CN107487440A - A kind of deformable flexible oil storage wing of scounting aeroplane - Google Patents

Abstract

The invention discloses a kind of deformable flexible oil storage wing of scounting aeroplane, including wing-body, one cam of installation inside the aerofoil profile edge of wing-body, cam endoporus embedded rotating motor, the stator rotating shaft of electric rotating machine is fixedly connected on rib front end, and cam is in close contact the elastic deformation covering of wing-body；The present invention is rotated, adjustment leading edge of a wing point position by cam by setting cam mechanism, so as to change covering leading edge shape, reaches the purpose for improving lift, the present invention also has the characteristics of simple in construction, cheap.

Description

A deformable telescopic oil storage wing of an unmanned reconnaissance aircraft

technical field

The present invention belongs to the technical field of unmanned reconnaissance aircraft, and in particular relates to a deformable telescopic oil storage wing of an unmanned reconnaissance aircraft.

Background technique

The research of unmanned reconnaissance aircraft has become a hot topic in the development of today's aviation industry. However, in the actual operation process, there are generally problems such as low fuel capacity, small range, and easy to be destroyed by high-speed fighter jets. Trace it to its cause, one: Unmanned reconnaissance aircraft needs large fuel capacity and needs good stealth performance. Adding auxiliary fuel tanks will inevitably affect the stealth and maneuverability of the aircraft; second: due to the excessive resistance of the aircraft during flight, the engine consumes too much aviation fuel, causing pollution and energy waste; third: when facing high-speed fighter jets , the speed of escape is crucial. Shrinking the wing section of the pure oil storage aircraft can reduce the span length, thereby achieving the effect of increasing the speed of the aircraft.

The wing design method of traditional aircraft is divided into two steps. First, according to a certain flight state of the aircraft (such as attack state, cruise state, etc.), the shape of the wing is optimized, and then the wing shape that can meet this shape requirement is designed. Load bearing structure, and then complete the design work of the wing. The wing designed by this two-step design method can only have good aerodynamic performance in a certain airspace range and a certain speed range, but cannot always maintain good aerodynamic performance in the entire flight envelope range, which inevitably makes The performance of the aircraft cannot be brought out well, and the variant technology of the aircraft is expected to be an effective way to solve this problem.

Contents of the invention

The technical problem to be solved by the present invention is to provide a deformable telescopic oil storage wing of an unmanned reconnaissance aircraft, adjust the shape of the leading edge of the wing to increase the lift force, and solve the above-mentioned problems in the prior art.

The technical solution adopted by the present invention is: a deformable telescopic oil storage wing of an unmanned reconnaissance aircraft, including a wing body, a cam is installed inside the front edge of the airfoil of the wing body, and the inner hole of the cam is embedded in a rotating motor to rotate The stator rotating shaft of the motor is fixedly connected to the front end of the wing rib, and the cam is in close contact with the elastically deformable skin of the wing body.

Preferably, the slider crank mechanism is symmetrically arranged above and below the inner rib of the wing body, the slider crank mechanism includes a crank and a slider hinged to the crank, the other end of the crank is connected to a crank drive motor, and the stator shaft of the crank drive motor is fixedly connected On the ribs, the sliders are movably embedded in fixed runners on the skin.

Preferably, the above-mentioned wing body is a telescopic structure, which is driven to expand and contract by a hydraulic cylinder.

A cam mechanism is installed inside the leading edge of the airfoil. When the body is flying at different speeds, the shape of the leading edge of the wing is adjusted to achieve the purpose of increasing lift. Because the lift of the airfoil is related to the pressure difference between the upper and lower airfoils, and the pressure difference between the upper and lower airfoils is related to the velocity of the upper and lower surfaces, by adjusting the cam mechanism at the leading edge, under different incoming flows, The velocity of the airflow flowing through the leading edge to the upper airfoil reaches a larger value, so that the pressure on the upper airfoil is smaller, and the pressure difference between the upper and lower airfoils is larger, thereby improving the lift.

Beneficial effects of the present invention: Compared with the prior art, the present invention adjusts the position of the leading edge point of the wing by setting the cam mechanism and rotating the cam, thereby changing the shape of the leading edge of the skin to achieve the purpose of improving the lift force. The present invention also has The structure is simple and the price is cheap.

Description of drawings

Fig. 1 is a structural representation of the present invention;

Fig. 2 is a schematic diagram of the cam connection structure;

Fig. 3 is a schematic diagram of the connecting structure of the slider crank mechanism;

Fig. 4 is a curve diagram of the change of the lift coefficient with the rise of the leading edge point;

Fig. 5 is a graph showing the variation of the drag coefficient with the rise of the leading edge point;

Fig. 6 is a graph showing the change of drag coefficient with the thickness of the airfoil;

Figure 7 is a graph showing the change of lift-drag ratio with the thickness of the airfoil.

detailed description

The present invention will be further introduced below in conjunction with the accompanying drawings and specific embodiments.

Embodiment: as shown in Fig. 1-Fig. 7, a kind of deformable retractable oil storage wing of unmanned reconnaissance aircraft comprises wing body 1, and a cam 2 is installed inside the airfoil leading edge of wing body 1, and cam 2 The inner hole is embedded with the rotating motor 3, the rotating shaft of the stator of the rotating motor 3 is fixedly connected to the front end of the wing rib 4, the cam 2 is in close contact with the elastically deformable skin 5 of the wing body 1, and the rotating shaft of the stator of the rotating motor 3 is fixedly connected through the frame 14 On the wing rib 4, the rotating shaft of the rotating electrical machine 3 is fixed as a stator, and the shell fixedly connected with the coil is used as a rotor.

Preferably, the slider crank mechanism 6 is symmetrically arranged on the upper and lower sides of the inner rib 4 of the wing body 1. The slider crank mechanism 6 includes a crank 7 and a slider 8 hinged to the crank. The other end of the crank 7 is connected to a crank drive motor 9. The stator shaft of the crank drive motor 9 is fixedly connected to the wing rib 4, and the slider 8 is movably embedded in the fixed chute 10 on the skin 5. The crank drive motor 9 is of the same type as the rotary motor 3, and the outer shell is a rotor. The stator shaft of the crank drive motor 9 is fixedly connected to the base 13, and the base 13 is fixedly connected to the wing rib 4. The contact surface of the fixed chute 10 connected to the skin is a curved surface, and the notch of the fixed chute 10 is arc-shaped. Block 9 is arc-shaped for the contact notch surface.

In the separation area of the upper wing surface, the turbulent flow area will dissipate more energy than the laminar flow area, which is not conducive to energy saving and emission reduction. A crank slider mechanism is installed inside the wing, and the outer skin on the upper surface of the wing is connected through the crank , under different flow conditions, by adjusting the slider crank mechanism, the shape and curvature of the upper airfoil can be changed, so that the turning point of the upper airfoil can be moved back as much as possible, so that the turbulent flow area can be reduced as much as possible, and the separation area can be reduced , in order to achieve the goal of saving energy, which is of great help to reduce the energy consumption of reconnaissance aircraft and improve its cruising time.

Preferably, the above-mentioned wing body 1 is a telescopic structure, driven by a hydraulic cylinder to expand and contract, the inner end of the telescopic section 11 is connected to the cylinder, and the outer end is connected to the movable wing.

Preferably, an aileron 12 is provided at the rear end of the above-mentioned wing body 1 .

When the wing strength and other conditions permit, oil can be stored in the wing, so that the unmanned reconnaissance aircraft can store more fuel, thereby improving its cruising time and mileage. In the same type of unmanned reconnaissance aircraft The advantages are more prominent.

The expansion and contraction deformation of the wing can greatly change the wingspan, aspect ratio, wetted area, etc., which is one of the ways to realize the deformation of the aircraft. The wing adopts the combination of fixed wing and retractable wing. The expansion and contraction of the telescopic part can achieve functions such as changing the wingspan of the wing, thereby improving its performance to a greater extent.

All in all, the present invention can increase the lift of the reconnaissance aircraft, save energy and achieve the purpose of energy saving and emission reduction by adding cams, crank slider mechanisms, oil storage and various devices for retractable wings in the wings. The oil storage capacity of the aircraft is increased, its cruising distance and flight time are improved, and various performances of the aircraft are improved.

Low-speed aircraft often adopt a round-headed and pointed-tail-shaped airfoil, and its leading edge radius and thickness are relatively large; with the increase of aircraft speed, the leading edge radius and thickness of the optimal airfoil gradually decrease, and the conventional non-deformable wing The radius and thickness of the leading edge are fixed, and cannot be adjusted accordingly to achieve the best flight performance as the speed changes. In order to make the aircraft achieve the best aircraft performance as far as possible at any speed, the wing must be designed to be variable. The simplified structure of the variable wing is shown in Figure 1:

The wing skin is made of flexible and deformable material, which elastically deforms under the movement of the cam mechanism and the connecting rod mechanism, which plays a role in changing the position of the leading edge point of the wing and the thickness of the airfoil.

Cam mechanism, installed on the wing rib, is used to change the position of the leading edge point.

Crank-slider mechanism, three arranged on the upper and lower airfoils, fixed on the ribs, used to change the thickness of the airfoil.

The retractable wing 11 is a small wing located inside the main wing, and is used to change the wingspan when flying at different speeds.

Ailerons 12, the same as normal wings, control the rolling motion of the aircraft.

The change of the leading edge point and the thickness of the wing are controlled by the set cam and slider crank mechanism as shown in Table 1 and Table 2 respectively:

Analysis of airfoil results

1) The analysis results of the lift force affected by mechanism braking in the take-off state

The increase of lift force during take-off plays a very important role in the improvement and improvement of take-off performance. How to increase its lift coefficient during take-off is of great significance to the aircraft. By adding a cam mechanism near the leading edge, the leading edge can be effectively changed. The radius and the curvature of the leading edge can be used to find the optimal airfoil through the optimization of the leading edge of the airfoil. Through the movement of the cam mechanism, the curvature of the leading edge can be continuously changed. Through this continuous change, the maximum CL can be found Corresponding to the data at the leading edge, the change of the lift coefficient with the curvature of the leading edge can be obtained by comparing the ten sets of data through Xfoil software, as shown in Figure 4.

It can be seen from Figure 4 that the lift coefficient approximately increases as the point at the leading edge moves up, so increasing the curvature of the upper airfoil near the leading edge will increase the lift coefficient, which will greatly improve and improve the take-off performance. However, as the curvature near the leading edge of the upper wing increases, the drag coefficient will also increase, as shown in Figure 5.

And the lift-to-drag ratio is constantly decreasing. Considering the changes of various coefficients, because the improvement of lift force during take-off is the most important optimization purpose, the point with the largest lift force coefficient in the image is selected as the data of the leading edge of the aircraft when it takes off. Through the continuous change of the cam mechanism, this is selected as the take-off airfoil.

The purpose of the change of the leading edge of the airfoil and the cam mechanism is to improve the take-off performance of the aircraft, which can increase the lift force when the aircraft takes off. This helps the aircraft to take off faster and more smoothly.

2) The results of the drag analysis of the braking effect of the mechanism in the endurance state

The change of the thickness of the deformable wing is realized by the micro link mechanism installed on the wing rib. As the angular position of the link mechanism changes, the flexible skin will be under the joint action of the link support force and the skin tension. , always fit the connecting rod, so that the thickness of the airfoil changes, in order to change the resistance of the aircraft. When cruising, small resistance can increase the range; when landing, high resistance can shorten the landing distance.

In order to verify how the change of the airfoil thickness affects the aircraft drag, the classic NACA0012 airfoil (the airfoil thickness is 12%) is used as the original model, and the airfoil is thickened with a step size of 0.005 on the basis of its thickness. 5 sets of data: the thicknesses are 0.125, 0.13, 0.135, 0.14, 0.145 respectively; the airfoil is thinned down with a step of -0.005, and 5 sets of data are obtained: the thicknesses are 0.115, 0.11, 0.105, 0.10, 0.995, and then use Fluent The software optimizes the modified airfoil and calculates the drag coefficient of the wing.

The parameters of the airfoil in the Fluent software are set as: Mach number 0.7, Reynolds number 3,000,000, airfoil angle of attack 3.75 degrees. The optimized airfoils are calculated to obtain the drag coefficients of different airfoils under the environmental parameters. The following are the calculation results of 3 airfoils:

Taking the variation of the airfoil thickness relative to the original NACA0012 airfoil as the abscissa, and the drag coefficient as the ordinate, the calculation results are arranged and plotted as shown in 6:

It can be seen from Figure 7 that the drag coefficient is positively correlated with the thickness of the airfoil by changing the airfoil through the mechanism, that is, the drag coefficient decreases with the decrease of the airfoil thickness and increases with the increase of the airfoil thickness. The lift-to-drag ratio increases as the thickness of the airfoil decreases.

Therefore, when the aircraft is cruising, the micro link mechanism rotates to a small angle to reduce the supporting force on the skin material. Under the action of tension, the skin material will follow the movement of the link mechanism to reduce the thickness of the airfoil, thereby reducing The resistance of the aircraft reduces fuel consumption and increases the range of the aircraft; when the aircraft lands, the micro-link mechanism rotates to a large angle to lift the skin material, so that the overall skin material expands in the direction of increasing wing thickness, and the wing thickness can be increased. increase, the resistance increases, which can effectively shorten the landing distance.

Climbing: The rotation of the cam mechanism at the leading edge can drive the leading edge point and its nearby points to undergo slight upward or downward deformation, thereby changing the characteristics of the leading edge of the airfoil. According to the data analysis of the software calculation results, it can be known that: the leading edge point Upward deformation increases the lift coefficient of the airfoil; when the aircraft takes off or climbs, the leading edge cam rotates, driving the leading edge to move up slightly. At this time, the lift coefficient of the aircraft is higher than that of the undeformed one, which can effectively shorten the take-off distance and Climb time, improve aircraft performance.

Cruising: the rotation of the miniature link mechanism 2 can change the thickness of the airfoil. When the link mechanism turns to 90 degrees, the link mechanism will push the wing skin outward, and the flexible skin will deform under the supporting force so that The thickness of the wing increases slightly; when the connecting rod mechanism rotates from 90 degrees to a small angle, the supporting force of the mechanism on the skin gradually decreases, and the skin material will make the skin always fit the connecting rod mechanism under the action of tension. Thereby reducing the thickness of the airfoil.

Analysis of the calculation results shows that: the drag coefficient of the aircraft increases with the increase of the airfoil thickness, and decreases with the decrease of the airfoil thickness; when the aircraft is cruising, the connecting rod mechanism 2 turns to a small angle, reducing the The thickness of the mold can reduce the resistance of the aircraft and effectively improve the range of the aircraft.

Landing: During the landing process of the aircraft, the connecting rod mechanism 2 rotates in the direction of 90 degrees to increase the thickness of the airfoil, which can increase the resistance of the aircraft and effectively shorten the landing run distance.

High and low speed flight: The retractable wing is driven by the contraction structure located inside the wing, which can effectively change the length and area of the wing to meet the different needs of the aircraft for low-speed flight and high-speed flight.

When flying at low speed, the contraction structure pushes the winglets to move outward, increasing the span length and wing area of the aircraft, and improving the low-speed flight performance of the aircraft.

When flying at high speed, the contraction structure retracts the winglets protruding from the main wing, reducing the wing span and wing area, thereby reducing the resistance encountered by the aircraft when flying at high speed, and improving high-speed flight performance.

The above is only a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Anyone skilled in the art can easily think of changes or substitutions within the technical scope disclosed in the present invention. Should be covered within the protection scope of the present invention, therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims (3)

1. A deformable telescopic oil storage wing of an unmanned reconnaissance aircraft, characterized in that it includes a wing body (1), and a cam (2) is installed inside the leading edge of the wing body (1), and the cam (2) The inner hole is embedded with the rotating motor (3), the rotating shaft of the stator of the rotating motor (3) is fixedly connected to the front end of the wing rib (4), and the cam (2) is in close contact with the elastically deformed skin (5) of the wing body (1) ). 2. A deformable telescopic oil storage wing of an unmanned reconnaissance aircraft according to claim 1, characterized in that: the upper and lower ribs (4) of the wing body (1) are symmetrically arranged with a crank slider mechanism (6 ), the crank-slider mechanism (6) includes a crank (7) and a slider (8) hinged with the crank, the other end of the crank (7) is connected to a crank drive motor (9), and the crank drive motor (9) is fixed to the stator shaft Connected to the wing rib (4), the slider (8) is movably embedded in the fixed chute (10) on the skin (5). 3. The deformable telescopic oil storage wing of an unmanned reconnaissance aircraft according to claim 1, characterized in that: the wing body (1) is a telescopic structure, which is driven to expand and contract by a hydraulic cylinder.