CN115848613A - Distributed seamless active flexible wing - Google Patents

Abstract

The invention designs a distributed seamless active flexible wing. The wing is composed of multiple sections of independent wing sections, each wing section can independently change the camber in a distributed mode, and each independent variable camber wing section is composed of a steering engine, a sectional hinged wing rib and a sliding skin. And two adjacent wing sections are connected by a flexible film, so that the deformation between the distributed variable camber wing sections is continuous and smooth. Compared with the wings of the traditional passenger plane, the invention adopts a scheme of distributed active flexible deformation, realizes the functions of the traditional flaps and ailerons through the independent flexible deformation of each wing section, reduces the mechanism complexity of the wings and lightens the weight of the wings; on the other hand, the whole wing is seamless, so that a gap is not generated when the control surface acts, the airflow separation generated by the gap is avoided, the pneumatic efficiency is improved, the pneumatic noise is weakened, and the method is a very potential seamless control surface mode in the future.

Description

A distributed seamless active flexible wing

technical field

The invention belongs to the technical field of aircraft design, in particular to a distributed seamless active flexible trailing edge wing.

Background technique

The wing of an airliner is the main component that generates lift, which needs to meet the requirements of high lift-to-drag ratio during cruise, high lift during take-off, and high lift and high drag during landing. In order to meet these requirements, low-speed ailerons, high-speed ailerons, flaps, slats, speed brakes and other components are arranged on the rigid wing. These parts only work under specific conditions, and under different flight conditions, there are always some parts that will not work, thus causing dead weight.

The deformation schemes of active flexible wings mainly include span deformation, chord deformation, torsional deformation, and plane shape deformation. The spanwise deformation can change the dihedral angle and span, and can change the stability and lift-drag ratio of the aircraft; the chordwise deformation can change the camber of the airfoil on the control wing section, and only rely on the chordwise deformation to meet the needs of the aircraft under different working conditions during flight. Requirements; torsional deformation changes the torsion angle of each wing section; plane shape deformation changes the wing area, sweep angle, etc.

Chordal deformation is one of the directions with great potential. Most of today's chordwise deformable flexible wings have the following problems:

1. There is no transition between the wing sections. When the deformation of each wing section is different, there will be gaps, which will cause airflow separation and deteriorate the lift-drag characteristics of the aircraft.

2. The irregular deformation of the wing increases the aerodynamic noise.

Therefore, it is necessary to propose a distributed seamless active flexible wing with chord deformation.

Contents of the invention

According to one aspect of the invention there is provided an airfoil with a distributed seamless trailing edge, characterized by:

Spars, ribs, skins, steering mechanisms, wing transition structures.

The spars are the main load-bearing parts of the wings, and two of them are made of wooden laminates. The first spar is placed at 30% of the chord length and the second spar is placed at 50% of the chord length. For connecting the wings on the left and right sides, the present invention uses a rectangular carbon tube to pass through the ribs of the left and right wing inner wing sections.

The wing ribs are divided into front and rear sections, the front section is a rigid wing rib with mounting holes for steering gear; the rear section is a flexible wing rib, and the lower edge of the flexible wing rib is bonded to the rear spar. Between the upper and lower edges of the flexible rib is a pillar hinged to the two, which ensures that the rib will not collapse without affecting the bending of the flexible rib. The flexible trailing edge of each wing segment contains three of said flexible ribs. The middle flexible rib is driven by the steering gear, which drives the left and right flexible ribs to change their curvature. The three flexible ribs respectively have two circular holes at the front end and the rear end of the flexible trailing edge, and the first connecting rod and the second connecting rod are respectively inserted in the circular holes at the front end and the rear end of the ribs. This ensures the overall deformation coordination of the wing section.

The skin, used to maintain the aerodynamic shape, is supported by ribs. The front half of each wing is covered with wooden panels and heat-shrinkable skins, while each wing section of the second half is covered with a piece of PET flexible skin on the surface of the flexible trailing edge mechanism, and the PET flexible skin on the lower surface is bonded to At the bottom of the skin supporting device, the front end of the PET flexible skin on the upper surface is fixed in the skin chute and allowed to slide along the chord direction.

The operating mechanism is used to drive the trailing edge to change the camber. In some embodiments, the steering mechanism includes a steering gear and a connecting rod. There is a steering gear in each wing section, and the steering gear is installed on the steering gear mounting hole of the middle rib with bolts. The driving force of the steering gear is transmitted to the middle connection point of the flexible trailing edge mechanism through a connecting rod, so that the entire flexible The trailing edge changes curvature.

wing transition structure. Two adjacent wing sections and between the wing sections and the end plates are connected by a silica gel film. The silicone film and the PET flexible skin are bonded with special silicone glue.

The mechanism that each wing segment at the trailing edge can deform independently and the surface of the wing is smooth and continuous is as follows:

Since each wing section is equipped with a steering gear, the steering gear can be controlled independently, and the silicone film can withstand large deformations, so each wing section can deform independently without being limited by other wing sections.

Adjacent wing sections, and between wing sections and end plates are connected by silica gel films. When the wing section is deformed between the upper and lower limit positions, the silicone film will deform accordingly to keep the surface of the wing smooth and continuous.

Description of drawings

Fig. 1 is the internal structure of the flexible wing according to one embodiment of the present invention;

Figure 2 is a flexible mechanism according to an embodiment of the present invention;

Figure 3 is a skin arrangement according to one embodiment of the invention;

Fig. 4 is the operating range of the flexible mechanism according to an embodiment of the present invention.

Figure Explanation Mark

Detailed ways

The internal structure of the flexible wing of the embodiment of the present invention will be described in detail below in conjunction with the accompanying drawings.

Fig. 1 is an internal structure of a flexible wing according to an embodiment of the present invention. Front spar (11), rear spar (12) are the parts that wing mainly bears bending moment, make with 2mm basswood laminate. Wing box (3) is the part that wing mainly bears torque.

Insert the carbon square tube (21) into the outer rigid rib square hole (4111), the middle rigid rib square hole (4121), and the side rigid rib square hole (4131) in the inner wing sections of both sides of the wing, and use the first bolt (22) and the second bolt (23) are locked.

Glue is used to bond the outer rib connection area (4011), the middle rib connection area (4021), the inner rib connection area (4031) and the rear spar (12).

Each wing section has three flexible ribs, outer flexible rib (401), middle flexible rib (402), inner flexible rib (403); three rigid ribs, outer rigid rib (411), middle rigid rib Rib (412), Inner Rigid Rib (413). The three flexible ribs are equipped with front connecting rods (51) to maintain the coordinated deformation of the front portion of the flexible ribs; similarly, a rear connecting rod (52) is installed to maintain the coordinated deformation of the rear portion of the flexible ribs.

Figure 2 is a flexible mechanism according to one embodiment of the invention. The first pillar (711), the second pillar (712), and the third pillar (713) are respectively hinged to the first pair of lugs (701), the second pair of lugs (702), and the third pair of flexible ribs with bolts. Ear pieces (703). The middle rigid rib (412) is provided with a steering gear mounting hole (4122), and the steering gear (61) is installed on the steering gear mounting hole (4122). The driving rod (63) is connected to the rudder arm (62) and the connecting hole (64) of the driving rod.

A PET skin (42) covers the surface of the flexible trailing edge mechanism. The PET skins (42) on the upper and lower surfaces are respectively bonded to the top and bottom of the outer flexible rib (401), the middle flexible rib (402), the inner flexible rib (403), and the second spar (12). The unbonded PET skin (42) on the upper surface is placed in the skin chute (43), and can slide along the chord direction. When the middle flexible rib (402) is deformed driven by the driving link (63), the outer flexible rib (401) and the inner flexible rib (403) deform together with the middle flexible rib (402). The PET skin on the lower surface of the wing bends together with the flexible ribs, and the PET skin (42) on the upper surface of the wing slides along the skin chute (43) while bending. The deformation of each wing segment is determined by an independently controlled servo.

Figure 3 is a skin arrangement according to one embodiment of the invention. Each side wing has three wing sections respectively, the outer wing section (81), the middle wing section (82), and the inner wing section (83). The wing tip plate (91) and the wing root end plate (92) are cut from carbon plates.

The PET skin is cut from a PET film with a thickness of 0.2mm, and is bonded on the flexible ribs and the rear spar with white latex (12). The heat-shrinkable skin is covered on the wing box (3).

The 0.1mm-thick silicone skin is bonded with special silicone glue to adjacent wing sections, and between wing sections and end plates. Because the silicone skin has good elasticity. In the experiment, as long as the deflection angle of the steering gear is within the range of ±30°, the entire wing can be deformed in a coordinated manner.

Fig. 4 is the operating range of the flexible mechanism according to an embodiment of the present invention. When the deflection angle of the steering gear (61) was 0°, the airfoil of each wing segment was NACA4412. When the deflection angle of the steering gear (61) is the upper limit angle, the curvature of the flexible trailing edge bends up to the maximum degree, that is, the upper limit position; when the deflection angle of the steering gear (61) is the lower limit angle, the curvature of the flexible trailing edge bends down to the maximum The degree is the lower limit position.

The mechanism that each wing segment at the trailing edge can deform independently and the surface of the wing is smooth and continuous is as follows:

Since each wing section is equipped with a steering gear, the steering gear can be controlled independently, and the silicone film can withstand large deformations, so each wing section can deform independently without being limited by other wing sections.

Adjacent wing sections, and between wing sections and end plates are connected by silica gel films. When the wing section is deformed between the upper and lower limit positions, the silicone film will deform accordingly, keeping the surface of the wing smooth and continuous.

The beneficial effects of the present invention are mainly reflected in:

Compared with the mainstream rigid wing, the flexible wing of the present invention does not have mechanisms such as ailerons and flaps, so it has less mechanism complexity.

Each airfoil maintains a smooth and continuous surface during the deformation process, and the silicone skin between the adjacent airfoils and between the airfoil and the end plate also remains smooth and continuous. Compared with the mainstream rigid wing, the flexible wing of the present invention is less prone to airflow separation and has smaller aerodynamic noise.

The maximum lift-to-drag ratio at different flight speeds and heights can be achieved by adjusting the curvature of the flexible trailing edge of each wing segment, so the flexible wing of the invention can make the flight envelope of the aircraft larger.

Claims (3)

1. An airfoil having a distributed seamless flexible trailing edge, the main features of which include: Front spar (11), rear spar (12), are the main moment bearing parts of wing, make with 2mm basswood laminate. The leading edge wing box (3) is the part that the wing mainly bears the torque. Insert the carbon square tube (21) into the outer rigid rib square hole (4111), the middle rigid rib square hole (4121), and the side rigid rib square hole (4131) in the inner wing sections of both sides of the wing, and use the first bolt (22) and the second bolt (23) are locked. Glue is used to bond the outer rib connection area (4011), the middle rib connection area (4021), the inner rib connection area (4031) and the rear spar (12). Each wing section has three flexible ribs, outer flexible rib (401), middle flexible rib (402), inner flexible rib (403); three rigid ribs, outer rigid rib (411), middle rigid rib Rib (412), Inner Rigid Rib (413). The three flexible ribs are equipped with front connecting rods (51) to maintain the coordinated deformation of the front portion of the flexible ribs; similarly, a rear connecting rod (52) is installed to maintain the coordinated deformation of the rear portion of the flexible ribs. The first pillar (711), the second pillar (712), and the third pillar (713) are respectively hinged to the first pair of lugs (701), the second pair of lugs (702), and the third pair of flexible ribs with bolts. Ear pieces (703). The middle rigid rib (412) is provided with a steering gear mounting hole (4122), on which the steering gear (61) is installed. The driving rod (63) is connected to the rudder arm (62) and the connecting hole (64) of the driving rod. A PET skin (42) covers the surface of the flexible trailing edge mechanism. The PET skins (42) on the upper and lower surfaces are respectively bonded to the top and bottom of the outer flexible rib (401), the middle flexible rib (402), the inner flexible rib (403), and the second spar (12). The unbonded PET skin (42) on the upper surface is placed in the skin chute (43), which can slide along the chord direction. When the middle flexible rib (402) is deformed driven by the driving link (63), the outer flexible rib (401) and the inner flexible rib (403) deform together with the middle flexible rib (402). The PET skin on the lower surface of the wing bends together with the flexible ribs, and the PET skin (42) on the upper surface of the wing slides along the skin chute (43) while bending. The deformation of each wing segment is determined by an independently controlled servo, which gives the controller six degrees of freedom. Each side wing has three wing sections respectively, the outer wing section (81), the middle wing section (82), and the inner wing section (83). The wing tip plate (91) and the wing root end plate (92) are cut from carbon plates. The PET skin is cut from 0.2mm thick PET film. It is bonded on the flexible ribs and the rear spar (12) with white latex. The heat-shrinkable skin is covered on the wing box (3). The silicone skin is bonded with special glue for silicone to adjacent wing segments, and between wing segments and end plates. Because the silicone skin has good elasticity. In the experiment, as long as the deflection angle of the steering gear is within the range of ±30°, the entire wing can be deformed in a coordinated manner. 2. The wing according to claim 1, characterized in that: The deformation of each wing segment is not limited by the deformation of other wing segments, and the deformation range is shown in Figure 4. There are three flexible ribs in each wing segment, and the servo drives the middle flexible rib. To achieve the same deformation of the three flexible ribs, two carbon round tubes are used to connect the three flexible ribs. The half-span length of the wing is 933mm, the width of the silicone skin between the outer end plate and the outer wing section, the inner end plate and the inner wing section is 48.5mm, the width of the silicone skin between the wing sections is 93mm, and the PET skin on the trailing edge of the wing section Width 216mm. The PET skin is 0.2mm thick, and the silicone skin is 0.1mm thick. After testing, such an arrangement of the silicone skin and the PET skin can just keep the surface of the wing smooth under various deformation conditions, and the proportion of the silicone skin area is the smallest. Silicone skin and PET skin are flexibly bonded with silicone special glue, and proper pre-tightening force is applied to the silicone skin during bonding. This improves the out-of-plane stiffness of the silicone skin and keeps the surface of the silicone skin flat. 3. The wing according to claim 1, characterized in that: Aerodynamic torsion: By changing the camber of the wing to distribute the lift on different wing segments, the elliptical lift distribution can be approximated to reduce the induced drag. Extended flight envelope: Select the appropriate camber at a certain flight altitude and speed to increase the lift-to-drag ratio. The replacement of the high-lift device: during take-off and landing, increase the camber of each wing section to achieve the effect of high-lift. The camber of the inner wing section is larger than that of the outer wing section, which reduces the wing root bending moment. Replacement of high-speed ailerons and low-speed ailerons: when flying at high speed, the aircraft relies on the deformation of the inner wing section to adjust the roll angle; when flying at low speed, it relies on the deformation of the outer wing section to adjust the roll angle. The method to realize these functions: pre-set the conditions of take-off, landing, cruising, maneuvering, etc. to match them, and switch according to the flight conditions during flight. (a is the amount of aileron rudder, v is the airspeed, is the roll angle, and is the deflection angle of the steering gear).

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