CN117446152A - Cracking type control surface structure and aircraft - Google Patents
Cracking type control surface structure and aircraft Download PDFInfo
- Publication number
- CN117446152A CN117446152A CN202311778354.4A CN202311778354A CN117446152A CN 117446152 A CN117446152 A CN 117446152A CN 202311778354 A CN202311778354 A CN 202311778354A CN 117446152 A CN117446152 A CN 117446152A
- Authority
- CN
- China
- Prior art keywords
- control surface
- sub control
- tail end
- upper sub
- lower sub
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 238000005336 cracking Methods 0.000 title claims abstract description 25
- 210000001503 joint Anatomy 0.000 claims abstract description 5
- 229920000049 Carbon (fiber) Polymers 0.000 claims description 3
- 239000004917 carbon fiber Substances 0.000 claims description 3
- 239000002131 composite material Substances 0.000 claims description 3
- VNWKTOKETHGBQD-UHFFFAOYSA-N methane Chemical compound C VNWKTOKETHGBQD-UHFFFAOYSA-N 0.000 claims description 3
- 239000011347 resin Substances 0.000 claims description 3
- 229920005989 resin Polymers 0.000 claims description 3
- 238000010030 laminating Methods 0.000 abstract 1
- 238000003475 lamination Methods 0.000 description 4
- 238000010276 construction Methods 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 1
- 238000003032 molecular docking Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000035899 viability Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C9/00—Adjustable control surfaces or members, e.g. rudders
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C9/00—Adjustable control surfaces or members, e.g. rudders
- B64C9/14—Adjustable control surfaces or members, e.g. rudders forming slots
- B64C9/16—Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing
- B64C9/20—Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing by multiple flaps
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Laminated Bodies (AREA)
Abstract
The application provides a fracture formula rudder face structure and aircraft, fracture formula rudder face structure includes: the upper sub control surface and the lower sub control surface are arranged in a butt joint area of the rear edge of the wing; the length of the lower sub control surface in the chord length direction is greater than that of the upper sub control surface in the chord length direction, the tail end of the lower sub control surface is provided with a bulge structure, the bulge height of the bulge structure is matched with that of the upper sub control surface, the inner side of the tail end of the lower sub control surface is provided with a concave cavity, and the concave cavity is positioned at the joint of the tail ends of the lower sub control surface and the upper sub control surface; when the upper sub control surface and the lower sub control surface are closed, the tail end of the upper sub control surface is combined with the concave cavity, and meanwhile, the tail end of the upper sub control surface is tightly attached to the bulge structure of the tail end of the lower sub control surface, so that the integrity of the whole aerodynamic profile of the aircraft control surface is maintained. The cracking control surface structure can achieve higher laminating efficiency and control surface stability, improves pneumatic performance, and reduces local electromagnetic scattering characteristics of an airplane.
Description
Technical Field
The application belongs to the field of aircraft structural design, and particularly relates to a cracking control surface structure and an aircraft.
Background
The cracking control surface is a control surface structure with the tail edge control surface moving upwards and downwards separately. As shown in fig. 1, a conventional aircraft has a split control surface structure 10, which includes an upper control surface 11 and a lower control surface 12, where the upper control surface 11 and the lower control surface 12 are mounted in a wing butt joint region 13. The upper rudder surface 11 and the lower rudder surface 12 are generally attached in parallel, and the structure is simple and easy to be realized, but when the aircraft flies at high speed, the upper rudder surface and the lower rudder surface of the split rudder are difficult to be completely closed, and a closed gap 14 is formed at the tail edge. Closing the slit 14 reduces the aerodynamic performance to a certain extent, increases the hinge moment, and increases the burden of the driving energy of the hydraulic system; secondly, closing the gap 14 can also cause the collision frequency between the upper and lower control surfaces to increase, affecting the flight safety of the aircraft and the service life of the control surfaces; finally, the closed seam 14 also increases the local electromagnetic scattering properties to some extent, reducing the viability of the aircraft.
Disclosure of Invention
The invention aims to provide a cracking control surface structure and an aircraft, which are used for solving or relieving at least one problem in the background technology.
The technical scheme of the application is as follows: a cracking control surface structure, the cracking control surface structure comprising: the upper sub control surface and the lower sub control surface are arranged in a butt joint area of the rear edge of the wing;
the length of the lower sub control surface in the chord length direction is greater than that of the upper sub control surface in the chord length direction, the tail end of the lower sub control surface is provided with a bulge structure, the bulge height of the bulge structure is matched with that of the upper sub control surface, the inner side of the tail end of the lower sub control surface is provided with a concave cavity, and the concave cavity is positioned at the joint of the tail ends of the lower sub control surface and the upper sub control surface;
when the upper sub control surface and the lower sub control surface are closed, the tail end of the upper sub control surface is combined with the concave cavity, and meanwhile, the tail end of the upper sub control surface is tightly attached to the bulge structure at the tail end of the lower sub control surface, so that the integrity of the whole pneumatic shape of the aircraft control surface is maintained.
In the preferred embodiment of the present application, the upper and lower control surfaces are made of a resin-based carbon fiber composite material.
In a preferred embodiment of the present application, the concave cavity and the raised structure on the lower rudder surface are integrally formed with the lower rudder surface.
In a preferred embodiment of the present application, a gap is maintained between the upper control surface and the lower control surface in the region other than the cavity and the bump structure.
In a preferred embodiment of the present application, the gap is 3mm to 5mm.
In addition, the application also provides an aircraft, and the aircraft comprises the cracking control surface structure.
Compared with the structural form of parallel lamination of the upper and lower branch control surfaces in the conventional cracking control surface structure, the cracking control surface structure provided by the application can realize higher lamination efficiency and control surface stability, improves aerodynamic performance, reduces the local electromagnetic scattering characteristic of an aircraft to a great extent, optimizes the situation that the cracking control surface cannot be completely closed at a high speed, has the advantages of no energy requirement, simplicity and reliability in design, flexible construction and the like, and has very high practical value.
Drawings
In order to more clearly illustrate the technical solutions provided by the present application, the following description will briefly refer to the accompanying drawings. It will be apparent that the figures described below are only some embodiments of the present application.
FIG. 1 is a schematic view of a conventional aircraft cracking control surface in the prior art.
Fig. 2 is a schematic view of a cracking control surface structure of the present application.
Fig. 3 is a schematic view of a closed gap of a cracking control surface structure in the present application.
Reference numerals:
20-cracking control surface structure
21-upper divided control surface
22-lower division control surface
221-cavity
222-bump structure
23-docking area
Detailed Description
In order to make the purposes, technical solutions and advantages of the implementation of the present application more clear, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the accompanying drawings in the embodiments of the present application.
In order to enable the upper and lower split control surfaces of the cracking type control surface to achieve higher attaching efficiency and control surface stability, pneumatic performance is improved, meanwhile, local electromagnetic scattering characteristics of an aircraft are reduced to the greatest extent, and the situation that the cracking type control surface cannot be completely closed at a high speed is optimized.
As shown in fig. 2, the cracking control surface structure 20 of the present application includes an upper control surface 21 and a lower control surface 22, the upper control surface 21 and the lower control surface 22 are rigidly connected to a butt joint area 23 of the trailing edge of the wing, the upper control surface 21 and the lower control surface 22 are independent from each other, and the upper control surface 21 deflects upward, and the lower control surface 22 deflects downward.
The upper rudder surface 21 is slightly smaller than the lower rudder surface 22 in the chord direction length, the lower rudder surface 22 is slightly larger than the upper rudder surface 21 in the chord direction length, a concave cavity 221 is arranged at the inner side (left side) of the tail end of the lower rudder surface 22 and near the tail end, and the concave cavity 221 is positioned at the joint of the tail ends of the lower rudder surface 22 and the upper rudder surface 21. The end of the lower rudder surface 22 is provided with a raised structure 222 (or raised end), the raised height of the raised structure 222 is matched with that of the upper rudder surface 21, the end of the upper rudder surface 21 is combined with the concave cavity 221 when the upper rudder surface is closed, the end of the upper rudder surface 21 is tightly attached to the raised structure 222 at the end of the lower rudder surface 22, and the integrity of the whole aerodynamic shape of the aircraft rudder surface is maintained.
As shown in fig. 3, in the crack-type control surface structure 20 of the present application, the upper and lower control surfaces 21 and 22 do not generate a closed gap in the closed state, so that the problems of increasing the hinge moment and increasing the collision frequency of the upper and lower control surfaces can be avoided.
In some embodiments of the present application, the upper control surface 21 and the lower control surface 22 may be made of a resin-based carbon fiber composite material, and the cavity 221 and the bump structure 222 at the end of the lower control surface 22 are integrally formed with the lower control surface 22, so that the shape of the lower control surface is consistent with the overall shape of the split control surface.
Further, in the closed state, the end of the upper control surface 21 is closely attached to the raised structure 222 at the end of the lower control surface 22, and a certain gap is maintained between the upper control surface 21 and the lower control surface 22 in the area outside the cavity 221 and the raised structure 222, and the gap can be set to 3 mm-5 mm.
The cracking type control surface structure can be applied to various airplanes or aircrafts with cracking type control surfaces such as conventional layout or flying wing layout, under the flight state of the airplanes or aircrafts, compared with the structural form of parallel lamination of the upper and lower branch control surfaces in the conventional cracking type control surface structure, the cracking type control surface structure can achieve higher lamination efficiency and control surface stability, improves aerodynamic performance, reduces the electromagnetic scattering characteristic of the local part of the airplane to a great extent, optimizes the situation that the cracking type control surface cannot be completely closed at high speed, has the advantages of no energy requirement, simple and reliable design, flexible construction and the like, and has high practical value.
The foregoing is merely specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions easily conceivable by those skilled in the art within the technical scope of the present application should be covered in the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (6)
1. The utility model provides a fracture formula rudder face structure which characterized in that, fracture formula rudder face structure includes: the upper sub control surface and the lower sub control surface are arranged in a butt joint area of the rear edge of the wing;
the length of the lower sub control surface in the chord length direction is greater than that of the upper sub control surface in the chord length direction, the tail end of the lower sub control surface is provided with a bulge structure, the bulge height of the bulge structure is matched with that of the upper sub control surface, the inner side of the tail end of the lower sub control surface is provided with a concave cavity, and the concave cavity is positioned at the joint of the tail ends of the lower sub control surface and the upper sub control surface;
when the upper sub control surface and the lower sub control surface are closed, the tail end of the upper sub control surface is combined with the concave cavity, and meanwhile, the tail end of the upper sub control surface is tightly attached to the bulge structure at the tail end of the lower sub control surface, so that the integrity of the whole pneumatic shape of the aircraft control surface is maintained.
2. The cracked control surface structure of claim 1, wherein said upper and lower control surfaces are made of a resin-based carbon fiber composite material.
3. The cracked control surface structure of claim 2, wherein the cavity and ridge structures on the lower control surface are integrally formed with the lower control surface.
4. A cracked control surface structure as defined in any one of claims 1 to 3, wherein a gap is maintained between the upper control surface and an area of the lower control surface other than the cavity and ridge structure.
5. The cracking control surface structure of claim 4, wherein the gap is 3mm to 5mm.
6. An aircraft comprising a cracked control surface structure as defined in any one of claims 1 to 5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311778354.4A CN117446152A (en) | 2023-12-22 | 2023-12-22 | Cracking type control surface structure and aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202311778354.4A CN117446152A (en) | 2023-12-22 | 2023-12-22 | Cracking type control surface structure and aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN117446152A true CN117446152A (en) | 2024-01-26 |
Family
ID=89591424
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202311778354.4A Pending CN117446152A (en) | 2023-12-22 | 2023-12-22 | Cracking type control surface structure and aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN117446152A (en) |
Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB488942A (en) * | 1937-01-16 | 1938-07-18 | Vickers Aviat Ltd | Improvements in or connected with aerofoil surfaces for aircraft |
| GB524984A (en) * | 1939-01-09 | 1940-08-20 | Jeremiah Martin Dillon | Improvements in or relating to aerofoils |
| US20040195464A1 (en) * | 2002-10-09 | 2004-10-07 | Vassberg John C. | Slotted aircraft wing |
| US20130020444A1 (en) * | 2011-07-21 | 2013-01-24 | The Boeing Company | Trailing Edge Split Flap with Pneumatic Actuation |
| CN105523169A (en) * | 2015-12-28 | 2016-04-27 | 哈尔滨工业大学 | Bendable wing control surface |
| CN206939052U (en) * | 2017-06-28 | 2018-01-30 | 中国航空工业集团公司沈阳飞机设计研究所 | A kind of composite lifting aileron |
| CN112498661A (en) * | 2020-12-04 | 2021-03-16 | 中国航空工业集团公司沈阳飞机设计研究所 | Multifunctional control surface structure |
| CN214397196U (en) * | 2020-12-29 | 2021-10-15 | 中国航空工业集团公司西安飞机设计研究所 | Full-height honeycomb control surface structure |
-
2023
- 2023-12-22 CN CN202311778354.4A patent/CN117446152A/en active Pending
Patent Citations (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB488942A (en) * | 1937-01-16 | 1938-07-18 | Vickers Aviat Ltd | Improvements in or connected with aerofoil surfaces for aircraft |
| GB524984A (en) * | 1939-01-09 | 1940-08-20 | Jeremiah Martin Dillon | Improvements in or relating to aerofoils |
| US20040195464A1 (en) * | 2002-10-09 | 2004-10-07 | Vassberg John C. | Slotted aircraft wing |
| US20130020444A1 (en) * | 2011-07-21 | 2013-01-24 | The Boeing Company | Trailing Edge Split Flap with Pneumatic Actuation |
| CN105523169A (en) * | 2015-12-28 | 2016-04-27 | 哈尔滨工业大学 | Bendable wing control surface |
| CN206939052U (en) * | 2017-06-28 | 2018-01-30 | 中国航空工业集团公司沈阳飞机设计研究所 | A kind of composite lifting aileron |
| CN112498661A (en) * | 2020-12-04 | 2021-03-16 | 中国航空工业集团公司沈阳飞机设计研究所 | Multifunctional control surface structure |
| CN214397196U (en) * | 2020-12-29 | 2021-10-15 | 中国航空工业集团公司西安飞机设计研究所 | Full-height honeycomb control surface structure |
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