CN111959816A - Pneumatic design method for improving high-low speed performance of flying wing layout aircraft - Google Patents
Pneumatic design method for improving high-low speed performance of flying wing layout aircraft Download PDFInfo
- Publication number
- CN111959816A CN111959816A CN202010681898.9A CN202010681898A CN111959816A CN 111959816 A CN111959816 A CN 111959816A CN 202010681898 A CN202010681898 A CN 202010681898A CN 111959816 A CN111959816 A CN 111959816A
- Authority
- CN
- China
- Prior art keywords
- wing
- design
- thickness
- aircraft
- low speed
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F5/00—Designing, manufacturing, assembling, cleaning, maintaining or repairing aircraft, not otherwise provided for; Handling, transporting, testing or inspecting aircraft components, not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/10—Shape of wings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/36—Structures adapted to reduce effects of aerodynamic or other external heating
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Manufacturing & Machinery (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
Abstract
The invention discloses a pneumatic design method for improving high and low speed performance of a flying wing layout aircraft, which comprises the following steps: 1) optimizing the relative thickness design of the wing root airfoil; 2) optimizing the relative thickness design of the wing tip airfoil; 3) optimizing the number of sweepback angles of the front edge of the wing; 4) optimizing the design of a trapezoidal wing with a small aspect ratio at the wing tip of the wing; 5) the proportion design of the thickness of the side edge strip of the fuselage in the thickness of the local chord length is optimized. The invention ensures that the airplane has larger available lift coefficient during low-speed take-off and landing and maneuvering operation by aiming at the flying wing layout, simultaneously considers the design requirements of smaller aerodynamic resistance, higher lift-drag ratio and larger resistance divergence Mach number during high-speed flight, and realizes the common promotion of high and low performance; the method is simple, good in practicability and high in reliability, does not increase the structural complexity, and has a large popularization and application value.
Description
Technical Field
The invention relates to the technical field of airplane aerodynamic design, in particular to an aerodynamic design method for improving high and low speed performance of a flying wing layout airplane.
Background
The increasingly complex flight environment makes the advanced aircraft have higher and higher requirements on aerodynamic performance and stealth performance, the flying wing layout aircraft cancels horizontal tails and vertical tails, the main part of the aircraft body is hidden in the wings, the layout mode has the advantages of small air resistance, high aerodynamic efficiency and very large lift-drag ratio due to the fact that the whole aircraft is a lifting surface, meanwhile, the flying wing layout aircraft has small radar reflection area and good stealth performance due to the fact that the tail wing is cancelled and the fused design of the wing body is adopted, and therefore the flying wing layout aircraft has wide attention and becomes one of the hot spots of current aircraft design and research.
In the development of flying wing layout airplanes, it was found that although this layout has its own natural advantages, there are some technical bottlenecks. In the low-speed take-off and landing stage, the aircraft is required to have a larger available lift coefficient so as to reduce the flight speed as much as possible and shorten the sliding distance to achieve the required field performance, and the required field performance is generally realized by increasing the wing area, because the flying wing layout aircraft has no tail wing, and the separation of wings or control surfaces is sensitive to the influence of longitudinal moment, the large attack angle characteristic is poorer, and the available lift coefficient is smaller; meanwhile, in order to balance the low head moment of the body when the flying wing layout aircraft takes off and lands, the flap provides negative lift force, so that the layout aircraft cannot adopt the flap to carry out high lift. However, the increase of the wing area causes the increase of the aerodynamic drag and the deterioration of the high-speed performance of the airplane, which is in contradiction with the original design of the flying wing layout for improving the cruising efficiency and the flying speed by utilizing the excellent aerodynamic performance. Therefore, the design with both high and low speed is one of the main technical problems to be solved in the aerodynamic design of the flying wing layout aircraft.
Disclosure of Invention
The invention aims to provide a pneumatic design method for improving the high-low speed performance of a flying wing layout aircraft, which can realize the common improvement of the low-speed performance and the high-speed performance so as to meet the requirements of a flying wing layout aircraft taking-off and landing field, maneuverability and high-speed flight.
The invention is realized by the following technical scheme: a pneumatic design method for improving high and low speed performance of a flying wing layout aircraft comprises the following steps:
(1) optimizing the relative thickness design of the wing root airfoil, wherein the relative thickness of the wing root airfoil is 11% -13%;
(2) optimizing the relative thickness design of a wing tip airfoil, wherein the relative thickness of the wing tip airfoil is 9% -11%;
(3) optimizing the number of swept angles of the leading edge of the wing, wherein the number of swept angles of the leading edge of the wing ranges from 30 degrees to 40 degrees;
(4) the design of the trapezoidal wing with the small aspect ratio at the wing tip of the wing is optimized, and specifically comprises the sweep angle number design, the span length design and the aspect ratio design of the trapezoidal wing, wherein the sweep angle number of the trapezoidal wing is 40-60 degrees, the span length design is 12-20 percent of the full span length of an airplane, and the aspect ratio is 1-1.5;
(5) the design of the thickness of the side edge strip of the airplane body in proportion to the thickness of the local chord length is optimized, and the thickness of the side edge strip of the airplane body accounts for 1.5% -4.5% of the thickness of the local chord length.
The working principle of the technical scheme is that through the optimized design of wing profiles, the wing root and the wing tip respectively adopt high-lift low-resistance profiles with moderate relative thicknesses, so that the high-lift low-resistance wing has a large available lift coefficient at low speed, and the low-resistance design at high speed is also considered. The wing profile with the moderate wing root thickness can ensure the structural space of the wing, and is convenient for the arrangement of the landing gear, the oil tank and the task load; meanwhile, the wing tip chord length is small, and the wing section with moderate thickness can reduce the difficulty of result design and the structural weight of the airplane. The design of large sweepback angle can effectively reduce the wing inflow speed in high-speed flight, delay the resistance divergence Mach number, further reduce the shock wave resistance and improve the high-speed flight performance. The outer wing section is designed with a trapezoidal wing with small aspect ratio, namely, the wing tip is chamfered, and the sweepback angle of the leading edge of the trapezoidal wing is larger than that of the leading edge of the wing. The small aspect ratio design of the outer wing section ensures that the wingtip separation vortex is controlled not to spread at the wingtip, so that the aerodynamic efficiency of the whole wing is not influenced by wingtip separation; meanwhile, the design of a larger sweep angle relative to the front edge of the wing can further reduce the speed of the wing tip, ensure that the whole-aircraft flow separation does not occur at the wing tip at first, and further delay the stall of the wing tip, and the design can obviously improve the cruise lift-drag ratio and the resistance divergence characteristic of the aircraft. By reasonably designing the side edge strips of the airplane body, the separation of the wings is delayed by utilizing the powerful interference formed by the shedding vortexes generated by the side edge strips and the upper surfaces of the wings, the large attack angle characteristic of the airplane is improved, and the airplane has a larger available lift coefficient; meanwhile, the edge strips can induce vortex lift force, and the available lift force coefficient can be increased. The design utilizes the larger available lift coefficient under the large attack angle to meet the requirements of the airplane on the lift coefficient in low-speed take-off and landing and maneuvering operation, so that the aerodynamic resistance in high-speed flight can be reduced by properly reducing the wing area, the high-speed flight performance is further improved, and the design of high and low speed performance is realized.
In order to better implement the method of the present invention, further, in the step (1), the relative thickness of the wing root airfoil is 11.5%.
In order to better implement the method of the present invention, further, in the step (2), the relative thickness of the wing tip airfoil is 10%.
In order to better implement the method of the present invention, further, in the step (3), the number of swept-forward angles of the leading edge of the wing is 35 °.
In order to better implement the method of the present invention, further, in the step (4), the sweep angle degree of the trapezoidal wing is 50 °, the spanwise length is 14.3% of the full spanwise length of the airplane, and the aspect ratio is 1.28.
In order to better implement the method of the present invention, further, in the step (5), the optimized thickness of the fuselage side edge strip is designed in proportion to the thickness of the local chord length, and the thickness of the fuselage side edge strip is 3% of the thickness of the local chord length.
Compared with the prior art, the invention has the following advantages and beneficial effects:
(1) the invention aims at the flying wing layout airplane, and realizes the common promotion of high and low performance by a series of pneumatic means including adopting a high-lift low-resistance wing type with moderate relative thickness, a large sweepback angle design, a small aspect ratio trapezoid wing design of an outer wing section and a design of a side edge strip of a fuselage, thereby ensuring that the airplane has a larger available lift coefficient during low-speed take-off and landing and maneuvering operation, simultaneously considering the design requirements of smaller aerodynamic resistance, higher lift-drag ratio and larger resistance divergence Mach number during high-speed flight;
(2) the method is simple, good in practicability and high in reliability, does not increase the structural complexity, and has a large popularization and application value.
Drawings
Other features, objects and advantages of the invention will become more apparent upon reading of the detailed description of non-limiting embodiments with reference to the following drawings:
FIG. 1 is an overall block diagram of a flying wing aircraft of the present invention;
FIG. 2 is a schematic view of the thickness of the wing root profile of the flying wing aircraft according to the present invention;
FIG. 3 is a schematic view of the thickness of the wing tip profile of the flying wing aircraft of the present invention;
FIG. 4 is a cross-sectional view of a fuselage-side edge strip of an aircraft having a flying wing configuration in accordance with the present invention;
FIG. 5 is a schematic diagram of edge vortex generated by a fuselage-side edge strip of an aircraft having a flying wing configuration according to the present invention;
FIG. 6 is a low-speed lift characteristic curve of a wind tunnel experiment result of a flying wing layout aircraft according to the present invention;
FIG. 7 is a high-speed lift drag characteristic curve of a flying wing layout aircraft in a wind tunnel test result according to the present invention;
FIG. 8 is a curve of minimum drag with Mach number variation of a flying wing aircraft in wind tunnel test results according to the present invention.
Wherein: 1-wing root wing type, 2-wing tip wing type, 3-wing leading edge sweepback angle, 4-wing tip small aspect ratio trapezoidal wing, and 5-fuselage side edge strip.
Detailed Description
The present invention will be described in further detail with reference to the following examples for the purpose of making clear the objects, process conditions and advantages of the present invention, but the embodiments of the present invention are not limited thereto, and various substitutions and modifications can be made according to the common technical knowledge and the conventional means in the art without departing from the technical idea of the present invention described above, and the specific examples described herein are only for explaining the present invention and are not intended to limit the present invention. Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
Example 1:
the embodiment provides a pneumatic design method for improving high and low speed performance of an all-wing aircraft, which comprises the following steps of optimizing the relative thickness of a wing root wing type 1, the relative thickness of a wing tip wing type 2, a wing leading edge sweepback angle 3, a wing tip small-aspect-ratio trapezoidal wing 4 and the proportion of the thickness of a side edge strip 5 of a fuselage to the thickness of a local chord length.
The structure of the optimized flying wing layout aircraft is shown in figure 1, the aerodynamic performance of the aircraft is evaluated and verified through numerical simulation and wind tunnel tests aiming at the designed aerodynamic appearance, and the result shows that the flying wing layout aircraft obtained by the aerodynamic design method has the advantages of large stall attack angle at low speed, high available lift coefficient, large drag divergence Mach number at high speed and high lift-drag ratio, and the common lifting design of high and low speed performance is realized. The wing profile adopts the high-lift low-resistance profile with moderate relative thickness, ensures that the wing profile has larger available lift coefficient at low speed, and simultaneously considers the low-resistance design at high speed. In order to ensure that the root of the wing has enough structure and loading space, the thickness of the wing root airfoil 1 is larger than that of the wing tip airfoil 2, the relative thickness of the wing root airfoil 1 is designed to be 11% -13%, and the relative thickness of the wing tip airfoil 2 is designed to be 9% -11%.
In order to improve high-speed performance, shock wave resistance is reduced and resistance divergence Mach number is improved by designing a larger wing leading edge sweepback angle, and meanwhile, in order to consider low-speed performance, the wing leading edge sweepback angle 3 cannot be designed to be too large. Through simulation analysis, the 3-wing leading edge sweepback angle is designed to be 30-40 degrees, and the high-low speed performance of the airplane can be considered.
In order to further improve lift-drag ratio and resistance divergence Mach number and improve high-speed performance, and simultaneously control the wing tip vortex not to diffuse towards the inner wing section so as to ensure that the separation of the wing tip does not influence the aerodynamic characteristics of the whole aircraft, the sweepback angle of the wing tip small-aspect-ratio trapezoidal wing is designed to be 10-20 degrees larger than the sweepback angle of the front edge of the wing, the spanwise length is designed to be 12-20 percent of the spanwise length of the whole aircraft, and the spanwise ratio is designed to be 1-1.5 by combining simulation analysis and wind tunnel test results, so that the cruise lift-drag ratio and resistance divergence characteristics can be obviously improved, and the low-speed performance is not greatly influenced.
In order to improve the low-speed take-off and landing performance and the maneuvering operation capacity, the thickness of the edge strip 5 at the side of the airplane body accounts for 1.5-4.5% of the thickness of the local chord length, the lift force of the detached vortex generated under a large attack angle and the vortex induced by the edge strip 5 at the side of the airplane body is delayed by utilizing the beneficial interference generated by the detached vortex and the upper airfoil surface, the large attack angle characteristic of the airplane can be improved, and the airplane has a large available lift coefficient; meanwhile, the design of the side edge strip 5 of the side edge of the fuselage does not influence the high-speed cruising performance at medium and small attack angles.
Example 2:
in this embodiment, on the basis of the above embodiments, the specific parameter design of each structure of the flying wing layout aircraft is further perfected, as shown in fig. 2, fig. 3, fig. 4, and fig. 5, the relative thickness of the wing root airfoil 1 is 11.5%, the relative thickness of the wing tip airfoil 2 is 10%, the sweep angle of the wing leading edge is 3 degrees, the sweep angle of the trapezoidal wing is 35 degrees, the sweep angle of the trapezoidal wing is 50 degrees, the span length is 14.3% of the full span length of the aircraft, and the aspect ratio is 1.28. The thickness of the side edge strip of the airplane body accounts for the thickness of the local chord length, and the thickness of the side edge strip of the airplane body accounts for 3% of the thickness of the local chord length.
Specific wind tunnel test results show that as shown in fig. 6, 7 and 8, the stall angle of attack of the airplane at low speed is greater than 14 degrees, the maximum available lift coefficient is greater than 1.0, the maximum lift-drag ratio at high speed is greater than 15.0, and the drag divergence mach number is greater than 0.8, so that the problem that the high-speed and low-speed design of the flying wing layout airplane cannot be considered simultaneously is solved through simple aerodynamic design. Other parts of this embodiment are the same as those of the above embodiment, and are not described again.
While embodiments of the invention have been shown and described, it will be understood by those of ordinary skill in the art that: various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.
Claims (6)
1. A pneumatic design method for improving high and low speed performance of a flying wing layout aircraft is characterized by comprising the following steps:
(1) optimizing the relative thickness design of the wing root airfoil, wherein the relative thickness of the wing root airfoil is 11% -13%;
(2) optimizing the relative thickness design of a wing tip airfoil, wherein the relative thickness of the wing tip airfoil is 9% -11%;
(3) optimizing the number of swept angles of the leading edge of the wing, wherein the number of swept angles of the leading edge of the wing ranges from 30 degrees to 40 degrees;
(4) the design of the trapezoidal wing with the small aspect ratio at the wing tip of the wing is optimized, and specifically comprises the sweep angle number design, the span length design and the aspect ratio design of the trapezoidal wing, wherein the sweep angle number of the trapezoidal wing is 40-60 degrees, the span length design is 12-20 percent of the full span length of an airplane, and the aspect ratio is 1-1.5;
(5) the design of the thickness of the side edge strip of the airplane body in proportion to the thickness of the local chord length is optimized, and the thickness of the side edge strip of the airplane body accounts for 1.5% -4.5% of the thickness of the local chord length.
2. The aerodynamic design method for improving high and low speed performance of an all-wing aircraft according to claim 1, wherein in the step (1), the relative thickness of the wing root profile is 11.5%.
3. The aerodynamic design method for improving high and low speed performance of a flying wing layout aircraft as claimed in claim 1 or 2, wherein in the step (2), the relative thickness of the wing tip profile is 10%.
4. The aerodynamic design method for improving high and low speed performance of an all-wing aircraft according to claim 3, wherein in the step (3), the number of swept-back angles of the leading edge of the wing is 35 °.
5. The aerodynamic design method for improving the high and low speed performance of an all-wing aircraft according to claim 1 or 2, characterized in that in the step (4), the sweep angle degree of the trapezoidal wing is 50 °, the spanwise length is 14.3% of the full spanwise length of the aircraft, and the aspect ratio is 1.28.
6. The aerodynamic design method for improving the high and low speed performance of the flying wing layout aircraft as claimed in claim 1 or 2, wherein in the step (5), the optimized proportion of the thickness of the fuselage side edge strip to the thickness of the local chord length is designed, and the thickness of the fuselage side edge strip accounts for 3% of the thickness of the local chord length.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010681898.9A CN111959816B (en) | 2020-07-15 | 2020-07-15 | Pneumatic design method for improving high-low speed performance of flying wing layout aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202010681898.9A CN111959816B (en) | 2020-07-15 | 2020-07-15 | Pneumatic design method for improving high-low speed performance of flying wing layout aircraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111959816A true CN111959816A (en) | 2020-11-20 |
| CN111959816B CN111959816B (en) | 2022-04-08 |
Family
ID=73361798
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202010681898.9A Active CN111959816B (en) | 2020-07-15 | 2020-07-15 | Pneumatic design method for improving high-low speed performance of flying wing layout aircraft |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN111959816B (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112478127A (en) * | 2020-12-04 | 2021-03-12 | 中国航空工业集团公司沈阳飞机设计研究所 | Flying wing unmanned aerial vehicle with geometry twists reverse structure |
| CN112926132A (en) * | 2021-01-28 | 2021-06-08 | 西北工业大学 | Fixed wing airfoil aerodynamic shape design method considering influence of three-dimensional effect |
| CN113626935A (en) * | 2021-08-16 | 2021-11-09 | 成都飞机工业（集团）有限责任公司 | Design method of transonic crescent wing with high cruising efficiency |
| CN113626934A (en) * | 2021-08-16 | 2021-11-09 | 成都飞机工业（集团）有限责任公司 | Wing multi-configuration coordinated design method for flying wing layout unmanned aerial vehicle |
| CN114239135A (en) * | 2021-11-29 | 2022-03-25 | 中国航发沈阳发动机研究所 | Overall performance and stealth comprehensive matching optimization design method for combat aircraft |
| CN115092414A (en) * | 2022-07-05 | 2022-09-23 | 中国人民解放军国防科技大学 | Ring control airfoil pneumatic and electromagnetic stealth combined optimization method |
| CN115158694A (en) * | 2022-06-30 | 2022-10-11 | 中国航天空气动力技术研究院 | Method for improving longitudinal static stability of coupled wing layout through wedge wings |
| CN116729619A (en) * | 2023-05-10 | 2023-09-12 | 西北工业大学 | High lift-drag ratio low detectable moment accurate control airfoil family suitable for flying wing layout |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5072894A (en) * | 1989-10-02 | 1991-12-17 | Rockwell International Corporation | Apparatus and method for increasing the angle of attack operating range of an aircraft |
| CN101547829A (en) * | 2006-10-18 | 2009-09-30 | Aerion公司 | Highly efficient supersonic laminar flow wing |
| CN103569351A (en) * | 2013-11-10 | 2014-02-12 | 中国航空工业集团公司哈尔滨空气动力研究所 | Canard with double-rear-sweep-angle leading edge |
| CN107472511A (en) * | 2017-08-03 | 2017-12-15 | 北京航空航天大学 | The pneumatic rudder face of the Flying-wing's aircraft coordinated based on spoiler and trailing edge rudder face |
| CN108100212A (en) * | 2018-01-29 | 2018-06-01 | 中国空气动力研究与发展中心高速空气动力研究所 | A kind of adaptive response body Flying-wing fighter plane of low aspect ratio |
| CN109050918A (en) * | 2018-09-20 | 2018-12-21 | 四川垚磊科技有限公司 | A kind of low speed target drone aerodynamic arrangement |
| CN111332464A (en) * | 2020-03-02 | 2020-06-26 | 中国空气动力研究与发展中心高速空气动力研究所 | Distributed propulsion flying wing aircraft |
-
2020
- 2020-07-15 CN CN202010681898.9A patent/CN111959816B/en active Active
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5072894A (en) * | 1989-10-02 | 1991-12-17 | Rockwell International Corporation | Apparatus and method for increasing the angle of attack operating range of an aircraft |
| CN101547829A (en) * | 2006-10-18 | 2009-09-30 | Aerion公司 | Highly efficient supersonic laminar flow wing |
| CN103569351A (en) * | 2013-11-10 | 2014-02-12 | 中国航空工业集团公司哈尔滨空气动力研究所 | Canard with double-rear-sweep-angle leading edge |
| CN107472511A (en) * | 2017-08-03 | 2017-12-15 | 北京航空航天大学 | The pneumatic rudder face of the Flying-wing's aircraft coordinated based on spoiler and trailing edge rudder face |
| CN108100212A (en) * | 2018-01-29 | 2018-06-01 | 中国空气动力研究与发展中心高速空气动力研究所 | A kind of adaptive response body Flying-wing fighter plane of low aspect ratio |
| CN109050918A (en) * | 2018-09-20 | 2018-12-21 | 四川垚磊科技有限公司 | A kind of low speed target drone aerodynamic arrangement |
| CN111332464A (en) * | 2020-03-02 | 2020-06-26 | 中国空气动力研究与发展中心高速空气动力研究所 | Distributed propulsion flying wing aircraft |
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112478127A (en) * | 2020-12-04 | 2021-03-12 | 中国航空工业集团公司沈阳飞机设计研究所 | Flying wing unmanned aerial vehicle with geometry twists reverse structure |
| CN112926132B (en) * | 2021-01-28 | 2022-11-04 | 西北工业大学 | Fixed wing airfoil aerodynamic shape design method considering influence of three-dimensional effect |
| CN112926132A (en) * | 2021-01-28 | 2021-06-08 | 西北工业大学 | Fixed wing airfoil aerodynamic shape design method considering influence of three-dimensional effect |
| CN113626935B (en) * | 2021-08-16 | 2023-09-29 | 成都飞机工业（集团）有限责任公司 | Design method of transonic moon-shaped wing with high cruising efficiency |
| CN113626934A (en) * | 2021-08-16 | 2021-11-09 | 成都飞机工业（集团）有限责任公司 | Wing multi-configuration coordinated design method for flying wing layout unmanned aerial vehicle |
| CN113626935A (en) * | 2021-08-16 | 2021-11-09 | 成都飞机工业（集团）有限责任公司 | Design method of transonic crescent wing with high cruising efficiency |
| CN113626934B (en) * | 2021-08-16 | 2023-12-08 | 成都飞机工业（集团）有限责任公司 | Multi-configuration coordination design method for unmanned aerial vehicle wing with flying wing layout |
| CN114239135A (en) * | 2021-11-29 | 2022-03-25 | 中国航发沈阳发动机研究所 | Overall performance and stealth comprehensive matching optimization design method for combat aircraft |
| CN115158694A (en) * | 2022-06-30 | 2022-10-11 | 中国航天空气动力技术研究院 | Method for improving longitudinal static stability of coupled wing layout through wedge wings |
| CN115092414A (en) * | 2022-07-05 | 2022-09-23 | 中国人民解放军国防科技大学 | Ring control airfoil pneumatic and electromagnetic stealth combined optimization method |
| CN115092414B (en) * | 2022-07-05 | 2024-02-02 | 中国人民解放军国防科技大学 | Annular quantity control airfoil pneumatic and electromagnetic stealth combined optimization method |
| CN116729619A (en) * | 2023-05-10 | 2023-09-12 | 西北工业大学 | High lift-drag ratio low detectable moment accurate control airfoil family suitable for flying wing layout |
| CN116729619B (en) * | 2023-05-10 | 2023-11-17 | 西北工业大学 | High lift-drag ratio low detectable moment accurate control airfoil family suitable for flying wing layout |
Also Published As
| Publication number | Publication date |
|---|---|
| CN111959816B (en) | 2022-04-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN111959816B (en) | Pneumatic design method for improving high-low speed performance of flying wing layout aircraft | |
| JP5361893B2 (en) | Wing tip feather including paired stationary feathers and associated systems and methods | |
| CN108995803B (en) | Foldable wave rider pneumatic layout structure and method of supersonic passenger plane | |
| CN108639339B (en) | Pneumatic layout of unmanned aerial vehicle | |
| CN109204777B (en) | Helicopter airfoil | |
| CN201023653Y (en) | Large aspect ratio sweep forward wings airplane pneumatic distribution | |
| CN111516871A (en) | Supersonic stealth unmanned aerial vehicle with pneumatic stealth integrated design | |
| CN210235305U (en) | Flying wing type airplane with variable outer wing sweepback angle and tiltable winglet | |
| CN105129090A (en) | Low resistance and low sonic boom layout supersonic aircraft | |
| CN105416587A (en) | Aerodynamic layout of aircraft with blended wing body | |
| CN112660381A (en) | Laminar flow control technology-based wing body fusion layout passenger plane layout method | |
| CN110816806B (en) | Cluster type bionic solar unmanned aerial vehicle | |
| CN113148105A (en) | Double-head wing body fusion low-detectable layout | |
| CN106828872B (en) | Using the high rear wing high altitude long time tandem rotor aircraft aerodynamic arrangement of support empennage | |
| CN203558201U (en) | Airplane wing | |
| US5249762A (en) | Strakes for landing speed reduction | |
| CN107264774A (en) | A kind of M shape wings high subsonic flight device aerodynamic arrangement of use leading edge braced wing | |
| CN111017190A (en) | Large-scale civil passenger plane of integration overall arrangement | |
| CN209008845U (en) | A kind of high aspect ratio wing of high lift-rising | |
| CN115924059A (en) | Single sweepback flying wing horizontal tail fusion pneumatic layout aircraft | |
| CN215972072U (en) | Unmanned aerial vehicle pneumatic layout | |
| CN210681131U (en) | Wing structure | |
| KR102669013B1 (en) | An aircraft wing and wing tip device | |
| CN116252944B (en) | High lift-drag ratio tight coupling double-wing pneumatic layout of medium-low Reynolds number micro aircraft | |
| CN105775108A (en) | Upper air propeller in externally-loaded layout |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |