightning striking the aircraft control surface can be transmitted to the aircraft wing through the metal joint of the control surface.

[0026] The aircraft tail fin provided by this utility model is connected to the tail fin body by rotating the metal joint of the aircraft control surface along its own axis. Thus, when the aircraft is flying between clouds or when there is cloud-to-ground discharge, the current generated by lightning striking the aircraft control surface can be transmitted to the aircraft tail fin through the metal joint of the control surface.

[0027] The aircraft provided by this utility model is fixedly connected to the fuselage via the aircraft wings. Thus, when the aircraft is flying between clouds or when there is cloud-to-ground discharge, the current generated by lightning striking the aircraft control surface can be transmitted through the metal joints of the control surface to the aircraft wings, and then transmitted to the fuselage where it is discharged.

[0028] The aircraft provided by this utility model is fixedly connected to the fuselage via the tail fin. Thus, when the aircraft is flying between clouds or when there is cloud-to-ground discharge, the current generated by lightning striking the aircraft's control surface can be transmitted through the metal connector of the control surface to the tail fin, and then transmitted to the rear of the fuselage to be discharged. Attached Figure Description

[0029] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments of this application will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on the content of the embodiments of this application and these drawings without creative effort.

[0030] Figure 1 This is a schematic diagram of the structure of the aircraft control surface provided in Embodiment 1 of this application.

[0031] Figure 2 yes Figure 1 A cross-sectional diagram along the AA direction.

[0032] Figure 3 This is a partial cross-sectional schematic diagram of the conductive locking component provided in Embodiment 1 of this application.

[0033] Figure 4 This is a partially enlarged schematic diagram of the aircraft control surface in the first direction provided in Embodiment 1 of this application.

[0034] Figure 5 This is a partially enlarged schematic diagram of the second direction of the aircraft control surface provided in Embodiment 1 of this application.

[0035] Figure 6 This is a schematic diagram of the structure of the aircraft control surface provided in Embodiment 2 of this application.

[0036] Figure label:

[0037] 1. Control surface body; 11. First skin; 111. First connecting hole; 112. First perforation; 12. Second skin; 13. Metal joint; 131. Fifth connecting hole; 14. Support beam; 141. Fourth connecting hole; 15. Flow guide gasket; 16. Seal; 161. Third fixing hole;

[0038] 2. Flow guiding assembly; 21. First flow guiding component; 211. First connecting hole; 212. Second connecting hole; 213. Sixth connecting hole; 22. Second flow guiding component; 221. Third connecting hole; 222. Second fixing hole;

[0039] 3. Conductive locking assembly; 31. Conductive locking component; 32. Locking component. Detailed Implementation

[0040] Before explaining any implementation of this application in detail, it should be understood that this application is not limited to its application to the structural details and component arrangements set forth in the following description or shown in the above drawings.

[0041] In this application, the terms "comprising," "including," "having," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0042] In this application, the term "and / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent three cases: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this application generally indicates that the preceding and following related objects have an "and / or" relationship.

[0043] In this application, the terms "connection," "combination," "coupling," and "installation" can refer to direct connection, combination, coupling, or installation, or indirect connection, combination, coupling, or installation. For example, a direct connection refers to two parts or components being connected together without the need for an intermediary, while an indirect connection refers to two parts or components each being connected to at least one intermediary, with the connection achieved through the intermediary. Furthermore, "connection" and "coupling" are not limited to physical or mechanical connections or couplings, but can also include electrical connections or couplings.

[0044] In this application, those skilled in the art will understand that relative terms (e.g., “about,” “approximately,” “basically,” etc.) used in conjunction with quantities or conditions are to include the values ​​and have the meaning indicated by the context. For example, such relative terms include at least the degree of error associated with the measurement of a particular value, tolerances associated with the particular value due to manufacturing, assembly, use, etc. Such terms should also be considered as disclosing a range defined by the absolute values ​​of the two endpoints. Relative terms may refer to a certain percentage (e.g., 1%, 5%, 10% or more) of the indicated value. Numerical values ​​not using relative terms should also be disclosed as specific values ​​with tolerances. Furthermore, “basically” when expressing relative angular relationships (e.g., substantially parallel, substantially perpendicular) may refer to a certain degree (e.g., 1 degree, 5 degrees, 10 degrees or more) added to or subtracted from the indicated angle.

[0045] In this application, those skilled in the art will understand that the function performed by a component can be performed by one component, multiple components, one part, or multiple parts. Similarly, the function performed by a part can also be performed by one part, one component, or a combination of multiple parts.

[0046] In this application, the directional terms "upper," "lower," "left," "right," "front," and "rear" are used to describe the orientation and positional relationships shown in the accompanying drawings and should not be construed as limiting the embodiments of this application. Furthermore, in the context, it should be understood that when an element is mentioned as being connected "upper" or "lower" to another element, it can be directly connected to the other element "upper" or "lower," or indirectly connected through an intermediate element. It should also be understood that directional terms such as upper side, lower side, left side, right side, front side, and rear side not only represent positive orientation but can also be understood as lateral orientation. For example, "below" can include directly below, lower left, lower right, lower front, and lower rear.

[0047] Example 1

[0048] Figure 1 A schematic diagram of the structure of the aircraft control surface provided in Embodiment 1 of this application is shown. Figure 2 It shows Figure 1 A cross-sectional diagram along the AA direction. (See diagram below.) Figures 1 to 2 As shown, the aircraft control surface provided in this embodiment is pivotally connected to the aircraft wing or tail, and includes a control surface body 1 and a flow guiding assembly 2. The control surface body 1 includes a first skin 11, a second skin 12, and a metal connector 13. The first skin 11 and the second skin 12 are connected to form an installation space. The first skin 11 is located above the second skin 12, and the metal connector 13 is installed on the first skin 11. The flow guiding assembly 2 includes a first flow guide 21, a second flow guide 22, and a first locking member. The first flow guide 21 is disposed on the first skin 11. On the side away from the installation space, the first guide member 21 has a first connecting hole 211, the first skin 11 has a first connecting hole 111 corresponding to the first connecting hole 211, the second skin 12 has a first fixing hole corresponding to the first connecting hole 111, the first locking member passes through the first connecting hole 211 and the first connecting hole 111 and is connected to the first fixing hole, the second guide member 22 is located in the installation space, one end of the second guide member 22 is electrically connected to the first guide member 21, and the other end is electrically connected to the metal connector 13. It should be noted that electrical connection refers to a reliable electrical connection between aircraft metal structural components and between structural components, equipment, accessories and the basic structure through a low-impedance connection method. This ensures that current can flow without obstruction, thereby meeting the requirements of electromagnetic compatibility and electrical safety, while also realizing the physical connection between metal structural components. The first guide element 21 and the second guide element 22 can be a guide strip, a metal foil strip or an integral metal strip, as long as the resistance of the first guide element 21 and the second guide element 22 is less than that of the control surface body 1 of the aircraft control surface.

[0049] The aircraft control surface provided in this embodiment is interconnected by a first skin 11 and a second skin 12 to form an installation space for mounting control surface components. A metal connector 13 is mounted on the first skin 11. A first guide element 21 is disposed on the side of the first skin 11 facing away from the installation space. A second guide element 22 is located within the installation space. One end of the second guide element 22 is electrically connected to the first guide element 21, and the other end is electrically connected to the metal connector 13. Thus, when the aircraft is flying between clouds or experiencing cloud-to-ground discharge, the current generated by lightning striking the aircraft control surface is conducted to the first guide element 21 via the path of least resistance, and then through the second guide element 22 to the metal connector 13, and further to the mounting point of the aircraft control surface. The lightning strikes from the aircraft wings or tail end up in the main lightning conduction network of the aircraft fuselage and are then discharged, ensuring flight safety. By opening a first connecting hole 211 on the first guide member 21, opening a first connecting hole 111 on the first skin 11 corresponding to the first connecting hole 211, and opening a first fixing hole on the second skin 12 corresponding to the first connecting hole 111, a first locking member passes through the first connecting hole 211 and the first connecting hole 111 and engages with the first fixing hole, thereby achieving a reliable connection between the first skin 11 and the first guide member 21. This eliminates the need for frequent replacement of the first guide member 21, reduces the replacement frequency of the first guide member 21, and prevents the fastener head from falling into the control surface box section.

[0050] In this embodiment, the first locking element is a bolt, the first connecting hole 211 is a through hole, the first connecting hole 111 is a through hole, and the first fixing hole is a threaded hole. The bolt passes through the two through holes and engages with the threaded hole, thereby achieving a reliable connection between the first guide element 21 and the first skin 11.

[0051] In some embodiments, the flow guiding component 2 includes a plurality of first locking members. The first flow guiding component 21 has the same number of first connecting holes 211 as the number of first locking members. The first skin 11 has the same number of first connecting holes 211 as the number of first connecting holes 211 and is provided in a one-to-one correspondence. The plurality of first locking members pass through their respective first connecting holes 211 and cooperate with the first connecting holes 111 to improve the connection stability between the first skin 11 and the first flow guiding component 21.

[0052] In some embodiments, while the first locking member passes through the first connecting hole 211 and the first communicating hole 111 and is connected to the first fixing hole, the first guide member 21 is bonded to the first skin 11 by adhesive. The combination of adhesive and mechanical connection makes it less likely for the guide member to bulge locally, ensuring that the aerodynamic surface of the control surface is flat.

[0053] Figure 3 A partial cross-sectional view of the conductive locking component 3 provided in Embodiment 1 of this application is shown. Figure 3 Combination Figures 1 to 2As shown, the aircraft control surface also includes a conductive locking assembly 3, which is fixedly connected to the control surface body 1. It is used to fix the first guide member 21, the first skin 11 and the second guide member 22 to each other, thereby achieving reliable fixation between the first guide member 21, the first skin 11 and the second guide member 22, and enabling the first guide member 21 and the second guide member 22 to be electrically connected to each other, thereby achieving reliable current transmission. Specifically, the conductive locking assembly 3 includes a conductive locking member 31 and a locking member 32. The first guide member 21 has a second connecting hole 212, and the first skin 11 also has a first through hole 112. The second guide member 22 also has a third connecting hole 221. The conductive locking member 31 passes through the second connecting hole 212, the first through hole 112 and the third connecting hole 221 in sequence and is connected to the locking member 32, thereby achieving reliable fixation between the first guide member 21, the first skin 11 and the second guide member 22, and enabling the first guide member 21 and the second guide member 22 to be electrically connected to each other, thereby achieving reliable current transmission. It should be noted that the conductive locking member 31 is a locking member made of conductive material. The specific cooperation method between the conductive locking member 31 and the locking member 32 is not limited here. As long as the conductive locking member 31 and the locking member 32 can be connected to fix the first flow guide 21, the first skin 11 and the second flow guide 22 to each other and realize the electrical connection between the first flow guide 21 and the second flow guide 22, it is acceptable.

[0054] Continue as Figure 3 Combination Figures 1 to 2 As shown, the aircraft control surface includes at least two conductive locking components 3, which are spaced apart. This increases the reliability of the mutual fixation between the first guide member 21, the first skin 11, and the second guide member 22, and distributes the current simultaneously across multiple conductive locking components 31. This reduces the resistance when the current is conducted from the first guide member 21 to the conductive locking components 31, thereby allowing the current to be guided to the metal connector 13 more safely. It should be noted that the number of conductive locking components 3 can be one, two, three, four, five, or even more. Those skilled in the art can reasonably select the appropriate number based on the actual needs of the electrical connection between the first guide member 21 and the second guide member 22, and no specific limit is imposed here.

[0055] In this embodiment, the conductive locking member 31 is a countersunk conductive metal bolt, and the locking member 32 is a nut. The countersunk conductive metal bolt and the nut are threadedly connected, thereby achieving mutual fixation between the first guide member 21, the first skin 11, and the second guide member 22. Current can be conducted from the first guide member 21 to the second guide member 22 through the conductive locking member 31. At the same time, because the head of the countersunk conductive metal bolt is flat and the thickness protruding from the first skin 11 is small, the wind resistance experienced by the aircraft control surface during flight can be reduced, ensuring the aerodynamic surface of the control surface is flat, which is beneficial to the flight control of the aircraft.

[0056] In other embodiments, the conductive locking member 31 is a metal conductive snap-fit ​​connector, and the locking member 32 is a snap-fit ​​groove. The metal conductive snap-fit ​​connector and the snap-fit ​​groove cooperate with each other to fix the first flow guide 21, the first skin 11 and the second flow guide 22 to each other.

[0057] Preferably, a support beam 14 is provided in the installation space of the rudder surface to improve the structural strength of the rudder surface. The lighter the weight of the rudder surface itself, the better the control performance of the rudder surface will be. Using the conductive locking component 3 to connect the first guide member 21, the first skin 11 and the second guide member 22 will increase the weight of the rudder surface itself, which is not conducive to improving the control performance of the rudder surface. To solve the above-mentioned technical problems, the control surface body 1 also includes a support beam 14. The support beam 14 is located in the installation space and between the first skin 11 and the second guide member 22. The support beam 14 has a fourth connecting hole 141. The conductive locking member 31 passes through the second connecting hole 212, the first through hole 112, the fourth connecting hole 141 and the third connecting hole 221 in sequence and is connected with the locking member 32, thereby realizing the mutual fixation between the first guide member 21, the first skin 11, the support beam 14 and the second guide member 22. Since there are no new fasteners for the first guide member 21, the weight increase comes only from the weight of the first guide member 21 itself. The first guide member 21 only needs to perform the function of conducting current and has no strength requirements. Therefore, it is extremely thin, which ensures that the aerodynamic surface shape meets the requirements and the weight increase is small, which is conducive to improving the control performance of the aircraft control surface.

[0058] like Figures 2 to 3 As shown, a flow guide pad 15 is also provided between the conductive locking member 31 and the first skin 11, thereby increasing the contact area between the first flow guide member 21 and the conductive locking member 31, reducing the resistance when current is conducted from the first flow guide member 21 to the conductive locking member 31, and thus enabling the current to be guided to the metal connector 13 more safely. Specifically, the flow guide pad 15 is a metal recessed washer with a countersunk hole. The conductive locking member 31 is housed in the countersunk hole and passes through the second connecting hole 212, the first through hole 112, the fourth connecting hole 141 and the third connecting hole 221 in sequence to cooperate with the locking member 32. Thus, the conductive locking member 31 is completely housed in the countersunk hole of the metal recessed washer, ensuring the aerodynamic surface of the control surface is flat, thereby reducing the wind resistance of the control surface during aircraft flight.

[0059] Figure 4 This diagram shows a partially enlarged view of the aircraft control surface in the first direction, as provided in Embodiment 1 of this application. Figure 4 Combination Figure 1As shown, the control surface body 1 also includes a second locking member. The second flow guide 22 has a second fixing hole 222, and the metal connector 13 has a fifth connecting hole 131. The second locking member passes through the fifth connecting hole 131 and engages with the second fixing hole 222, thereby achieving a reliable connection and electrical connection between the second flow guide 22 and the metal connector 13. Specifically, the second locking member is a conductive metal bolt, the fifth connecting hole 131 is a through hole, and the second fixing hole 222 is a threaded hole. The conductive metal bolt passes through the through hole and engages with the threaded hole, thereby achieving a mechanical connection and electrical connection between the second flow guide 22 and the metal connector 13.

[0060] Figure 5 This diagram shows a partially enlarged view of the aircraft control surface in the second direction according to Embodiment 1 of this application. In the prior art, the aircraft control surface is pivotally connected to the aircraft wing, and the two sides of the control surface in the length direction are clearance-fitted with the aircraft wing to prevent mechanical interference between the control surface and the wing when rotating. To ensure the aircraft's flight performance, seals 16 are provided on both sides of the control surface in the length direction to cover the gap between the control surface and the aircraft wing. Similarly, the aircraft control surface is pivotally connected to the aircraft tail, and the two sides of the control surface in the length direction are clearance-fitted with the aircraft tail to prevent mechanical interference between the control surface and the tail when rotating. To ensure the aircraft's flight performance, seals 16 are provided on both sides of the control surface in the length direction to cover the gap between the control surface and the aircraft tail. To further improve the stability of the connection between the first guide member 21 and the first skin 11, such as... Figures 4 to 5 and combined Figure 1 As shown, the control surface body 1 also includes a seal 16 and a third locking member. The two seals 16 are located on opposite sides of the length of the first skin 11. The first airflow guide 21 has a sixth connecting hole 213, the first skin 11 has a second through hole, and the seal 16 has a third fixing hole 161. The third locking member passes through the sixth connecting hole 213, the second through hole, and the third fixing hole 161 in sequence to achieve a reliable connection between the first airflow guide 21, the first skin 11, and the seal 16. Without increasing the weight of the aircraft control surface, the connection structure between the seal 16 and the first skin 11 increases the stability of the connection between the first airflow guide 21 and the first skin 11. Specifically, the third locking member is a bolt. The sixth connecting hole 213 and the second through hole are both through holes, and the third fixing hole 161 is a threaded hole. The bolt passes through the through hole and engages with the threaded hole in sequence to achieve a reliable connection between the first airflow guide 21, the first skin 11, and the seal 16.

[0061] In some embodiments, at least two third locking members are spaced apart along the length of the first skin 11, thereby improving the reliability of the connection between the first guide member 21, the first skin 11 and the seal member 16.

[0062] Example 2

[0063] Figure 6 A schematic diagram of the aircraft control surface provided in Embodiment 2 of this application is shown. Figure 6 As shown, this embodiment provides an aircraft control surface, pivotally connected to an aircraft wing or tail. The aircraft control surface includes a control surface body 1 and a flow guiding assembly 2. The control surface body 1 includes a first skin 11, a second skin 12, and a metal connector 13. The first skin 11 and the second skin 12 are connected to form an installation space. The first skin 11 is located above the second skin 12, and the metal connector 13 is installed on the first skin 11. The flow guiding assembly 2 includes a first flow guide 21 and a first locking member. The first flow guide 21 is disposed on the side of the first skin 11 away from the installation space. The first flow guide 21 has a first connecting hole 211. The first skin 11 has a first communicating hole 111 corresponding to the first connecting hole 211. The first locking member passes through the first connecting hole 211 and engages with the first communicating hole 111. One end of the first flow guide 21 is electrically connected to the metal connector 13. It should be noted that electrical connection refers to a reliable electrical connection between aircraft metal structural components and between structural components, equipment, accessories and the basic structure through a low-impedance connection method. This connection method ensures that current can flow without obstruction, thereby meeting the requirements of electromagnetic compatibility and electrical safety, while also realizing the physical connection between metal structural components; the first current guide 21 can be a metal foil strip or an integral metal strip, as long as its resistance is less than that of the control surface body 1 of the aircraft control surface.

[0064] The aircraft control surface provided in this embodiment forms an installation space for mounting control surface components by setting a first skin 11 and a second skin 12. A metal connector 13 is mounted on the first skin 11, and a first guide member 21 is disposed on the side of the first skin 11 away from the installation space. One end of the first guide member 21 is electrically connected to the metal connector 13. Thus, when the aircraft flies between clouds or during cloud-to-ground discharge, the current generated by lightning striking the aircraft control surface is conducted to the first guide member 21 via the path of least resistance, and then to the metal connector 13, and finally to the aircraft control surface where it is mounted. The lightning strikes from the aircraft wings or tail end up in the main lightning conduction network of the aircraft fuselage and are then discharged, ensuring the aircraft's flight safety. By opening a first connecting hole 211 on the first guide member 21 and opening a first connecting hole 111 on the first skin 11 corresponding to the first connecting hole 211, the first locking member passes through the first connecting hole 211 and engages with the first connecting hole 111, thereby achieving a reliable connection between the first skin 11 and the first guide member 21. This eliminates the need for frequent replacement of the first guide member 21, reduces the replacement frequency of the first guide member 21, and prevents the fastener head from falling into the control surface box section.

[0065] In this embodiment, the first locking element is a bolt, the first connecting hole 211 is a through hole, and the first connecting hole 111 is a threaded hole. The bolt passes through the through hole and engages with the threaded hole, thereby achieving a reliable connection between the first guide element 21 and the first skin 11.

[0066] In some embodiments, the flow guiding component 2 includes a plurality of first locking members. The first flow guiding component 21 has the same number of first connecting holes 211 as the number of first locking members. The first skin 11 has the same number of first connecting holes 211 as the number of first connecting holes 211 and is provided in a one-to-one correspondence. The plurality of first locking members pass through their respective first connecting holes 211 and cooperate with the first connecting holes 111 to improve the connection stability between the first skin 11 and the first flow guiding component 21.

[0067] Example 3

[0068] This embodiment provides an aircraft wing, based on the aircraft control surface provided in Embodiment 1 or Embodiment 2, including the wing body and the aircraft control surface. The metal connector 13 of the aircraft control surface is rotatably connected to the wing body along its own axis, so that when the aircraft is flying between clouds or when there is cloud-to-ground discharge, the current generated by lightning striking the aircraft control surface can be transmitted to the aircraft wing through the metal connector 13 of the control surface.

[0069] Example 4

[0070] This embodiment provides an aircraft tail fin, based on the aircraft control surface provided in Embodiment 1 or Embodiment 2, including a tail fin body and an aircraft control surface. The metal connector 13 of the aircraft control surface is rotatably connected to the tail fin body along its own axis, so that when the aircraft is flying between clouds or when there is cloud-to-ground discharge, the current generated by lightning striking the aircraft control surface can be transmitted to the aircraft tail fin through the metal connector 13 of the control surface.

[0071] Example 5

[0072] This embodiment provides an aircraft based on the aircraft wing provided in Embodiment 3, including a fuselage and an aircraft wing. The aircraft wing is fixedly connected to the fuselage, so that when the aircraft is flying between clouds or when there is cloud-to-ground discharge, the current generated by lightning striking the aircraft control surface can be transmitted to the aircraft wing through the metal connector 13 of the control surface, and then transmitted to the fuselage to be discharged.

[0073] Example 6

[0074] This embodiment provides an aircraft based on the aircraft tail provided in Embodiment 3, including a fuselage and an aircraft tail. The aircraft tail is fixedly connected to the fuselage, so that when the aircraft is flying between clouds or when there is cloud-to-ground discharge, the current generated by lightning striking the aircraft control surface can be transmitted to the aircraft tail through the metal connector 13 of the control surface, and then transmitted to the fuselage and discharged.

[0075] The foregoing has shown and described the basic principles, main features, and advantages of this application. Those skilled in the art should understand that the above embodiments do not limit this application in any way, and all technical solutions obtained by equivalent substitution or equivalent transformation fall within the protection scope of this application.

Claims

1. An aircraft control surface, characterized by, include: The control surface body (1) includes a first skin (11), a second skin (12) and a metal joint (13). The first skin (11) and the second skin (12) are connected to form an installation space. The first skin (11) is located above the second skin (12), and the metal joint (13) is installed on the first skin (11). The flow guiding component (2) includes a first flow guiding member (21), a second flow guiding member (22), and a first locking member. The first flow guiding member (21) is disposed on the side of the first skin (11) away from the installation space. The first flow guiding member (21) has a first connecting hole (211). The first skin (11) has a first communicating hole (111) corresponding to the first connecting hole (211). The second skin (12) has a first fixing hole corresponding to the first communicating hole (111). The first locking member passes through the first connecting hole (211) and the first communicating hole (111) and is connected to the first fixing hole. The second flow guiding member (22) is located in the installation space. One end of the second flow guiding member (22) is electrically connected to the first flow guiding member (21), and the other end is electrically connected to the metal connector (13).

2. The aircraft control surface of Claim 1, wherein, The aircraft control surface also includes a conductive locking component (3), which is fixedly connected to the control surface body (1) and is used to fix the first flow guide (21), the first skin (11) and the second flow guide (22) to each other.

3. The aircraft control surface of Claim 2, wherein, The conductive locking assembly (3) includes a conductive locking member (31) and a locking member (32). The first flow guide (21) has a second connecting hole (212), and the first skin (11) also has a first through hole (112). The second flow guide (22) also has a third connecting hole (221). The conductive locking member (31) passes through the second connecting hole (212), the first through hole (112) and the third connecting hole (221) in sequence and is connected to the locking member (32).

4. The aircraft control surface of Claim 3, wherein, The rudder body (1) also includes a support beam (14), which is located in the installation space. The support beam (14) is located between the first skin (11) and the second guide member (22). A fourth connecting hole (141) is provided on the support beam (14). The conductive locking member (31) passes through the second connecting hole (212), the first through hole (112), the fourth connecting hole (141) and the third connecting hole (221) in sequence and is connected to the locking member (32).

5. The aircraft control surface according to claim 3, characterized in that, A flow guide pad (15) is also provided between the conductive locking member (31) and the first skin (11).

6. The aircraft control surface of Claim 3, wherein, The aircraft control surface includes at least two of the conductive locking components (3), which are spaced apart.

7. The aircraft control surface of any of claims 1-6, wherein, The rudder body (1) also includes a second locking member. The second guide member (22) has a second fixing hole (222), and the metal connector (13) has a fifth connecting hole (131). The second locking member passes through the fifth connecting hole (131) and is connected to the second fixing hole (222).

8. The aircraft control surface of any of claims 1-6, wherein, The rudder body (1) also includes a seal (16) and a third locking member. The two seals (16) are located on both sides of the length direction of the first skin (11). The first guide (21) has a sixth connecting hole (213). The first skin (11) has a second through hole. The seal (16) has a third fixing hole (161). The third locking member passes through the sixth connecting hole (213), the second through hole and the third fixing hole (161) in sequence.

9. The aircraft control surface of Claim 8, wherein, At least two of the third locking members are spaced apart along the length of the first skin (11).

10. The aircraft control surface according to claim 1, characterized in that, The first guide element (21) is bonded to the first skin (11) by an adhesive.

11. An aircraft wing, characterised in that, It includes a wing body and an aircraft control surface as described in any one of claims 1-10, wherein the metal joint (13) of the aircraft control surface is rotatably connected to the wing body along its own axis.

12. An aircraft tailplane characterised in that, It includes a tail wing body and an aircraft control surface as described in any one of claims 1-10, wherein the metal joint (13) of the aircraft control surface is rotatably connected to the tail wing body along its own axis.

13. An aircraft characterized by, It includes a fuselage and an aircraft wing as described in claim 11, the aircraft wing being fixedly connected to the fuselage.

14. An aircraft characterized by, It includes a fuselage and an aircraft tail as described in claim 12, the aircraft tail being fixedly connected to the fuselage.

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