CN114954911B - Flexible rod system transmission device of large aircraft flap actuating system - Google Patents
Flexible rod system transmission device of large aircraft flap actuating system Download PDFInfo
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- CN114954911B CN114954911B CN202111652891.5A CN202111652891A CN114954911B CN 114954911 B CN114954911 B CN 114954911B CN 202111652891 A CN202111652891 A CN 202111652891A CN 114954911 B CN114954911 B CN 114954911B
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- torsion bar
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- wing
- mounting
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
- B64C13/24—Transmitting means
- B64C13/26—Transmitting means without power amplification or where power amplification is irrelevant
- B64C13/28—Transmitting means without power amplification or where power amplification is irrelevant mechanical
- B64C13/30—Transmitting means without power amplification or where power amplification is irrelevant mechanical using cable, chain, or rod mechanisms
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
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- Mechanical Engineering (AREA)
- Automation & Control Theory (AREA)
- Aviation & Aerospace Engineering (AREA)
- Connection Of Plates (AREA)
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Abstract
The application belongs to the field of mechanical transmission design of aircraft, and particularly relates to a flexible rod system transmission device of a flap actuating system of a large-scale aircraft. Comprising the following steps: the mounting supports comprise a plurality of mounting supports which are fixedly arranged on the wing rear beam; the guide support is matched with the mounting support and comprises a plurality of guide supports, the guide supports are respectively and fixedly mounted on the corresponding mounting supports, and spline connection parts and screw connection parts are arranged on the guide supports; the torsion bar subassembly includes a plurality ofly, and torsion bar subassembly installs between two adjacent direction supports, and torsion bar subassembly includes torsion bar main part, and the one end of torsion bar main part is provided with the free end universal joint, and the free end universal joint passes through the free end spline to be connected with one direction support cooperation, and the other end of torsion bar main part is provided with the stiff end universal joint, and the stiff end universal joint passes through stiff end stop screw and is connected with adjacent one direction support cooperation, and wherein, the overlap joint volume of free end spline is greater than the variable volume of distance between two adjacent direction supports.
Description
Technical Field
The application belongs to the field of mechanical transmission design of aircraft, and particularly relates to a flexible rod system transmission device of a flap actuating system of a large-scale aircraft.
Background
In large aircraft designs, the aircraft spanwise dimension is as long as twenty-several meters, the temperature range in the aircraft is large (-55 ℃ to +70 ℃) and the wing deformation under load is large (the deformation value at the tip of the wing is as high as one meter). The wing flap actuating system is arranged for tens of meters along the wing span direction, the temperature change and the wing deformation cause the distance between adjacent guide supports of the wing flap actuating system to be changed along with the change, and the length of the actuating system is synchronously changed.
When a certain type of aircraft is initially designed, the influence of deformation caused by load and temperature change of wings on the distance between adjacent guide supports of a flap actuating system is not considered, and the torsion bar assembly cannot adjust the length in real time to adapt to the real-time change of the distance between the guide supports of the actuating system in flight, so that the stress level of each part and the connecting structure of the system is obviously increased. With the increase of the service cycle of the aircraft, the service life problems of all parts of the flap actuation system and the connecting structure are gradually revealed.
It is therefore desirable to have a solution that overcomes or at least alleviates at least one of the above-mentioned drawbacks of the prior art.
Disclosure of Invention
The application aims to provide a flexible rod system transmission device of a large-scale airplane flap actuating system, which solves at least one problem existing in the prior art.
The technical scheme of the application is as follows:
a large aircraft flap actuation system flexible linkage transmission comprising:
The mounting supports comprise a plurality of mounting supports, and the plurality of mounting supports are fixedly arranged on the wing back beam;
the guide supports are matched with the mounting supports and comprise a plurality of guide supports, the guide supports are respectively and fixedly mounted on the corresponding mounting supports, and spline connection parts and screw connection parts are arranged on the guide supports;
torsion bar subassembly, including a plurality of, torsion bar subassembly installs two adjacent between the direction support, torsion bar subassembly includes torsion bar main part, the one end of torsion bar main part is provided with the free end universal joint, the free end universal joint pass through the free end spline with one the direction support cooperation is connected, the other end of torsion bar main part is provided with the stiff end universal joint, the stiff end universal joint passes through stiff end stop screw and adjacent one the direction support cooperation is connected, wherein, the overlap joint volume of free end spline is greater than adjacent two the variation of distance between the direction support.
In at least one embodiment of the application, the mounting brackets are bolted to the wing spar.
In at least one embodiment of the application, the guide support and the mounting support are of an integrally formed construction.
In at least one embodiment of the application, one of the guide abutments is provided on the wing back beam by the mounting abutments every 1 to 1.2 metres.
In at least one embodiment of the present application, the torsion bar body includes a torsion bar section and a sleeve section, the torsion bar section and the sleeve section being connected by a shear pin.
In at least one embodiment of the present application, the distance between two adjacent guide seats varies by Δl:
Δl＝Δl1+Δl2+Δl3
wherein Δl 1 is the length change of each torsion bar assembly caused by temperature change, Δl 2 is the length change of each torsion bar assembly caused by installation error, and Δl 3 is the length change of the flap actuation system caused by wing deformation.
In at least one embodiment of the present application, the length change Δl 1 of each torsion bar set caused by the temperature change is:
Δl1＝(α1-α2)×Δt×ln
Where α 1 is the linear thermal expansion coefficient of the torsion bar assembly, α 2 is the linear thermal expansion coefficient of the connection structure, Δt is the temperature change value, and l n is the initial length of each torsion bar assembly.
In at least one embodiment of the present application, the length change Δl 2 of each torsion bar set due to the installation error is:
Torsion bar assembly length variation at non-wing body interface:
Δl2＝Δlocn+Δlenn
Torsion bar assembly length variation at wing body interface:
Δl2＝Δlocn+Δlenn+ΔS_loc
Where Δloc n is the mounting tolerance of each guide mount, Δlen n is the length tolerance of each torsion bar assembly, and Δs_loc is the tolerance at the wing-to-fuselage interface.
In at least one embodiment of the application, the wing deformation causes a length change Δl 3 of the flap actuation train to be:
Δl3＝l'n-ln
Where l' n is the distance between adjacent guide abutments after deformation of the wing, and l n is the distance between adjacent guide abutments during installation of the torsion bar assembly.
The invention has at least the following beneficial technical effects:
According to the flexible rod system transmission device of the large aircraft flap actuating system, the universal joints at the two ends of the series torsion bar assemblies are connected with the guide support in a fixed and free matching mode, the lap joint amount of the spline at the free end of the torsion bar assemblies is adjusted to adapt to the real-time change of the distance between the adjacent guide supports in the flight, the stress level of the actuating system and the connecting structure in the flight can be greatly reduced, the service lives of the actuating system and the connecting structure are effectively prolonged, and the flight safety is improved.
Drawings
FIG. 1 is a schematic illustration of a flexible linkage transmission of a large aircraft flap actuation system in accordance with one embodiment of the present application;
FIG. 2 is a schematic view of a torsion bar assembly according to one embodiment of the present application;
FIG. 3 is a comparative illustration of the length change of a torsion bar assembly before and after wing deformation in accordance with one embodiment of the present application.
Wherein:
1-a first torsion bar assembly; 2-a first guide support; 3-a first mounting bracket; 4-a second torsion bar assembly; 5-a second guide support; 6-a second mounting support; 7-a third torsion bar assembly; 401-free end spline; 402-free end gimbal; 403-shear pins; 404-sleeve section; 405-fixed end universal joint; 406-fixed end set screw.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application become more apparent, 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 the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all, embodiments of the application. The embodiments described below by referring to the drawings are illustrative and intended to explain the present application and should not be construed as limiting the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application. Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
In the description of the present application, it should be understood that the terms "center," "longitudinal," "lateral," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, merely to facilitate describing the present application and simplify the description, and do not indicate or imply that the devices or elements being referred to must have a specific orientation, be configured and operated in a specific orientation, and therefore should not be construed as limiting the scope of the present application.
The application is described in further detail below with reference to fig. 1 to 3.
The application provides a flexible rod system transmission device of a large-scale aircraft flap actuating system, which comprises the following components: mounting support, direction support and torsion bar subassembly.
Specifically, the mounting supports comprise a plurality of first mounting supports 3 and second mounting supports 6 in the figure 1, and the plurality of mounting supports are fixedly arranged on the wing rear beam; the guide support and the mounting support looks adaptation include a plurality ofly equally, see first guide support 2, the second guide support 5 in fig. 1, and a plurality of guide supports are fixed mounting respectively on corresponding mounting support, and guide support passes through mounting support fixed mounting on the wing back beam, is provided with spline connection portion and screw connection portion on the guide support.
Further, the torsion bar assembly includes a plurality of, referring to the first torsion bar assembly 1, the second torsion bar assembly 4, and the third torsion bar assembly 7 in fig. 1, which are installed between two adjacent guide brackets. As shown in fig. 2, the torsion bar assembly includes a torsion bar main body, one end of the torsion bar main body is provided with a free end universal joint 402, the free end universal joint 402 is cooperatively connected with one guide support through a free end spline 401, the other end of the torsion bar main body is provided with a fixed end universal joint 405, the fixed end universal joint 405 is cooperatively connected with an adjacent guide support through a fixed end stop screw 406, wherein the overlap joint amount of the free end spline 401 is larger than the change amount of the distance between the two adjacent guide supports.
In the flexible rod system transmission device of the flap actuating system of the large aircraft, each guide support is connected with a torsion bar assembly with universal joints at two ends, a free end universal joint 402 at one end of the torsion bar assembly is matched with the guide support only through a spline to serve as a free end, and the other fixed end universal joint 405 is connected with the guide support through a fixed end stop screw 406 to serve as a fixed end. When the factors such as temperature change in flight and wing loading deformation cause the distance change between the adjacent guide supports, the spline fit section of torsion bar free end stretches out or withdraws along the axis direction automatically, adapts to the real-time change of the distance between the guide supports. The series torsion bar components of the flap actuating system arranged along the wing span direction are sequentially arranged into one fixed end and the other free end, so that the spline overlap joint quantity of the free ends of the torsion bar components is ensured to be larger than the change quantity of the distance between the guide supports at the positions in design, namely, the self-adaptive adjustment of the length of the flap actuating system is realized in flight.
In a preferred embodiment of the application, the mounting support can be mounted on the wing back beam by bolts, and the guide support and the mounting support are of an integral structure. In the design of large aircraft flap actuation systems, a guide mount is provided on the wing back beam at intervals of 1 to 1.2 meters via the mounting mount.
In a preferred embodiment of the present application, the torsion bar body includes a torsion bar section and a sleeve section 404, the torsion bar section and sleeve section 404 being connected by a shear pin 403 to facilitate disassembly of the torsion bar assembly.
The flexible rod transmission device of the large-scale aircraft flap actuating system can cause the flap actuating system to change along the length of the axis due to factors such as temperature change in flight, bending deformation under load of the wing, installation of various parts of the line system, design tolerance and the like, and various factors need to be considered when designing the overlap of the free end spline 401, such as influence of the bending deformation under load of the wing on the distance between adjacent guide supports, influence of temperature change on the distance between the adjacent guide supports, influence of installation error of the on-board guide supports on the distance between the adjacent guide supports, influence of the length manufacturing tolerance of the torsion rod assembly on actual installation of the wing and the fuselage, and influence of installation tolerance of the butt joint of the wing on the distance between the adjacent guide supports.
Specifically, the amount of overlap of the universal joint spline of the torsion bar assemblies should be greater than the amount of change in length of each torsion bar assembly in the flap actuation system over the flight envelope, i.e., the amount of change in distance between adjacent two guide brackets. Wherein, the change Deltal of the distance between two adjacent guide supports is:
Δl＝Δl1+Δl2+Δl3
wherein Δl 1 is the length change of each torsion bar assembly caused by temperature change, Δl 2 is the length change of each torsion bar assembly caused by installation error, and Δl 3 is the length change of the flap actuation system caused by wing deformation.
The length change amount Δl 1 of each torsion bar unit caused by the temperature change is:
Δl1＝(α1-α2)×Δt×ln
Where α 1 is the linear thermal expansion coefficient of the torsion bar assembly, α 2 is the linear thermal expansion coefficient of the connection structure, Δt is the temperature change value (deg.c), and l n is the initial length (mm) of each torsion bar assembly.
The length change amount Δl 2 of each torsion bar unit due to the installation error is:
Torsion bar assembly length variation at non-wing body interface:
Δl2＝Δlocn+Δlenn
Torsion bar assembly length variation at wing body interface:
Δl2＝Δlocn+Δlenn+ΔS_loc
Where Δloc n is the mounting tolerance of each guide mount, Δlen n is the length tolerance of each torsion bar assembly, and Δs_loc is the tolerance at the wing-to-fuselage interface.
The length variation Δl 3 of the flap actuation system caused by the wing deformation is:
Δl3＝l'n-ln
Where l' n is the distance between adjacent guide abutments after deformation of the wing (i.e. the required length of the torsion beam after deformation) and l n is the distance between adjacent guide abutments when the torsion beam assembly is installed (i.e. the actual length of the torsion beam when installed).
And applying the maximum load in the full flight envelope of the aircraft in the wing model, simulating the deformation of the wing, obtaining the position of each guide support of the flap actuating system at the mounting point of the rear beam of the wing after deformation, and obtaining the distance l' n between each adjacent guide support after deformation through catia simulation.
The flexible rod system transmission device of the large-scale aircraft flap actuating system adopts a flexible rod system transmission technology to adapt to the change of the length and the transmission direction of the actuating line, and realizes the transmission of the power, the torque and the speed of the flap actuating system. According to the application, through adopting a fixed and free matching mode for connecting universal joints at two ends of the series torsion bar with the guide support, the lap joint amount of the torsion bar spline is adjusted to adapt to the real-time distance between the guide supports of the flap actuating system in flight, so that the stress level of the actuating system and the connecting structure in the flight can be greatly reduced, the problem that the stress level of each part and the connecting structure of the flap actuating system is increased due to the change of the environmental temperature in flight and the bending deformation of the wing under load is solved, the service lives of the actuating system and the connecting structure are effectively prolonged, and the flight safety is improved.
The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present application should be included in the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (9)
1.A flexible linkage transmission for a flap actuation system of a large aircraft, comprising:
The mounting supports comprise a plurality of mounting supports, and the plurality of mounting supports are fixedly arranged on the wing back beam;
the guide supports are matched with the mounting supports and comprise a plurality of guide supports, the guide supports are respectively and fixedly mounted on the corresponding mounting supports, and spline connection parts and screw connection parts are arranged on the guide supports;
Torsion bar subassembly, including a plurality of, torsion bar subassembly installs two adjacent between the direction support, torsion bar subassembly includes torsion bar main part, the one end of torsion bar main part is provided with free end universal joint (402), free end universal joint (402) are connected with one through free end spline (401) the cooperation of direction support, the other end of torsion bar main part is provided with stiff end universal joint (405), stiff end universal joint (405) are connected through stiff end stop screw (406) and adjacent one the cooperation of direction support, wherein, the overlap joint volume of free end spline (401) is greater than two adjacent the variation of distance between the direction support.
2. The large aircraft flap actuation system flexible linkage transmission of claim 1 wherein the mounting bracket is mounted to the wing back beam by bolts.
3. The large aircraft flap actuation system flexible linkage transmission of claim 2 wherein the guide mount and the mounting mount are of an integrally formed construction.
4. A large aircraft flap actuation system flexible rod system transmission according to claim 3, wherein one of the guide abutments is provided on the wing back beam at 1 to 1.2 meter intervals by the mounting abutment.
5. The large aircraft flap actuation system flexible linkage transmission of claim 1, wherein the torsion bar body comprises a torsion bar section and a sleeve section (404), the torsion bar section and the sleeve section (404) being connected by a shear pin (403).
6. The large aircraft flap actuation system flexible linkage transmission of claim 1, wherein the distance between two adjacent guide abutments varies Δl by:
Δl＝Δl1+Δl2+Δl3
wherein Δl 1 is the length change of each torsion bar assembly caused by temperature change, Δl 2 is the length change of each torsion bar assembly caused by installation error, and Δl 3 is the length change of the flap actuation system caused by wing deformation.
7. The large aircraft flap actuation system flexible linkage transmission of claim 6, wherein the temperature change induced respective torsion bar assembly length change Δl 1 is:
Δl1＝(α1-α2)×Δt×ln
Where α 1 is the linear thermal expansion coefficient of the torsion bar assembly, α 2 is the linear thermal expansion coefficient of the connection structure, Δt is the temperature change value, and l n is the initial length of each torsion bar assembly.
8. The large aircraft flap actuation system flexible linkage transmission of claim 7, wherein the installation error-induced respective torsion bar assembly length variations Δl 2 are:
Torsion bar assembly length variation at non-wing body interface:
Δl2＝Δlocn+Δlenn
Torsion bar assembly length variation at wing body interface:
Δl2＝Δlocn+Δlenn+ΔS_loc
Where Δloc n is the mounting tolerance of each guide mount, Δlen n is the length tolerance of each torsion bar assembly, and Δs_loc is the tolerance at the wing-to-fuselage interface.
9. The large aircraft flap actuation system flexible rod system transmission of claim 8, wherein the wing deformation causes a flap actuation train length change Δl 3 to be:
Δl3＝l'n-ln
Where l' n is the distance between adjacent guide abutments after deformation of the wing, and l n is the distance between adjacent guide abutments during installation of the torsion bar assembly.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111652891.5A CN114954911B (en) | 2021-12-30 | 2021-12-30 | Flexible rod system transmission device of large aircraft flap actuating system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111652891.5A CN114954911B (en) | 2021-12-30 | 2021-12-30 | Flexible rod system transmission device of large aircraft flap actuating system |
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| Publication Number | Publication Date |
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| CN114954911A CN114954911A (en) | 2022-08-30 |
| CN114954911B true CN114954911B (en) | 2024-09-06 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202111652891.5A Active CN114954911B (en) | 2021-12-30 | 2021-12-30 | Flexible rod system transmission device of large aircraft flap actuating system |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101314409A (en) * | 2008-07-10 | 2008-12-03 | 周武双 | Swallow type inclined rotation rotorcraft |
| CN111516857A (en) * | 2020-04-30 | 2020-08-11 | 庆安集团有限公司 | Flap distributed driving system |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7802756B2 (en) * | 2000-02-14 | 2010-09-28 | Aerovironment Inc. | Aircraft control system |
| CN203047529U (en) * | 2012-11-21 | 2013-07-10 | 中国航空工业集团公司西安飞机设计研究所 | Adjusting device |
-
2021
- 2021-12-30 CN CN202111652891.5A patent/CN114954911B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101314409A (en) * | 2008-07-10 | 2008-12-03 | 周武双 | Swallow type inclined rotation rotorcraft |
| CN111516857A (en) * | 2020-04-30 | 2020-08-11 | 庆安集团有限公司 | Flap distributed driving system |
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| Publication number | Publication date |
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| CN114954911A (en) | 2022-08-30 |
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