CN219467988U - Counterweight structure of novel control surface - Google Patents

Abstract

The utility model belongs to the technical field of structural design of aviation technology, and particularly relates to a novel counterweight structure of a control surface. Comprising the following steps: the control surface comprises a first appearance skin (1), a counterweight skin (3) and a second appearance skin (5), wherein two sides of the counterweight skin (3) are respectively butted with the first appearance skin (1) and the second appearance skin (5) to form the whole control surface, and the inner side of the counterweight skin (3) is provided with a counterweight bulge.

Description

Counterweight structure of novel control surface

Technical Field

The utility model belongs to the technical field of structural design of aviation technology, and particularly relates to a novel counterweight structure of a control surface.

Background

Aircraft control surfaces are known as rudders, elevators and ailerons. It is a key component for controlling the flight attitude of an aircraft, which directly affects the safety of the aircraft. On an aviation aircraft with a non fly-by-wire control system, important consideration is needed when designing an aircraft control surface: under the condition of ensuring the structural integrity, rigidity and strength of the operation control surface, the aeroelastic stability of the aircraft operation control surface is also required to be met.

The aeroelastic stability is to ensure that the center of gravity of the movable control surface is on or in front of the rotating shaft, and the percentage of the control surface force arm to the average aerodynamic chord is ensured to be within a specified range, so that the control surface balancing is required to be performed during the control surface operation, and the balance weight is definitely required to be designed, and the center of gravity of the control surface is ensured to be within the specified range. As shown in fig. 1, the conventional counterweight structure for the control surface includes an outer skin 10, a supporting partition 20, a counterweight fixing bracket 30, and a counterweight 40, where the counterweight is simply designed to be an independent counterweight for balancing the center position of the control surface, and a fixing supporting structure of the counterweight is designed, and such counterweight and counterweight supporting structure indirectly increase the weight of the control surface of the aircraft. As is well known, weight reduction has been an important link in aircraft design, and reducing aircraft weight has special significance for modern aircraft, reducing aircraft weight, reducing fuel consumption and emissions, and reducing operating costs.

Disclosure of Invention

The utility model aims to: the counterweight structure of the novel control surface is provided, so that the control surface meets the requirements of structure, strength and aeroelastic stability.

The technical scheme is as follows:

a novel counterweight structure for a control surface, comprising: the control surface comprises a first appearance skin 1, a counterweight skin 3 and a second appearance skin 5, wherein two sides of the counterweight skin 3 are respectively butted with the first appearance skin 1 and the second appearance skin 5 to form the whole control surface, and the inner side of the counterweight skin 3 is provided with a counterweight bulge.

Further, both sides of the weight skin 3 are respectively butted with the first exterior skin 1 and the second exterior skin 5 through the first exterior fixing plate 2 and the second exterior fixing plate 4.

Further, the weight protrusions on the weight skin 3 are elongated.

Further, the weight protrusions on the weight skin 3 are elongated and gradually narrow in the spanwise width.

Further, the weight protrusions on the weight skin 3 are plural and the axes are parallel.

Further, the weight convex surface on the weight skin 3 is provided with a plurality of blind holes or bolts.

The beneficial effects are that:

the utility model provides a novel counterweight structure of an aircraft control surface under the conditions of meeting the overall appearance, structural integrity, strength requirements and pneumatic elastic stability of the aircraft control surface (rudder, elevator and aileron). The part of the structural body at the front edge of the control surface is designed to be dual-purpose (namely, the structural body is used for meeting the total outline and structural strength and is used as the counterweight of the control surface), so that the counterweight requirement is met, structural parts (the counterweight is independently added and the structural body for fixing the counterweight is also required to be supported in the traditional mode) can be reduced, the weight of the control surface of the aircraft is indirectly reduced, and a larger design margin is increased for the total weight reduction design of the aircraft.

Drawings

FIG. 1 is a schematic view of a counterweight and counterweight support structure of a conventional control surface;

fig. 2 is a schematic diagram of a novel control surface counterweight structure.

Fig. 3 is a schematic diagram of the position of the weight arm.

Wherein, the outer skin of 10-appearance, 20-support baffle, 30-counter weight fixed bolster, 40-counter weight; a first appearance skin 1, a first appearance fixed plate 2, a counterweight skin 3, a second appearance fixed plate 4 and a second appearance skin 5.

Detailed Description

According to the design experience of the control surface of the aircraft, a part of the structural body at the front edge of the control surface can be designed into two purposes (namely, the structural body is used for summarizing the appearance and the structural strength and is used as the counterweight of the control surface), so that the structural and strength requirements can be met, the counterweight problem can be solved, structural parts can be reduced, and the weight of the control surface of the aircraft can be indirectly reduced.

Under the condition of meeting the overall appearance, structural integrity, strength requirements and pneumatic elastic stability of the control surfaces (rudder, elevator and aileron) of the aircraft, the gravity center of the control surfaces (rudder, elevator and aileron) of the conventional aircraft is away from the revolving shaft in the reverse heading direction, so that in order to ensure that the gravity center of the movable control surface is on or in front of the revolving shaft, a counterweight and a fixed counterweight angle bar (shown in fig. 2) need to be added inside the front edge of the control surface.

A novel counterweight structure for a control surface, comprising: the control surface comprises a first appearance skin 1, a counterweight skin 3 and a second appearance skin 5, wherein two sides of the counterweight skin 3 are respectively butted with the first appearance skin 1 and the second appearance skin 5 to form the whole control surface, and the inner side of the counterweight skin 3 is provided with a counterweight bulge. The two sides of the counterweight skin 3 are respectively butted with the first appearance skin 1 and the second appearance skin 5 through the first appearance fixed plate 2 and the second appearance fixed plate 4.

The weight protrusions on the weight skin 3 may be elongated.

Preferably, the weight protrusions on the weight skin 3 are elongated and taper in width in the spanwise direction.

Preferably, the weight protrusions on the weight skin 3 are plural and the axes are parallel.

The weight raised surface on the weight skin 3 may be provided with a plurality of blind holes or bolts for adjusting the center of gravity.

As can be seen from FIG. 2, the added counterweight and the angle material for fixing the counterweight directly increase the self weight of the control surface, occupy the internal cavity of the control surface and reduce the usable space range of the control system.

Under the condition of meeting the overall appearance, structural integrity, strength requirements and pneumatic elastic stability of the control surfaces (rudder, elevator and aileron) of the aircraft, the utility model provides a new design thought and design scheme for reducing the self weight of the control surfaces. The more the center of gravity of the control surface is far away from the control surface rotating shaft, the more weight parts are needed, and the weight reduction is facilitated by utilizing the technical scheme.

The weight reduction technical scheme has the idea that: and taking the part of the front edge of the control surface as a control surface appearance structure and also as a control surface counterweight. The specific technical scheme is as shown in fig. 2, the part of the structure of the front edge skin of the operation control surface is redesigned, the appearance keeps the theoretical appearance of the front edge of the operation control surface unchanged, but the structure in the cavity can determine the shape, the size and the position according to the actual requirement of the counterweight, such as the front edge appearance counterweight shown in fig. 3. The external surface of the control surface meets the theoretical external shape of the control surface, the internal surface is a step boss, and the step boss is designed into a long section or a plurality of sections according to the local structural form of the counterweight demand. In order to solve the problem that the center of gravity of the control surface fluctuates in a small trace range due to manufacturing errors, blind holes can be additionally formed in the inner surface of the front edge profile counterweight part or high-density bolt standard parts can be additionally arranged on the inner surface of the front edge profile counterweight part to slightly adjust the center of gravity. To maintain the structural stability of the leading edge profile weights, profile fixation plates (see FIG. 2) may be added. Therefore, the counterweight of the control surface is converted into an external structure, so that the counterweight supporting structure in the front edge of the control surface can be reduced or eliminated, and the counterweight of the control surface is fixed and supported by a counterweight supporting structure in the front edge of the control surface, such as a counterweight in the traditional scheme shown in fig. 2, wherein the counterweight is also required to be provided with a front edge baffle (two sheet metal parts back to back in traditional design and connected to a front edge external skin of the control surface and a front beam of the control surface through rivets (the front edge baffle is large in size and heavy). This again reduces the weight of the control surface from the beginning of the design.

The counterweight structure of the novel control surface of the utility model is described in detail with reference to fig. 3:

the theoretical aerodynamic appearance of control surface is the heterostreamline form, and according to the design experience of aircraft control surface, the focus of control surface can all be contrary the course and keep away from the swivel axis, therefore the counter weight design is located the leading edge inside of control surface. This feature can thus be exploited by first designing the first wheel with consideration of only the overall profile, structural integrity and strength requirements of the control surface, temporarily without consideration of the aeroelastic stability (i.e., the accompanying design of the control surface). According to design input (overall pneumatic appearance, theoretical end face, rib plate position, load distribution and maintainability requirements), a carbon fiber composite material is adopted to design appearance skin, girder, end partition plates and rib plates, a maintenance cover is opened at the appearance of the front edge, and the cover adopts a hinge type connection mode (meeting the requirements of quick disassembly and on-board maintenance). And then carrying out topological optimization on the structure of the control surface, and carrying out again compliance verification on the standard component. And finally, carrying out analog simulation estimation on the gravity center of the control surface by using a CATIA weighing command, and carrying out preliminary calculation on the weight to be added (the weight is estimated according to the weight calculation method described below) after the analog simulation estimation is completed, so as to obtain the preliminary required weight.

The weight estimation method comprises the following steps:

the center of gravity of the movable control surface is ensured to be on or in front of the rotating shaft, namely, the percentage (a%) of the control surface force arm accounting for the average aerodynamic chord is ensured to be in a specified range, according to the related requirements of other machine types, the recommended elevator is 1.77% -2.0%, the rudder is 0% (namely, the center of gravity of the elevator is positioned on the rotating shaft of the control surface), the aileron is 1.2% -2.0%, and the a% of the adjusting sheet is 0% (namely, the center of gravity of the aileron is positioned on the rotating shaft).

a% = a/Bcp equation 1

Wherein: bcp—average aerodynamic chord of control surface;

a is the force arm from the gravity center of the control surface to the rotating shaft.

When the value A does not meet the requirement, the weight X of the counterweight can be calculated according to the following formula to meet the requirement:

x=gx (a-A0)/(A0-b); equation 2

Wherein: a-value calculated during balance test, unit cm;

any value in the range of A0-a, for an elevator, a0=1.40, units cm;

b, increasing or decreasing the distance from the gravity center of the counterweight to the rotating shaft, wherein the distance can be measured according to the structural condition by the process and the unit is cm;

g, weighing the weight of the control surface in kg;

x-is calculated as positive, then the counterweight X is required to be added; when negative, it is required to decrease the weight X, unit Kg.

Since the rotation intersection point may be tightened due to friction force (the weight is balanced basically at both positions), the value of L should be half of the sum of the values of L at both positions, namely:

l= (l1+l2)/2 (see fig. 3)

Wherein: l1 is the arm of force of the weight, and the tail part has a tendency to start to upwards at the moment;

l2 is the arm of force of the weight, and the tail part has a downward trend at the moment;

and then, developing a second-wheel weight-reduction design to meet the requirement of aeroelastic stability. The center of gravity of the movable control surface is ensured to be on or in front of the rotating shaft, and the percentage of the control surface force arm to the average aerodynamic chord is ensured to be within a specified range. The front edge of the control surface is designed as the front edge profile counterweight required in fig. 2 according to the simulated and preliminary calculation required counterweight weight. The front edge profile counterweight is respectively lapped on the profile fixing plate, the flap hinge and the head end partition plates at the two ends. Considering that the lap joint is made of carbon fiber composite material, the weight material is recommended to be made of titanium alloy material, so that galvanic corrosion at the lap joint (galvanic corrosion can occur in the lap joint of the carbon fiber composite material and metal) can be solved, and the high-density property of the titanium alloy can be utilized, so that the requirement of the weight is met. The external fixing plate is also needed for fixing the front edge external counterweight, so that the structural stability of the high-density titanium alloy counterweight at the external fixing plate is ensured.

Claims (6)

1. A novel counterweight structure for a control surface, comprising: the control surface comprises a first appearance skin (1), a counterweight skin (3) and a second appearance skin (5), wherein two sides of the counterweight skin (3) are respectively butted with the first appearance skin (1) and the second appearance skin (5) to form the whole control surface, and the inner side of the counterweight skin (3) is provided with a counterweight bulge.

2. The counterweight structure of a novel control surface according to claim 1, characterized in that two sides of the counterweight skin (3) are respectively butted with the first outer skin (1) and the second outer skin (5) through the first outer fixing plate (2) and the second outer fixing plate (4).

3. The counterweight structure of a novel control surface according to claim 1, characterized in that the counterweight protrusions on the counterweight skin (3) are elongated.

4. The counterweight structure of a new control surface as claimed in claim 1, characterized in that the counterweight protrusions on the counterweight skin (3) are elongated and gradually narrow along the spanwise width.

5. A counterweight structure for a new control surface as claimed in claim 3, characterized in that the counterweight protrusions on the counterweight skin (3) are plural and the axes are parallel.

6. The counterweight structure of a novel control surface as claimed in claim 1, characterized in that the counterweight convex surface on the counterweight skin (3) is provided with a plurality of blind holes or bolts.