CN217624080U

CN217624080U - Aircraft fin control surface actuator joint connection structure

Info

Publication number: CN217624080U
Application number: CN202221924025.7U
Authority: CN
Inventors: 张广鑫; 刘磊; 王栋; 张发; 叶勃颖
Original assignee: Commercial Aircraft Corp of China Ltd; Beijing Aeronautic Science and Technology Research Institute of COMAC
Current assignee: Commercial Aircraft Corp of China Ltd; Beijing Aeronautic Science and Technology Research Institute of COMAC
Priority date: 2022-07-25
Filing date: 2022-07-25
Publication date: 2022-10-21
Anticipated expiration: 2032-07-25

Abstract

The application discloses aircraft fin control surface actuator articulate structure includes: the rudder face box section is provided with a cavity inside, and is provided with a front beam which is provided with an insertion hole communicated with the cavity. The actuator connecting piece is arranged through the insertion opening, the actuator connecting piece is provided with an inner piece located in the cavity and an outer piece located outside the cavity, the outer piece is fixedly connected with the front beam, and the inner piece is connected with the control surface box section. The application discloses aircraft fin rudder surface actuator articulate structure's actuator connecting piece can insert inside the rudder face box section, and connect the rudder face box section, the connection structure of traditional actuator joint and rudder face box section has been changed, the actuator connecting piece both is connected with the front-axle beam, extend to rudder face box section and other positions again and be connected, change the transfer route of rudder face manipulation load, make concentrated load to the more equipartition of diffusion of structure on every side, and then can change the design that this regional structure laid the layer, and the efficiency of the structure is improved, lighten structure weight, reduce the manufacturing process degree of difficulty.

Description

Aircraft fin control surface actuator joint connection structure

Technical Field

The utility model relates to an aircraft structural design technical field, concretely relates to aircraft fin control surface actuator articulate structure.

Background

In the field of design of transport-type aircraft, the control surface of the tail wing is usually suspended from a stabilizer structure by means of a hinge joint connected to the rear edge cabin of the tail wing, and the aerodynamic and inertial loads generated by the control surface of the tail wing in the flight mission profile are transmitted to the stabilizer extension box section in the form of concentrated forces. Meanwhile, the actuator joint arranged at the front edge of the control surface is connected to the flight control system, so that the deflection of the control surface around the hinge shaft is realized, and the actuator joint is used as an important ring in a main flight control system to control the pitching or/and yawing of the airplane.

With the extensive application of advanced composite materials in the field of airplane structures, the control surface of the empennage of a modern transportation type airplane is usually a composite material honeycomb sandwich structure or a composite material reinforced wall plate structure, wherein the load borne by the control surface mainly comprises the following components: pneumatic load, inertial load, manipulation load and the like, three sides of a general control surface actuator connector are connected to a box section front beam, the control surface manipulation load is transmitted to the front beam through the actuator connector firstly and then transmitted to structures such as an upper wall plate, a lower wall plate, ribs and the like through the front beam, the diffusion path of concentrated load to the surrounding structures is single, the diffusion is not uniform enough, the structures such as the front beam and the like bear various loads and need to have enough strength and rigidity, the manipulation load of a connector area is usually large, therefore, the layers of the structures such as the wall plate, the front beam and the like of the control surface box section are usually thick in the partition structure, the enough strength and rigidity are ensured, certain structural weight increment can be caused usually, and the layer losing design and the process design of the layers to the surrounding area are also not facilitated.

SUMMERY OF THE UTILITY MODEL

The utility model provides an aircraft fin control surface actuator articulate structure changes the transfer route of control surface manipulation load for concentrated load is to the more equipartition of diffusion of structure on every side.

In order to realize the purpose of the utility model, the application provides the following technical scheme:

an aircraft tail fin control surface actuator joint connection structure comprising:

the rudder surface box section is internally provided with a cavity, the rudder surface box section is provided with a front beam, and the front beam is provided with an insertion hole communicated with the cavity;

an actuator connection member disposed through the insertion opening, the actuator connection member having an inner member positioned within the cavity and an outer member positioned outside the cavity, the outer member being fixedly attached to the front beam, the inner member being attached to the control surface box section.

Optionally, the rudder face box section is provided with a wall plate, a rib plate is arranged in a cavity of the rudder face box section, and the rib plate is connected with the wall plate;

the inner part and the ribbed plate are fixedly connected.

Optionally, the rib plate has a rib web and a rib strip arranged on the length side of the rib web;

the inner member is connected to the rib web;

the rib strip is connected to the wall panel.

Optionally, the inner part is plate-shaped, and the inner part and the rib web are in fit connection.

Optionally, the width of the inner member tapers from the front beam to an end of the inner member facing away from the outer member.

Optionally, the inner member is provided with a weight-reduction groove.

Optionally, the outer member has a joint web and a joint portion, the joint portion and the inner member being disposed on either side of the joint web;

the joint web is connected to the front beam.

Optionally, the connector connection structure of the airplane empennage control surface actuator further comprises a reinforcing piece, the reinforcing piece is arranged in the cavity, and the reinforcing piece is respectively connected with the front beam and the wall plate of the rudder surface box section;

the joint web penetrates through the front beam through a fastener to be connected to the reinforcing piece.

Optionally, the reinforcing member has a first connecting plate and a second connecting plate, and the first connecting plate is connected with the second connecting plate;

the first connecting plate is connected to the front beam, and the second connecting plate is connected to the wall plate;

the joint web is connected to the first connection plate through the front beam by a fastener.

Optionally, the first connecting plate is provided with a notch groove for avoiding the inner part;

the inner part is arranged to penetrate through the notch groove.

Through adopting above-mentioned technical scheme for this application has following beneficial effect:

the application discloses aircraft fin rudder surface actuator articulate structure's actuator connecting piece can insert inside the rudder face box section, and connect the rudder face box section, the connection scheme of traditional actuator joint and rudder face box section has been changed, the actuator connecting piece both is connected with the front-axle beam, extend to rudder face box section and other positions again and be connected, change the transfer route of rudder face manipulation load, make concentrated load to the more equipartition of diffusion of structure on every side, and then can change the design that this regional structure laid the layer, and the efficiency of the structure is improved, lighten structure weight, reduce the manufacturing process degree of difficulty.

Drawings

The accompanying drawings, which are incorporated in and constitute a part of this application, illustrate embodiments of the invention and, together with the description, serve to explain the invention without limitation. It is obvious that the drawings in the following description are only some embodiments, and that for a person skilled in the art, other drawings can be derived from them without inventive effort.

FIG. 1 is a schematic perspective view of an actuator connector in an aircraft empennage control surface actuator joint connection structure provided in an embodiment of the present application;

FIG. 2 is a partial structural schematic view of an actuator joint connection structure of an aircraft tail surface according to an embodiment of the present application;

FIG. 3 is another perspective view of FIG. 2;

FIG. 4 is a schematic view of an assembly structure of a reinforcing member, an inner member and a front beam in a joint connection structure of an aircraft tail control surface actuator according to an embodiment of the present application;

FIG. 5 is a schematic view of an assembled structure of a wall plate, a front beam and an inner member of a joint connection structure of an aircraft tail control surface actuator according to an embodiment of the present application;

FIG. 6 is a schematic view of an assembly structure of inner parts and ribs in a joint connection structure of an aircraft tail control surface actuator according to an embodiment of the present application;

FIG. 7 is a schematic view of an alternative arrangement of the rib and the inner member in an exemplary embodiment of an aircraft tail control surface actuator joint connection configuration;

fig. 8 is a schematic assembly structure diagram of an actuator connecting piece, a front beam, a reinforcing piece, a wall plate and a rib plate in the aircraft empennage control surface actuator joint connecting structure provided by the embodiment of the application.

In the figure: 1. an actuator connector; 11. an inner member; 12. an outer member; 121. a joint part; 122. a joint web; 2. a front beam; 21. a web of the front beam; 22. an insertion opening; 3. a reinforcement member; 31. a first connecting plate; 32. a second connecting plate; 4. a wall panel; 41. an upper wall plate; 42. a lower wall plate; 5. a rib plate; 51. a rib web; 52. a rib strip.

Detailed Description

To make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the drawings in the embodiments of the present invention are combined below to clearly and completely describe the technical solutions in the embodiments, and the following embodiments are used for illustrating the present invention, but do not limit the scope of the present invention.

In the description of the present invention, it should be noted that the terms "upper", "lower", "inner", "outer", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplification of description, but do not indicate or imply that the device or element referred to must have a specific orientation, be constructed in a specific orientation, and be operated, and thus should not be construed as limiting the present invention.

In the description of the present invention, it should be noted that, unless otherwise explicitly specified or limited, the terms "mounted" and "connected" are to be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; may be directly connected or indirectly connected through an intermediate. The specific meaning of the above terms in the present invention can be understood in specific cases to those skilled in the art.

Referring to fig. 1 to 8, an embodiment of the present application provides an aircraft tail control surface actuator joint connection structure, including: rudder face box section and actuator connecting piece 1. The rudder surface box section is internally provided with a cavity, the rudder surface box section is provided with a front beam 2, and the front beam 2 is provided with an insertion opening 22 communicated with the cavity. An actuator connection 1 is arranged through the insertion opening 22, the actuator connection 1 has an inner part 11 located in the cavity and an outer part 12 located outside the cavity, the outer part 12 is connected to the front beam 2, and the inner part 11 is connected to the rudder box section. The outer part 12 is for connection to a flight control actuator linkage. The outer part 12 may be connected to the front beam 2 by means of fasteners, while the inner part 11 may be connected directly or indirectly to the rudder box section, and the inner part 11 may be connected to the rudder box section at different locations at the same time. This structural design has changed the connection structure of traditional actuator joint with the rudder face box section, and actuator connecting piece 1 both is connected with front-axle beam 2, extends to the inside and other positions of rudder face box section again and is connected, changes the transfer path of rudder face manipulation load for concentrated load is more evenly distributed to the diffusion of structure on every side, and then can change the design that this regional structure spread the layer, improves structural efficiency, lightens structure weight, reduces the manufacturing process degree of difficulty. The main force transmission path of the load of the actuator connecting piece 1 is not diffused to the surrounding structure only through the edge strip of the front beam 2 any more, the thickness of the front beam 2 can be reduced in adaptability, the designability of the front beam is improved, and further the process forming of the beam structure is facilitated and the demolding difficulty is reduced.

In a possible embodiment, the rudder box section has a wall 4, and a rib 5 is arranged in the cavity of the rudder box section, said rib 5 being connected to the wall 4. The inner member 11 and the rib plate 5 are fixedly connected.

In this embodiment, the inner member 11 and the rib 5 are connected, and the concentrated load diffusion path from the inner member 11 to the rib 5 and further to the wall plate 4 is increased, so that the concentrated load is more uniformly diffused to the surrounding structure. The rib 5 is correspondingly arranged at the standing position of the actuator connecting piece 1, so that the concentrated load of the actuator connecting piece 1 can be quickly diffused to the upper wall plate 41, the lower wall plate 42 and the surrounding structure of the wall plate 4, and the transmission path is more direct.

The connecting structure of the actuator joint of the airplane empennage control surface has better scheme adaptability to the actuator (such as a point-to-point actuator) with large concentrated load in a flight control system, and the concentrated load is more uniformly distributed to the peripheral structure.

In a possible embodiment, shown in fig. 6, the rib plate 5 has a rib web 51 and a rib strip 52 arranged on the length side of the rib web 51, the inner part 11 being connected to the rib web 51, the rib strip 52 being connected to the wall plate 4. The rib strip 52 is vertical to the rib web 51, and the rib web 51 and the wall plate 4 are in surface-to-surface contact, so that the structural stability is good, and the load diffusion is facilitated.

As shown in fig. 5, the rudder surface box section may include an upper wall plate 41 and a lower wall plate 42, wherein one end of the upper wall plate 41 is close to the other end of the lower wall plate 42, the other end of the upper wall plate is separated from the other end of the lower wall plate 42, the front beam 2 is located at the end where the upper wall plate 41 is separated from the lower wall plate 42, and the ends of the upper wall plate 41 and the lower wall plate 42 are respectively connected to two sides of the front beam 2. The rib 5 may be "L" shaped in cross-section, i.e. the rib web 51 may be provided with a rib flange 52 on only one longitudinal side for abutting connection with the upper wall panel 41 or the lower wall panel 42. Referring to fig. 6, the cross-section of the rib plate 5 may also be "C", i.e. the rib web 51 is provided with ribs 52 on both sides of its length for connection to the upper and lower wall plates 41 and 42, respectively. Referring to fig. 7, the cross section of the rib plate 5 can also be in an "i" shape, and the rib web 51 is connected to the middle position of the rib edge 52, so that the rib edge 52 is stressed uniformly, the size of the rib edge 52 is widened conveniently, the contact area between the rib plate 5 and the wall plate 4 is increased, the stability of the connection structure is improved, and load diffusion is facilitated. The ribs 5 may also be shaped. As shown in fig. 7, the rib 5 can be attached to only one side of the same inner member 11. Referring to fig. 6 and 8, the same inner member 11 may also have two sides respectively connected to a rib plate 5, the length of the rib plate 5 may be greater than that of the inner member 11, and the length of the rib plate 5 may also be smaller than that of the inner member 11, and the matching design may be specifically performed according to parameters such as structural internal load and section rigidity, and the application does not limit the specific configuration and arrangement.

In one possible embodiment, the inner part 11 is plate-shaped, and the inner part 11 and the rib web 51 are connected in a snug manner.

In this embodiment, the inner member 11 is plate-shaped and is adapted to be in abutting contact with the rib web 51, and then the inner member 11 and the rib web 51 are connected and fixed by the fastening member. The fastener may be a bolt. A plurality of bolts may be used to connect and fix the inner member 11 and the rib web 51 at different positions, respectively.

Referring to fig. 4, when the inner member 11 is plate-shaped, the web 21 of the front beam may be provided with a strip-shaped insertion opening 22, the insertion opening 22 is a narrow gap, the width of the gap matches with the thickness of the inner member 11, and in the assembling process, the inner member 11 is inserted into the interface on the other side through the insertion opening 22, so that the structure is simple, the assembling process is good, and the workload is reduced.

In a possible embodiment, the width of the inner part 11 tapers from the front beam 2 to the end of the inner part 11 facing away from the outer part 12. In this embodiment the width of the inner part 11 is gradually narrowed to match the size of the inner space of the rudder box section. One end of the upper wall plate 41 and one end of the lower wall plate 42 of the rudder face box are close to each other, the other end of the upper wall plate and the other end of the lower wall plate are separated, a conical structure of the rudder face box section is formed, a gradually reduced longitudinal space is formed inside the conical structure, and the shape design of the inner part 11 is matched with the internal structure of the rudder face box section. The rib webs of the rib plates 5 can likewise be designed as triangular structures which taper in width in the longitudinal direction.

In a possible embodiment, the inner part 11 is provided with lightening slots, which are beneficial to lightening the mass of the inner part 11, and the lightening slots can be notch slots or closed slots located inside the plate body of the inner part 11.

In one possible embodiment, the outer part 12 has a joint web 122 and a joint portion 121, the joint portion 121 and the inner part 11 being located on either side of the joint web 122. The joint web 122 is connected to the front beam 2. In this way, the transmission path of the control surface steering load is formed at both the joint portion 121 and the inner member 11, so that the concentrated load is more uniformly spread to the surrounding structure. Joint portion 121 can be the bayonet structure of ears, and joint portion 121 includes two engaging lugs promptly, and the engaging lug structure can connect skeleton station matching design according to the actuator for connect and fly accuse actuator connecting rod. It should be noted that the joint web 122, the joint portion 121 and the inner member 11 may be formed as an integral piece, or may be connected and fixed by a fastener.

In a possible embodiment, as shown in fig. 4, the connection structure of the actuator joint of the tail surface of the airplane further comprises a reinforcing member 3, wherein the reinforcing member 3 is arranged in the cavity, and the reinforcing member 3 is respectively connected with the front beam 2 and a wall plate 4 of the rudder surface box section. The reinforcement 3 is connected fixedly with the front beam 2 and the wallboard 4 simultaneously, has played the effect of structure reinforcement, has improved the connection structure stability of the front beam 2 and the wallboard 4. The joint web 122 is connected to the stiffener 3 by fasteners extending through the front beam 2. For example, the joint web 122 is provided with a connecting hole, the web 21 of the front beam is provided with a connecting hole, the reinforcement 3 is provided with a connecting hole, and the fastening member is arranged through each connecting hole to connect and fix the three into an integral structure. Therefore, a transmission path from the joint web 122 to the reinforcing part 3 and then from the reinforcing part 3 to the control surface of the wall plate 4 for operating load is formed, and the function of spreading the concentrated load of the joint of the actuator is achieved.

It is to be noted that the control surface box section has an upper wall plate 41 and a lower wall plate 42, the upper wall plate 41 and the lower wall plate 42 being located on both sides of the front beam 2, respectively. One side in the cavity can be provided with a reinforcing part 3 respectively at two sides of the front beam 2 in the width direction, the reinforcing part 3 at the upper side can be used for connecting the front beam 2 and the upper wall plate 41, and the reinforcing part 3 at the lower side can be used for connecting the front beam 2 and the lower wall plate 42.

In a possible embodiment, shown in fig. 4, the stiffener 3 has a first connecting plate 31 and a second connecting plate 32, the first connecting plate 31 and the second connecting plate 32 being connected. The first connecting plate 31 is connected to the front beam 2, and the second connecting plate 32 is connected to the wall plate 4. The joint web 122 is connected to the first connection plate 31 through the front beam 2 by a fastener.

In this embodiment, the reinforcing member 3 may be a corner member, and the first connecting plate 31 and the second connecting plate 32 have an included angle. For example, the first and

second connection plates

31 and 32 may have a ninety degree angle therebetween. The second web 32 may be in the same plane, or substantially the same plane, as the web of the front beam 2, and the second web 32 may be attached to the wall plate 4 by fasteners. Wallboard 4 can laminate in the pterygoid lamina of second connecting plate 32 and front-axle beam 2 simultaneously, has increased the area of contact with wallboard 4 through the design of second connecting plate 32, has improved support stability. Wherein the fastener may be a bolt.

Referring to fig. 1 and 2, the joint web 122 has protruding portions respectively disposed on both sides of the front beam 2 in the width direction, the protruding portions may have connection holes, a gap portion is formed between the two protruding portions, which is beneficial to reducing weight and saving cost, and the protruding portions on both sides may be respectively connected and fixed to the reinforcing members 3 respectively disposed on both sides of the front beam 2 in the width direction.

In a possible embodiment, the first connecting plate 31 is provided with a cut-out slot that is set free of the inner part 11, through which the inner part 11 is arranged, the cut-out slot being designed to avoid interference between the first connecting plate 31 and the inner part 11. And be favorable to widening the first connecting plate 31 of design, increase the area of contact of reinforcement 3 and front-axle beam 2, improve assembly structure stability.

The preferred embodiments of the present application disclosed above are intended only to aid in the explanation of the application. The preferred embodiments are not exhaustive and do not limit the application to the precise embodiments described. Obviously, many modifications and variations are possible in light of the above teaching. The embodiments were chosen and described in order to best explain the principles of the application and the practical application, to thereby enable others skilled in the art to best understand and utilize the application. The application is limited only by the claims and their full scope and equivalents.

Claims

1. The utility model provides an aircraft fin control surface actuator connects connection structure which characterized in that includes:

2. The aircraft empennage control surface actuator joint connection structure as claimed in claim 1, wherein the rudder surface box section is provided with a wall plate, a rib plate is arranged in a cavity of the rudder surface box section, and the rib plate is connected with the wall plate;

the inner part and the ribbed plate are fixedly connected.

3. An aircraft empennage control surface actuator joint connection structure as claimed in claim 2, wherein the rib plate has a rib web and a rib cap provided on a length side of the rib web;

the inner member is connected to the rib web;

the rib strip is connected to the wall panel.

4. An aircraft empennage control surface actuator joint connection structure as claimed in claim 3, wherein the inner member is plate-like and the inner member and the rib web are in abutting engagement.

5. An aircraft empennage control surface actuator joint connection as defined in claim 4, wherein the width of the inner member tapers from the front beam to an end of the inner member facing away from the outer member.

6. An aircraft tail control surface actuator joint connection according to claim 1, wherein the inner part is provided with weight-reducing slots.

7. An aircraft empennage control surface actuator joint connection as defined in claim 1, wherein the outer member has a joint web and a joint portion, the joint portion and the inner member being located on either side of the joint web;

the joint web is connected to the front beam.

8. The aircraft empennage control surface actuator joint connection structure as claimed in claim 7, further comprising a reinforcement member disposed in the cavity, the reinforcement member connecting the front beam and the wall plate of the rudder surface box section, respectively;

9. The aircraft empennage control surface actuator joint connection structure of claim 8, wherein the reinforcement has a first attachment plate and a second attachment plate, the first attachment plate and the second attachment plate being connected;

10. An aircraft empennage control surface actuator joint connection structure as defined in claim 9, wherein the first connection plate is provided with a cut-out slot to avoid the inner member;

the inner part is arranged to penetrate through the notch groove.