CN112319771B - Flexible driver-based variable trailing edge camber rib - Google Patents
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- 210000002435 tendon Anatomy 0.000 claims abstract description 48
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- 238000011160 research Methods 0.000 description 3
- 230000008602 contraction Effects 0.000 description 2
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/18—Spars; Ribs; Stringers
- B64C3/187—Ribs
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Abstract
The invention discloses a flexible driver-based variable trailing edge camber rib which comprises a rib structure, a pneumatic tendon and a wing rear wall, wherein the rib structure is detachably connected to the wing rear wall, one end of the pneumatic tendon is connected with the wing rear wall, and the other end of the pneumatic tendon is connected with the rib structure. The effect is as follows: the compliant rib structure utilizes self deformation to generate smooth and continuous chord direction camber change within the allowable range of structural strength, so that the condition that air flow separation is generated too early due to abrupt change of an aerodynamic surface at a rotating shaft during deflection of a traditional rigid control surface can be avoided, the pressure distribution of the wing is improved, the lift-drag ratio of the wing under the same condition is improved, and the flight efficiency and performance of the aircraft at a multi-task point are improved.
Description
Technical Field
The invention relates to the technical field of aircraft structural design, in particular to a variable trailing edge camber rib based on a flexible driver.
Background
Conventional aircraft wing configuration designs are limited to only one particular flight regime, focusing on optimizing the flight efficiency and flight performance in that flight regime. The technology enables the aircraft to continuously and adaptively adjust the wing state according to the flight task and the change of the external environment in the flight process, plays the best aerodynamic characteristics in real time, maintains reasonable wing load, and enables the aircraft to fly in a cross-speed domain with the optimal performance and execute multi-task flight. Among the various branches of the variant wing, the chord-wise camber wing is one of the variant wing realization forms with the most research value at the present stage, and the ideal chord-wise camber wing is required to realize steady-state deformation with enough amplitude under the reliable driving action, keep the smooth and continuous aerodynamic appearance, and simultaneously have enough structural rigidity and strength to bear the aerodynamic load in the flying process.
The German aerospace center, 2000, published in Journal of INTELLIGENT MATERIAL SYSTEMS AND Structures, volume 11, 3, the belt-rib concept a structronic approach to variable camber, proposes a "belt rib" design. The band rib is formed of a closed shell and in-plane spokes which act as in-plane reinforcement supports and are hinged to the inner side of the shell. Unlike conventional ribs, belt ribs may deform in-plane. The scheme can realize the concept of flexibility of the distributed structure, and is suitable for the light variable camber wing structure.
The NASA and Boeing company set forth its co-ordinated "continuously variable camber trailing edge flap System" project in paper "A mission adaptive variable camber flap control system to optimize high lift and cruise lift to drag ratios of future n+3 transport aircraft" published in the 51 st AIAA aerospace science conference in 2013. The project aims at a B757 general transport plane and aims at developing a novel three-section smooth camber wing trailing edge driven by a memory alloy and a distributed motor in a combined mode. The project can enable the aircraft to realize the optimal lift-drag ratio on the multitasking point, can replace the traditional flap, achieves the aims of reducing drag and reducing fuel consumption, but is still in the development stage of the principle prototype at present.
In the article "flexible trailing edge self-adaptive wing conceptual design" published in aviation journal, volume 30, period 6 of the university of northwest industries, a multi-piece wing rib is connected through a connecting rod sliding block and a sliding hinge group to form a variable camber wing trailing edge structure, and meanwhile, systematic research on deflection configuration, controlled kinematic rules and pneumatic characteristics of the wing trailing edge structure is developed.
The research on the structural design of a chord-wise camber wing is carried out based on pneumatic tendons in the article A bio-inspired, active morphing skin for camber morphing structures issued by Harbin university of industry in 2015, volume 24, 3 of SMART MATERIALS AND Structure, the trailing edge of the wing can achieve a declination angle of 18 degrees at maximum. But the wing structure lacks an internal support structure and has limited overall load carrying capacity.
In the existing chord direction variable camber rib structure, the rib structure adopting the traditional mechanical structure is heavy and has lower driving efficiency; while structures that are deformed with elastic materials have limited load-bearing capacity due to lack of support inside.
Disclosure of Invention
Accordingly, the present invention provides a flexible drive based variable trailing edge camber rib that solves the above-mentioned problems of the prior art.
In order to achieve the above object, the present invention provides the following technical solutions:
According to a first aspect of the invention, a flexible driver-based variable trailing edge camber rib comprises a rib structure, an aerodynamic tendon and a wing rear wall, wherein the rib structure is detachably connected to the wing rear wall, one end of the aerodynamic tendon is connected with the wing rear wall, and the other end of the aerodynamic tendon is connected with the rib structure.
Further, the rib structure is a flexible structure formed by linear cutting, and comprises an upper wing surface outline unit, a central beam unit upper part substructure, a central beam unit middle main beam structure, a central beam unit lower part substructure, a lower wing surface outline unit and a longitudinal beam unit, as well as a first connecting bolt, a linear sliding rail and a sliding block; the wing rib structure is a wing trailing edge part and is connected with the wing rear wall through the root parts of the upper wing surface contour unit, the middle main girder structure of the central girder unit and the lower wing surface contour unit, wherein the upper wing surface contour unit, the middle main girder structure of the central girder unit and the wing rear wall are fixedly connected through the first connecting bolts, and the root parts of the lower wing surface contour unit and the wing rear wall are in sliding connection through the linear sliding rail and the sliding blocks; the upper airfoil profile unit and the lower airfoil profile unit are for maintaining a wing base airfoil.
Further, the central beam unit middle main beam structure is a main bearing and force transferring structure of the rib structure, and the curve of the central beam unit middle main beam structure is a cubic spline curve passing through four nodes, namely a first force input point, a second force input point, a first central beam unit middle main beam control point and a second central beam unit middle main beam control point.
Further, the upper substructure curve of the central beam unit is a quadratic curve passing through the three points, namely the upper substructure control point of the first central beam unit, the middle main beam control point of the second central beam unit and the upper substructure control point of the second central beam unit.
Further, the central beam unit lower substructure curve is a cubic spline curve passing through four nodes, namely a first central beam unit middle main beam control point, a first central beam unit lower substructure control point, a second central beam unit lower substructure control point and a third central beam unit lower substructure control point.
Further, the stringer unit is a straight beam, the curve of which is a straight line passing through the two nodes of the second force input point and the stringer control point (22).
Further, the upper airfoil profile unit, the central beam unit upper substructure, the central beam unit lower substructure, the stringer unit and the lower airfoil profile unit are beams having a thickness of 2.5 mm.
Further, the middle main beam structure of the central beam unit is a variable cross-section beam, and the change relation of the thickness z along with the abscissa x is as follows: z=3.37× -7x3-2.35×10-4x2 +0.03x+4.7.
Further, the pneumatic tendon structure further comprises a second connecting bolt, the total length of the pneumatic tendons is 400mm, the two pneumatic tendons are parallel to the rib structure and are respectively arranged on two sides of the rib structure, one end of each pneumatic tendon is connected to a first force input point of the rib structure force through the first connecting bolt, and the other end of each pneumatic tendon is connected to a second force input point of the rib structure force through the second connecting bolt.
Further, the two ends of the pneumatic tendon are respectively connected with the first force input point and the second force input point of the rib structure in a manner that a rotating shaft vertically penetrates through the rib structure, and the tail end of the pneumatic tendon is connected with the rotating shaft through bolts.
The invention has the following advantages:
1. The compliant rib structure utilizes self deformation to generate smooth and continuous chord direction camber change within the allowable range of structural strength, so that the condition that air flow separation is generated too early due to abrupt change of an aerodynamic surface at a rotating shaft during deflection of a traditional rigid control surface can be avoided, the wing pressure distribution is improved, the wing lift-drag ratio under the same condition is improved, and the flight efficiency and performance of an aircraft at a multi-task point are improved;
2. The compliant rib structure is formed by linear cutting, the components are simple to form, the self weight of the structure is light, the wing camber change depends on the elastic deformation of the structure rather than the traditional hinge connection, and the friction loss and the maintenance cost are reduced; the driving device is a pneumatic tendon, has a simple structure, and has a large output force self-weight ratio, so that the weight of the system is greatly reduced. Therefore, the total weight of the variable camber rib trailing edge structure formed by the compliant rib structure and the pneumatic tendons is far smaller than that of the traditional rigid flap and aileron system, and the variable camber rib trailing edge structure has obvious weight advantages in the structural design of an airplane.
3. In addition to the innovations in the form of structural configurations, the present invention also proposes on the drive means to drive inside the compliant rib structure with flexible driver pneumatic tendons.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. It will be apparent to those of ordinary skill in the art that the drawings in the following description are exemplary only and that other implementations can be obtained from the extensions of the drawings provided without inventive effort.
The structures, proportions, sizes, etc. shown in the present specification are shown only for the purposes of illustration and description, and are not intended to limit the scope of the invention, which is defined by the claims, so that any structural modifications, changes in proportions, or adjustments of sizes, which do not affect the efficacy or the achievement of the present invention, should fall within the ambit of the technical disclosure.
FIG. 1 is a block diagram of a variable trailing edge camber rib based on a flexible drive according to some embodiments of the invention.
Fig. 2 is a schematic view of a rib structure of a variable trailing edge camber rib based on a flexible drive according to some embodiments of the present invention.
In the figure: 1. the wing rear wall comprises a wing rear wall body, 2 parts of first connecting bolts, 3 parts of upper wing surface outline units, 4 parts of central beam unit upper substructures, 5 parts of central beam unit middle main beam structures, 6 parts of central beam unit lower substructures, 7 parts of longitudinal beam units, 8 parts of linear sliding rails, 9 parts of sliding blocks, 10 parts of pneumatic tendons, 11 parts of lower wing surface outline units, 12 parts of second connecting bolts, 13 parts of first force input points, 14 parts of second force input points, 15 parts of first central beam unit middle main beam control points, 16 parts of second central beam unit middle main beam control points, 17 parts of first central beam unit upper substructures, 18 parts of second central beam unit upper substructures, 19 parts of first central beam unit lower substructures, 20 parts of second central beam unit lower substructures, 21 parts of third central beam unit lower substructures, 22 parts of longitudinal beam control points.
Detailed Description
Other advantages and advantages of the present invention will become apparent to those skilled in the art from the following detailed description, which, by way of illustration, is to be read in connection with certain specific embodiments, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
The invention aims to provide a flexible driver-based variable trailing edge camber rib, which replaces a traditional rigid hinge driving mechanism, and a novel variable camber rib structure can replace a traditional flap structure, so that continuous smooth deformation is generated under a specific task working condition, airflow separation is delayed, and the aerodynamic efficiency of an airplane is improved.
The technical scheme adopted for solving the technical problems is as follows:
1. The method comprises the steps of designing a fully flexible compliant rib structure based on a compliant mechanism theory, integrally machining and forming the compliant rib structure through linear cutting, and specifically forming the compliant rib structure by an upper airfoil profile unit 3, a lower airfoil profile unit 4, a longitudinal beam unit 7 and a central beam unit, wherein the upper airfoil profile unit 3 and the lower airfoil profile unit 4 mainly bear the tasks of maintaining a basic airfoil profile, connecting with a skin and simultaneously transmitting aerodynamic force to a rib middle supporting structure and a wing rear wall 1; the longitudinal beam unit 7 separates the rib flexible deformation part and the follow-up part; the rib center sill unit is an important executive component of the compliant rib structure, and the rib center sill unit needs to bear aerodynamic force and transmit driving load to the upper and lower rib surfaces, and the characteristics which are considered to be relatively contradictory in terms of rigidity and flexibility are the advantages of the compliant rib structure.
2. The driving system based on the flexible driver pneumatic tendon design compliant rib structure has the unique advantages of being bendable, simple in structure and light in weight compared with the traditional rigid driver, and can be well applied to the wing rib with complex internal structure, limited installation space and weight sensitivity; the pneumatic tendon 10 generates axial contraction force through internal inflation, the output force self-weight ratio is large, the energy conversion rate is high, and the actuating stroke is large; the contraction force generated by the aerodynamic tendons 10 acts on the structure, and the elastic deformation of the compliant rib structure is used to generate the chord wise camber change of the overall wing.
Example 1
As shown in fig. 1 and 2, a flexible driver-based variable trailing edge camber rib in this embodiment includes a rib structure, an aerodynamic tendon 10, and a wing rear wall 1, the rib structure is detachably connected to the wing rear wall 1, one end of the aerodynamic tendon 10 is connected to the wing rear wall 1, and the other end of the aerodynamic tendon 10 is connected to the rib structure.
The technical effects achieved by the embodiment are as follows: the compliant rib structure utilizes self deformation to generate smooth and continuous chord direction camber change within the allowable range of structural strength, so that the condition that air flow separation is generated too early due to abrupt change of an aerodynamic surface at a rotating shaft during deflection of a traditional rigid control surface can be avoided, the wing pressure distribution is improved, the wing lift-drag ratio under the same condition is improved, and the flight efficiency and performance of an aircraft at a multi-task point are improved; the compliant rib structure is formed by linear cutting, the components are simple to form, the self weight of the structure is light, the wing camber change depends on the elastic deformation of the structure rather than the traditional hinge connection, and the friction loss and the maintenance cost are reduced; the driving device is a pneumatic tendon, has a simple structure, and has a large output force self-weight ratio, so that the weight of the system is greatly reduced. Therefore, the total weight of the variable camber rib trailing edge structure formed by the compliant rib structure and the pneumatic tendons is far smaller than that of the traditional rigid flap and aileron system, and the variable camber rib trailing edge structure has obvious weight advantages in the structural design of an airplane.
Example 2
As shown in fig. 1 and 2, the variable trailing edge camber rib based on the flexible driver in the present embodiment includes all the technical features in embodiment 1, except that the rib structure is a flexible structure formed by wire cutting, and includes an upper airfoil profile unit 3, a central beam unit upper substructure 4, a central beam unit middle main beam structure 5, a central beam unit lower substructure 6, a lower airfoil profile unit 11, and a stringer unit 7, and further includes a first connecting bolt 2, a linear slide rail 8, and a slider 9; the wing rib structure is a wing trailing edge part and is connected with the wing rear wall 1 through the root parts of the upper wing surface contour unit 3, the central beam unit middle main beam structure 5 and the lower wing surface contour unit 11, wherein the upper wing surface contour unit 3, the central beam unit middle main beam structure 5 and the wing rear wall 1 are fixedly connected through a first connecting bolt 2, and the root part of the lower wing surface contour unit 11 is in sliding connection with the wing rear wall 1 through a linear sliding rail 8 and a sliding block 9; the upper airfoil profile unit 3 and the lower airfoil profile unit 11 are used to maintain the wing base airfoil, so the unit curve is determined by the NACA0012 wing airfoil.
Optionally, the central beam unit central main beam structure 5 is a main load bearing and force transmitting structure of a rib structure, and the curve thereof is a cubic spline curve passing through four nodes of the first force input point 13, the second force input point 14, the first central beam unit central main beam control point 15 and the second central beam unit central main beam control point 16.
Alternatively, the center beam unit upper substructure 4 curve is a quadratic curve through the three points, the first center beam unit upper substructure control point 17, the second center beam unit middle main beam control point 16, and the second center beam unit upper substructure control point 18.
Optionally, the central beam unit lower substructure 6 curve is a cubic spline curve passing through four nodes, namely a first central beam unit central main beam control point 15, a first central beam unit lower substructure control point 19, a second central beam unit lower substructure control point 20, and a third central beam unit lower substructure control point 21.
Alternatively, the longitudinal beam unit 7 is a straight beam, the curve of which is a straight line through two nodes, the second force input point 14 and the longitudinal beam control point 22.
Alternatively, the upper airfoil profile unit 3, the central beam unit upper substructure 4, the central beam unit lower substructure 6, the stringer unit 7 and the lower airfoil profile unit 11 are beams having a thickness of 2.5 mm.
Optionally, the central beam unit middle main beam structure 5 is a variable cross-section beam, and the change relation of the thickness z along with the abscissa x is as follows: z=3.37× -7x3-2.35×10-4x2 +0.03x+4.7.
| Node name | Node position coordinates |
| First force input point 13 | [0，-15.00] |
| Second force input Point 14 | [400.00，-44.43] |
| First central beam unit middle main beam control point 15 | [209.57，31.77] |
| Second Central Beam Unit middle Main Beam control Point 16 | [294.26，3.80] |
| First central beam unit upper substructure control point 17 | [260.08，61.38] |
| Second Central Beam Unit upper substructure control Point 18 | [360.04，49.42] |
| First central beam unit lower substructure control point 19 | [144.14，-6.73] |
| A second central beam unit lower substructure control point 20 | [259.22，-42.72] |
| Third Central Beam Unit lower substructure control Point 21 | [240.08，-63.72] |
| Longitudinal beam control point 1 | [400.00，44.43] |
Optionally, the pneumatic tendon structure further comprises a second connecting bolt 12, the total length of the pneumatic tendons 10 is 400mm, the two pneumatic tendons 10 are parallel to the rib structure and are respectively arranged on two sides of the rib structure, one end of each pneumatic tendon 10 is connected to a first force input point 13 of the rib structure force through the first connecting bolt 2, and the other end of each pneumatic tendon 10 is connected to a second force input point 14 of the rib structure force through the second connecting bolt 12.
Alternatively, the two ends of the pneumatic tendon 10 are respectively connected with the first force input point 13 and the second force input point 14 of the rib structure in a manner that a rotating shaft vertically passes through the rib structure, and the tail end of the pneumatic tendon 10 is connected with the rotating shaft by using bolts.
The working principle of the embodiment is that the whole chord direction bending compliant rib structure bending process is as follows:
1. a chord direction deflection target instruction is issued according to the flight requirement;
2. the controller calculates according to the target bending degree and the real-time bending degree, obtains a control signal and inputs the control signal into the driving system;
3. The driving system controls the driver according to the control signal, namely, the driving force is generated by controlling the internal air pressure of the pneumatic tendon 10;
4. The driving force is applied to the compliant rib structure so that it can rapidly, stably and accurately achieve deflection of the target camber.
The embodiment relates to a self-adaptive variable camber rib, which replaces a traditional rigid hinge driving mechanism, and the novel variable camber rib structure can replace a traditional flap rib structure, generate continuous smooth deformation under specific task working conditions, exert optimal aerodynamic characteristics in real time, keep reasonable wing load, delay air flow separation and enable an aircraft to fly in a cross-speed domain and multi-task flight with optimal performance.
The wing trailing edge structure of the embodiment adopts the design method of the compliant structure, and a traditional rigid hinge linking mode is abandoned, so that the advantages of the compliant structure, such as cost reduction, part number reduction, assembly time reduction, manufacturing process simplification, precision improvement, weight reduction and abrasion reduction are exerted. The variable camber rib structure formed by the compliant structure is assembled on the wing rear wall as shown in the figure, the compliant structure is formed by a plurality of bending beam structures with unequal-thickness rectangular cross sections, and the variable camber rib structure is driven by the pneumatic tendon driver to transmit the input load of the actuator through the elastic deformation of the structure so as to drive the chord camber change of the whole rib.
The pneumatic tendons in the embodiment are used as actuators, 2 pneumatic tendons are arranged in the wing ribs along the chord direction, the pneumatic tendons change the internal air pressure through inflation, shrinkage force is generated to drive the main beams to elastically deform, and further the whole wing ribs are driven to generate bending change through an additional bending beam structure connected with the profile lines of the upper wing ribs and the lower wing ribs. The control system self-adaptively identifies the optimal camber airfoil through the flight working condition, and then generates an air pressure control signal to drive the pneumatic tendons to coordinate loading, so that the camber of the airfoil is stably and rapidly changed to a specified state.
The embodiment has obvious improvement on the aspects of mass reduction and stability improvement compared with the traditional camber wing system in terms of structural form and driver selection; the air-cushion type wing flap system has the advantages of replacing the traditional wing flap system, improving the aerodynamic efficiency of the aircraft, reducing aerodynamic noise and the like.
While the invention has been described in detail in the foregoing general description and specific examples, it will be apparent to those skilled in the art that modifications and improvements can be made thereto. Accordingly, such modifications or improvements may be made without departing from the spirit of the invention and are intended to be within the scope of the invention as claimed.
The terms such as "upper", "lower", "left", "right", "middle" and the like are also used in the present specification for convenience of description, but are not intended to limit the scope of the present invention, and the changes or modifications of the relative relationship thereof are considered to be within the scope of the present invention without substantial modification of the technical content.
Claims (5)
1. The variable trailing edge camber rib based on the flexible driver is characterized by comprising a rib structure, an aerodynamic tendon (10) and a wing rear wall (1), wherein the rib structure is detachably connected to the wing rear wall (1), one end of the aerodynamic tendon (10) is connected with the wing rear wall (1), and the other end of the aerodynamic tendon (10) is connected with the rib structure;
The wing rib structure is a flexible structure formed by linear cutting, and comprises an upper wing surface outline unit (3), a central beam unit upper part substructure (4), a central beam unit middle main beam structure (5), a central beam unit lower part substructure (6), a lower wing surface outline unit (11) and a longitudinal beam unit (7), and further comprises a first connecting bolt (2), a linear sliding rail (8) and a sliding block (9); the wing rib structure is a wing trailing edge part and is connected with the wing rear wall (1) through the root parts of the upper wing surface outline unit (3), the central beam unit middle main beam structure (5) and the lower wing surface outline unit (11), wherein the upper wing surface outline unit (3), the central beam unit middle main beam structure (5) and the wing rear wall (1) are fixedly connected through the first connecting bolt (2), and the root part of the lower wing surface outline unit (11) is in sliding connection with the wing rear wall (1) through the linear sliding rail (8) and the sliding block (9); the upper airfoil profile unit (3) and the lower airfoil profile unit (11) are used for maintaining a wing base airfoil;
the central beam unit middle main beam structure (5) is a main bearing and force transferring structure of a rib structure, and the curve of the central beam unit middle main beam structure is a cubic spline curve passing through four nodes, namely a first force input point (13), a second force input point (14), a first central beam unit middle main beam control point (15) and a second central beam unit middle main beam control point (16);
The curve of the upper substructure (4) of the central beam unit is a quadratic curve passing through three points, namely a first central beam unit upper substructure control point (17), a second central beam unit middle main beam control point (16) and a second central beam unit upper substructure control point (18);
The curve of the central beam unit lower substructure (6) is a cubic spline curve passing through four nodes, namely a first central beam unit middle main beam control point (15), a first central beam unit lower substructure control point (19), a second central beam unit lower substructure control point (20) and a third central beam unit lower substructure control point (21);
the longitudinal beam unit (7) is a straight beam, the curve of which is a straight line passing through two nodes, namely a second force input point (14) and a longitudinal beam control point (22).
2. A flexible drive based variable trailing edge camber rib according to claim 1, wherein the upper airfoil profile unit (3), the central beam unit upper substructure (4), the central beam unit lower substructure (6), the stringer unit (7) and the lower airfoil profile unit (11) are beams of thickness 2.5 mm.
3. A flexible drive based variable trailing edge camber rib according to claim 1, wherein the central beam unit central main beam structure (5) is a variable cross-section beam with a thickness z as a function of the abscissa x: z=3.37× - 7x3-2.35×10-4x2 +0.03x+4.7.
4. A flexible drive based variable trailing edge camber rib according to claim 1, further comprising a second connecting bolt (12), said aerodynamic tendons (10) having a total length of 400mm, two of said aerodynamic tendons (10) being parallel to and arranged on each side of said rib structure, one end of said aerodynamic tendons (10) being connected to a first force input point (13) of said rib structure force by means of said first connecting bolt (2), and the other end of said aerodynamic tendons (10) being connected to a second force input point (14) of said rib structure force by means of said second connecting bolt (12).
5. A flexible drive based variable trailing edge camber rib according to claim 4, wherein the pneumatic tendons (10) are connected at both ends to the rib structure force first force input point (13) and the second force input point (14) respectively in such a way that a rotation axis passes perpendicularly through the rib structure, and wherein the pneumatic tendons (10) are bolted to the rotation axis at their ends.
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| CN111688913A (en) * | 2020-05-26 | 2020-09-22 | 哈尔滨工业大学 | Dual-drive wing with variable span length and up-down dihedral angle |
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