CN219467990U - Anti-jamming connection structure for moving wing surface - Google Patents
Anti-jamming connection structure for moving wing surface Download PDFInfo
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- CN219467990U CN219467990U CN202320580214.5U CN202320580214U CN219467990U CN 219467990 U CN219467990 U CN 219467990U CN 202320580214 U CN202320580214 U CN 202320580214U CN 219467990 U CN219467990 U CN 219467990U
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Abstract
The utility model belongs to the technical field of aviation, and relates to a motion airfoil anti-jamming connection structure. Comprising the following steps: the device comprises a first auxiliary constraint support (3), a first main constraint support (4), a second main constraint support (5), a second auxiliary constraint support (6) and a conversion member (7), wherein one ends of the first auxiliary constraint support (3) and the second auxiliary constraint support (6) are connected with a main structure (1), the other ends of the first auxiliary constraint support and the second auxiliary constraint support are connected with two ends of a moving airfoil (2) through the conversion member (7) in an indirect shaft manner, a first virtual shaft and a second virtual shaft are formed at the connecting position, one ends of the first main constraint support (4) and the second main constraint support (5) are fixed with the main structure (1), and the other ends of the first auxiliary constraint support and the second auxiliary constraint support and the middle part of the moving airfoil (2) are directly connected through shafts to form a real shaft.
Description
Technical Field
The utility model belongs to the technical field of aviation, and relates to a motion airfoil anti-jamming connection structure.
Background
In the field of aviation technology, airfoils have the effects of stabilizing airflow, improving flow fields and the like, and moving airfoils are more often used for playing different roles at different parts of an aircraft. The relationship between the moving airfoil and the aircraft structural body is typically by a drive mechanism and a connecting structure. The driving mechanism is used for driving the moving airfoil to perform fixed movement so as to complete purposeful flow field change; the connecting structure is used for restraining the moving wing surface, so that the action generated by changing the airflow of the moving wing surface can be effectively fed back to the aircraft structural body. On a large and medium-sized aircraft, the wing surface deforms greatly in the motion process under the action of complex external load, and the greater the deformation of the wing surface is, the more motion clamping stagnation is easy to generate. In order to solve the problem of clamping stagnation of a moving airfoil, two methods are commonly used at present, namely, constraint fulcrums are reduced, and the two fulcrums are connected as much as possible, so that the two fulcrums can only form one moving shaft, and the clamping stagnation is prevented; secondly, under the multi-constraint fulcrum, the connecting structure is designed to be a self-adjustable structure with micro-gap compensation, so that the problem of deformation coordination is solved, and clamping stagnation is prevented. The first method has large application limitations and cannot be used on larger-sized moving airfoils; the second method has very high assembly accuracy and large external field assembly and adjustment workload due to the strict control of the micro gap.
Disclosure of Invention
The utility model aims to: the anti-jamming connection structure for the moving wing surface is used for realizing anti-jamming connection of the multi-point constraint moving wing surface.
The technical scheme is as follows:
a motion airfoil anti-stiction connection comprising: the device comprises a first auxiliary restraint bracket 3, a first main restraint bracket 4, a second main restraint bracket 5, a second auxiliary restraint bracket 6 and a conversion member 7, wherein one ends of the first auxiliary restraint bracket 3 and the second auxiliary restraint bracket 6 are connected with a main structure 1, the other ends of the first auxiliary restraint bracket and the second auxiliary restraint bracket are connected with two ends of a moving airfoil 2 through the conversion member 7 in an indirect shaft manner, a first virtual shaft and a second virtual shaft are formed at the connection positions, one ends of the first main restraint bracket 4 and the second main restraint bracket 5 are fixed with the main structure 1, and the other ends of the first auxiliary restraint bracket and the second auxiliary restraint bracket are connected with the middle part of the moving airfoil 2 in a direct shaft manner to form a real shaft.
Further, the other ends of the first auxiliary restraint bracket 3 and the second auxiliary restraint bracket 6 and the two ends of the motion wing surface 2 are respectively provided with a double-lug connector, and the double-lug structure is respectively connected with single lugs at the two ends of the conversion member 7 in a matched manner.
Further, the other ends of the first main restraint bracket 4 and the second main restraint bracket 5 are connected with the middle part of the motion airfoil surface 2 through a single-double-ear structure.
Further, the real axis is not coaxial with both the first virtual axis and the second virtual axis.
Further, the real axis is located between the first virtual axis and the second virtual axis.
Further, a cross-shaped reinforcing rib is provided in the middle of the conversion member 7.
The beneficial effects are that:
the utility model provides a motion wing surface anti-jamming connection structure, which adopts two direct pivot point constraints and a plurality of indirect pivot point constraints to connect a motion wing surface on a main body structure, so that the problem that the two pivot point connection structure cannot meet the constraint problem of a large-size motion wing surface can be solved, and the technical problems of difficult assembly and difficult adjustment of the existing motion mechanism under the multi-pivot point constraint can be solved. The utility model does not limit the size amplitude of the moving airfoil, can increase a plurality of indirect constraint fulcrums according to the airfoil size under the condition of fixing two direct constraint fulcrums, has obvious anti-jamming effect, is simple to assemble, and does not need to independently precisely adjust a moving mechanism.
The utility model overcomes the defects in the prior art, solves the problem of insufficient two-point constraint and the problem of difficult control of multi-point constraint compensation gaps by adopting a real-axis-virtual-axis combined mode, and realizes the anti-jamming connection structure of the multi-point constraint motion airfoil.
Drawings
FIG. 1 is a schematic diagram of a four-pivot constrained motion airfoil;
FIG. 2 is an assembly view of a four-pivot constrained motion airfoil;
FIG. 3 is a transition member profile;
wherein: 1. the main structure, 2, the motion airfoil, 3, the first auxiliary restraint bracket, 4, the first main restraint bracket, 5, the second main restraint bracket, 6, the second auxiliary restraint bracket and 7, the conversion component.
Detailed Description
The core of the technical scheme is multi-pivot constraint, namely, the main body structure and the moving airfoil are constrained by more than two pivots, and the constraint can be increased according to the size of the moving airfoil; secondly, no matter how many supporting point constraints are used, only two constraints are direct constraints, and the two direct constraints determine the motion axis of the motion airfoil, namely a fixed real axis; the other constraints are all indirect constraints, and the motion axis of the indirect constraints is an imaginary axis and slightly changes along with the motion and deformation of the motion airfoil.
As shown in fig. 1, a four-pivot constraint schematic diagram is provided, and the main body structure 1 provides four fixed constraint pivot points, wherein the first main constraint bracket 4 and the second main constraint bracket 5 are directly connected with the motion airfoil 2 to form direct constraint; the first auxiliary restraint bracket 3 and the second auxiliary restraint bracket 6 are indirectly connected with the moving airfoil surface 2 through a conversion member 7 to form indirect restraint.
In the principle model shown in fig. 1, the optimal installation position of the driving mechanism of the moving airfoil is located between the first main restraint bracket 4 and the second main restraint bracket 5, and can also be installed on the first main restraint bracket 4 and the second main restraint bracket 5, but the driving mechanism is not suitable to be installed at a position close to the first auxiliary restraint bracket 3 and the second auxiliary restraint bracket 6.
All loads of the moving airfoil, namely concentrated loads from a driving mechanism, are positioned between the first main restraint bracket 4 and the second main restraint bracket 5; and the pneumatic load from air belongs to the surface load. The moving wing surface moves along a main shaft formed by the first main restraint bracket 4 and the second main restraint bracket 5 under the driving of the driving mechanism; under aerodynamic force, the motion airfoil surface has micro-deformation at the first auxiliary constraint bracket 3 and the second auxiliary constraint bracket 6, but because the first auxiliary constraint bracket 3 and the second auxiliary constraint bracket 6 relax constraint through the conversion component, the motion axis at the position can be adjusted slightly according to the deformation condition of the motion airfoil surface on the basis of the main shaft, so that a motion virtual axis is formed, the motion process of the whole motion airfoil surface is not influenced by clamping stagnation completely, and meanwhile, the effect of the motion airfoil surface in disturbing airflow can be effectively fed back to the main structure.
The anti-jamming connection structure of the moving airfoil surface of the utility model is described in detail with reference to the accompanying drawings:
as shown in fig. 2, on the main body structure 1, a first auxiliary restraint bracket 3, a first main restraint bracket 4, a second main restraint bracket 5 and a second auxiliary restraint bracket 6 are arranged, wherein the first main restraint bracket 4 and the second main restraint bracket 5 have higher structural rigidity and are directly connected with the motion wing surface 2 through a monaural-binaural joint; the first auxiliary restraint bracket 3 and the second auxiliary restraint bracket 6 are slightly less in structural rigidity and are indirectly connected with the moving airfoil surface 2 through the conversion member 7. The first auxiliary restraint bracket 3, the second auxiliary restraint bracket 6 and the conversion member 7 and the moving airfoil surface 2 are also connected by adopting single ear-double ear joints, and the structural form of the conversion member 7 is shown in fig. 3.
The first main restraint bracket 4, the second main restraint bracket 5 and the moving airfoil surface 2 are directly connected in a single ear-double ear mode, and the central axis of the lug automatically becomes the moving axis of the moving airfoil surface 2. The driving device is positioned between the first main restraint bracket 4 and the second main restraint bracket 5.
After the first auxiliary constraint bracket 3 and the second auxiliary constraint bracket 6 are connected with the moving airfoil surface 2 through the conversion member 7, as can be seen from fig. 2, when the moving airfoil surface moves along the moving axis formed by the first main constraint bracket 4 and the second main constraint bracket 5 under the driving of the driving device, the conversion member 7 can adjust the rotation angle of the moving airfoil surface 2 at any time along with the deformation condition of the moving airfoil surface, the whole adjustment process is undamped (the lubrication and damping of an emergency bearing), and any factor causing the movement clamping stagnation cannot be naturally formed.
In summary, the motion wing surface realizes the non-jamming motion connection mechanism under the four-pivot constraint by the direct constraint of the first main constraint bracket 4 and the second main constraint bracket 5 and the indirect constraint of the first auxiliary constraint bracket 3, the second auxiliary constraint bracket 6 and the conversion member 7.
Claims (6)
1. A motion airfoil anti-stiction connection comprising: the device comprises a first auxiliary constraint support (3), a first main constraint support (4), a second main constraint support (5), a second auxiliary constraint support (6) and a conversion member (7), wherein one ends of the first auxiliary constraint support (3) and the second auxiliary constraint support (6) are connected with a main structure (1), the other ends of the first auxiliary constraint support and the second auxiliary constraint support are connected with two ends of a moving airfoil (2) through the conversion member (7) in an indirect shaft manner, a first virtual shaft and a second virtual shaft are formed at the connecting position, one ends of the first main constraint support (4) and the second main constraint support (5) are fixed with the main structure (1), and the other ends of the first auxiliary constraint support and the second auxiliary constraint support and the middle part of the moving airfoil (2) are directly connected through shafts to form a real shaft.
2. The anti-jamming connection according to claim 1, wherein the other ends of the first auxiliary restraining bracket (3) and the second auxiliary restraining bracket (6) and the two ends of the moving wing surface (2) are respectively provided with a double-lug joint, and the double-lug structure is respectively connected with a single lug at the two ends of the conversion member (7) in a matched manner.
3. The anti-jamming connection according to claim 1, wherein the other ends of the first main restraining bracket (4) and the second main restraining bracket (5) are connected with the middle part of the moving airfoil (2) through a single-double-lug structure.
4. The anti-stiction attachment of claim 1 wherein the real axis is not coaxial with both the first virtual axis and the second virtual axis.
5. The anti-stiction attachment of claim 1 wherein the real axis is located between the first virtual axis and the second virtual axis.
6. The anti-jamming connection according to claim 1, characterized in that the middle part of the conversion member (7) is provided with a cross-shaped reinforcing rib.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320580214.5U CN219467990U (en) | 2023-03-22 | 2023-03-22 | Anti-jamming connection structure for moving wing surface |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202320580214.5U CN219467990U (en) | 2023-03-22 | 2023-03-22 | Anti-jamming connection structure for moving wing surface |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219467990U true CN219467990U (en) | 2023-08-04 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202320580214.5U Active CN219467990U (en) | 2023-03-22 | 2023-03-22 | Anti-jamming connection structure for moving wing surface |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN219467990U (en) |
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2023
- 2023-03-22 CN CN202320580214.5U patent/CN219467990U/en active Active
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