CN112173065A - Be applied to wing of wing aircraft that verts - Google Patents
Be applied to wing of wing aircraft that verts Download PDFInfo
- Publication number
- CN112173065A CN112173065A CN202011021060.3A CN202011021060A CN112173065A CN 112173065 A CN112173065 A CN 112173065A CN 202011021060 A CN202011021060 A CN 202011021060A CN 112173065 A CN112173065 A CN 112173065A
- Authority
- CN
- China
- Prior art keywords
- wing
- trailing edge
- pneumatic device
- angle
- leading edge
- 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.)
- Pending
Links
Images
Classifications
-
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/28—Leading or trailing edges attached to primary structures, e.g. forming fixed slots
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Toys (AREA)
Abstract
The invention belongs to the technical field of vertical/short take-off and landing aircrafts, and particularly relates to a wing applied to a tilt wing aircraft. The aerodynamic device mainly comprises a wing main body, a wing trailing edge aerodynamic device and a wing leading edge aerodynamic device. The wing trailing edge pneumatic device is fixed on the wing main body trailing edge through a rotatable connecting mechanism, the wing leading edge pneumatic device is fixed on the wing leading edge, and a control device in the aircraft can automatically set the proper angle of the trailing edge pneumatic device according to the wing attack angle. By arranging the front and rear edge pneumatic devices for the wings, the influence of the attack angle on the lift force of the wings is artificially reduced, the attack angle of the wings with stall is greatly delayed, the lift force of the wings is controllable until the engine is erected to a high enough angle, the seamless connection from the wings to the engine can be realized by the control of the whole engine, and the controllability and the safety of a conversion stage are greatly improved.
Description
Technical Field
The invention belongs to the technical field of vertical/short take-off and landing aircrafts, and particularly relates to a wing applied to a tilt wing aircraft.
Background
The vertical take-off and landing aircraft can take off and land in a narrow place, can execute complex tasks in a wide range of fields from a long-distance high speed to a low-altitude low speed and the like, and is an important direction for the development of future aircrafts. The tilting wing aircraft is an important layout form, and has the advantages of simple tilting structure, more engines which can be arranged, propulsion engines which can be used for providing hovering thrust and the like.
The common tilting wing aircraft has low flying speed (below 0.7 Mach), more engines (more than 2), is difficult to use wings with larger forward and backward sweep angles or wings with small aspect ratio, and can only use straight wings with large aspect ratio or even wings with large aspect ratio or wings with small forward and backward sweep. The wing has the characteristics that the lift coefficient of the wing is influenced by the attack angle of the wing and is sensitive to change, and the stall occurs earlier. For a tilt wing aircraft, because an engine is fixed on wings, the wings must be lifted up in order to rotate the engine from a horizontal position required by flat flight to a vertical position required by hovering in a deceleration stage, the wings enter a deep stall state early, the control surfaces of the wings fail or even have adverse effects, the lifting force of the wings is not controllable any more, the controllability of the aircraft can be greatly reduced in the early stage of conversion, and the attitude of the aircraft can be controlled by adjusting the thrust of the engine again until the engine is erected to a certain angle.
The existing tilt wing aircraft generally selects wings with relatively small aspect ratio to reduce the sensitivity degree of the wings to an attack angle, and the tilt process is accelerated to reduce the influence caused by out-of-control lift force by increasing the conversion flight height, so that a relatively severe condition can be provided for the conversion process, the aircraft also enters a stage with difficult manipulation for a short time, and the unreliability of the deceleration stage of the aircraft is greatly increased.
Disclosure of Invention
The purpose of the invention is as follows: the wing applied to the aircraft with the tilting wings is provided, the front edge pneumatic device and the rear edge pneumatic device are arranged on the wing, the influence of the attack angle on the lift force of the wing is artificially reduced, the attack angle of the wing with stall is greatly delayed, the lift force of the wing is controllable until an engine is erected to a high enough angle, the seamless connection from the wing to the engine can be realized through the control of the whole aircraft, and the controllability and the safety of a conversion stage are greatly improved.
The technical scheme of the invention is as follows:
a wing for a tiltrotor aircraft, comprising: the aerodynamic device comprises a wing main body, a wing trailing edge aerodynamic device and a wing leading edge aerodynamic device;
the wing leading edge pneumatic device is arranged at the wing leading edge and can lead extra air to the upper surface of the wing;
the wing trailing edge pneumatic device is fixed on the wing main body trailing edge through a rotatable connecting mechanism; the trailing edge aerodynamic device may be deflected upwardly relative to the local airfoil chord line.
Further, the shape of the trailing edge pneumatic device is a flap rudder surface shape, and the width of the trailing edge pneumatic device is not less than 25% of the chord length of the motor vehicle.
Further, the wing trailing edge pneumatic device is hinged with the wing main body, the wing trailing edge pneumatic device starts to work when the incoming flow incidence angle of the wing exceeds 10 degrees, and the upward deflection angle value range of the wing trailing edge pneumatic device is within +/-10 degrees of the incoming flow incidence angle value of the wing.
Further, the wing trailing edge pneumatic device is connected with the wing main body through a sliding rail or a telescopic mechanism, the wing trailing edge pneumatic device starts to work when the incoming flow incidence angle of the wing exceeds 10 degrees, and the upward deflection angle value range of the wing trailing edge pneumatic device is within +/-10 degrees of the incoming flow incidence angle value of the wing.
Further, the wing trailing edge pneumatic device comprises a plurality of control surfaces and is connected with the wing main body through one or more structures of a hinge, a slide rail or a telescopic mechanism, the wing trailing edge pneumatic device starts to work when the incoming flow incidence angle of the wing exceeds 10 degrees, and the upward deflection angle of at least one control surface of the wing trailing edge pneumatic device is not less than the value of the incoming flow incidence angle of the wing minus 10 degrees.
Further, the wing leading edge aerodynamic device is a fixed or telescopic leading edge slat.
Further, the wing leading edge aerodynamic device is a fixed or telescopic vortex generator.
Further, the wing leading edge pneumatic device is a slotted blowing device, and is used for introducing air from an engine or other air sources inside the fuselage and blowing the air from the wing leading edge to the upper surface of the wing.
Further, the aspect ratio of the wing body is not less than 5. The above-described wing design is only applicable to high aspect ratio wings with aspect ratios greater than 5.
The invention has the beneficial effects that:
the invention provides a wing applied to a tilt wing aircraft, which can improve the controllable maximum attack angle of wing profile lift from about 15 degrees to about 40 degrees conventionally, and after the tilt wing aircraft is applied, the wing is matched with the influence of propeller slipstream, the controllable maximum attack angle of the whole wing lift can reach 50 degrees, and the lift can be effectively controlled after an engine is raised to 30 degrees. The lift control form of the whole aircraft is changed from the past 'efficient wing control (0-15 degrees) -inefficient or ineffective wing control (15-20 degrees) -inefficient or ineffective engine control (20-30 degrees) -efficient engine control (30-90 degrees)' into 'efficient wing control (0-30 degrees) -efficient wing and engine combined control (30-50 degrees) -efficient engine control (50-90 degrees)', so that the efficient control of the whole aircraft lift in the full incidence angle range is realized, and the control performance and the safety of the tilt wing aircraft in the conversion stage are greatly improved.
On the other hand, due to the fact that stall of the wing profile is greatly delayed after the flap system is used, the tilting wing aircraft can ignore the characteristic that the wing with the large aspect ratio is sensitive to the attack angle, and therefore the wing with the large aspect ratio and even the wing with the ultra-large aspect ratio is designed according to the cruise performance, the hovering performance or other requirements, the application range of the tilting wing aircraft is widened, and the cruise performance, the hovering performance and the mission performance of the tilting wing aircraft are improved. .
Drawings
FIG. 1 is a schematic view of a wing configuration for use in a tiltrotor aircraft;
FIG. 2 is a schematic view of a flat flight operation of a wing;
FIG. 3 is a schematic diagram of a high angle of attack flight of a wing;
description of numbering: 11 wing main bodies, 12 wing trailing edge pneumatic devices, 13 wing leading edge pneumatic devices, 14 connecting mechanisms and 15 control devices.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
A wing design structure applied to a tilt wing aircraft is shown in figure 1 and mainly comprises a wing main body 11, a wing trailing edge pneumatic device 12 and a wing leading edge pneumatic device 13. The wing trailing edge pneumatic device 12 is fixed on the trailing edge of the wing main body 11 through a rotatable connecting mechanism 14, the wing leading edge pneumatic device 13 is fixed on the wing leading edge, and a control device 15 located in the aircraft can automatically set the angle of the suitable trailing edge pneumatic device according to the attack angle of the wing.
The working principle is as follows:
the system operation in horizontal flight of the aircraft is shown in figure 2. The wing trailing edge pneumatic device has the same angle with the wing main body or within a smaller angle, and the upper surface and the lower surface of the wing main body only have a smaller included angle, so that the upper surface and the lower surface form a complete wing shape together. Meanwhile, under a smaller attack angle, the influence of the front edge pneumatic device on the airflow is smaller, and the common pneumatic effect of the front edge pneumatic device, the front edge pneumatic device and the front edge pneumatic device is similar to that of a common wing. Therefore, the normal operation of the wing under a small attack angle state is ensured.
The system working condition under the condition that the wing tilts and the wing attack angle is increased is shown in figure 3. The trailing edge device will deflect upwards relative to the wing body under the control of the hinge, so that the air flow will not produce large-area separation on the lower surface of the trailing edge device, and will not form strong backflow on the upper surface of the trailing edge. At the same time the leading edge devices will act to induce flow separation near the upper surface of the wing by creating turbulence or delivering flow to the upper surface of the wing or both. Therefore, the airflow separation condition of the front edge and the rear edge of the wing is controlled, and the flow field on the upper surface of the wing becomes stable and controllable.
The high-aspect-ratio wing has an aspect ratio larger than 5, is sensitive to an incoming flow incidence angle and is easy to stall, and the specific expression form of the high-aspect-ratio wing is that airflow separation on the upper surface of the wing does not flow along the surface of the wing any more; at the trailing edge of the wing, airflow can not be separated at a sharp point, the airflow can bypass the sharp point of the trailing edge and be attached to the upper surface of the trailing edge, and the airflow is separated on the upper surface of the trailing edge after going backwards for a section, so that the wing can not work normally.
The purpose of the wing trailing edge pneumatic device in the design is as follows: under the working condition of a large attack angle, the sharp point of the trailing edge of the wing is moved upwards to reduce the air pressure on the lower surface of the trailing edge of the wing, so that the airflow is not easy to bypass the trailing edge and is accurately separated at the trailing edge of the wing, therefore, the trailing edge device has the chord length size exceeding 25 percent, otherwise, the air pressure distribution of the wing cannot be adjusted when the size is too small; the wing trailing edge pneumatic device begins to deflect upwards when the wing incoming flow incidence angle exceeds 10 degrees, and the value range of the upward deflection angle of the wing trailing edge pneumatic device is within +/-10 degrees of the wing incoming flow incidence angle value. When the incident angle of the incoming flow of the wing is larger than 30 degrees, the upward deflection angle of the trailing edge pneumatic device needs to exceed 20 degrees, otherwise, when the incident angle of the wing exceeds 30 degrees, the incident angle of the trailing edge of the wing still exceeds 10 degrees, the trailing edge pneumatic device per se can also stall, and the air flow cannot be prevented from bypassing the trailing edge of the wing.
The purpose of the wing leading edge pneumatic device in the design is as follows: additional air flow is provided to the upper surface of the wing in a high angle of attack, where the slat takes additional air from the lower surface of the wing, the vortex generators take additional air from a region above the wing away from the surface, and the slotted air blowing device takes additional air from the engine or other air source within the aircraft. The introduction of additional air will have two effects: accelerating air on the upper surface of the wing, improving the kinetic energy of the air relative to the wing, enabling airflow to be attached to the upper surface of the wing more easily, and delaying the airflow separation condition; and 2, providing extra air flow and properly increasing the air pressure on the upper surface of the wing, so that the air flow attached to the upper surface of the wing is not easy to suck away by low pressure, and the air flow separation condition is delayed.
Under the combined action of the two, the airflow separation on the upper surface of the wing is delayed, the airflow on the trailing edge of the wing cannot bypass the trailing edge and is separated at the sharp point of the trailing edge of the wing, and the final result is that the stall phenomenon of the wing is greatly delayed, and the incidence angle of the stall is delayed from the original 15 degrees to nearly 40 degrees according to the calculation of fluid mechanics.
The working mode is as follows: when the airplane is decelerated from a flat flight state to a hovering state, the wing leading edge device is started first, and then the wing attack angle is gradually increased. The upward deflection angle of the wing trailing edge device is gradually increased along with the increase of the wing attack angle, the value range of the upward deflection angle is within +/-10 degrees of the wing attack angle value, and if the wing attack angle is 15 degrees, the upward deflection angle of the wing trailing edge device is within 5-25 degrees. Generally, when the incident angle of the incoming flow of the wing is more than 30 degrees, the pneumatic device at the trailing edge of the wing deflects upwards by not less than 20 degrees; the maximum deflection angle of the trailing edge pneumatic device is 30 degrees; when the attack angle of the wing reaches 40 degrees, the main body attack angle of the wing is too large, the air flow field is seriously disturbed, the wing flow field can not be kept even depending on the front and rear edge devices of the wing, and the wing can generate a stalling phenomenon at a certain attack angle near 40 degrees. Thus, a 40 ° angle of attack is the maximum operational angle of attack for the wing design, and when the wing angle of attack exceeds 40 °, the aircraft should maneuver in an over-stall manner. Compared with the common wing which stalls at 15-20 degrees, the wing design greatly improves the working attack angle range of the wing in the non-stall state, and helps the engine to obtain an enough attack angle to effectively control the attitude.
When the attack angle of the wing is less than 10 degrees, the wing can normally work, the stall effect cannot occur, at the moment, if the wing trailing edge device is opened, the wing lift force is influenced, the wing efficiency is reduced, and therefore the wing trailing edge device is not recommended to be opened when the incoming flow attack angle is less than 10 degrees. When the angle of attack of the wing is less than 10 degrees, the opening and closing of the leading edge device hardly influences the lifting force of the wing except for slightly increasing the resistance of the wing, so that when the design of a leading edge slat or a vortex generator is adopted, a fixed design can be adopted, namely, the leading edge device can be in a normally open state. The leading edge slat or vortex generator design may also be deployed as desired to reduce cruise drag, opening in advance only before the tilting action begins. When the slotted blowing device is adopted, the lift force and the resistance of the wing are reduced when the slotted blowing device is opened, extra benefits can be brought to the operation of the wing, but the engine load is increased, so that the slotted blowing device is not normally opened during cruise, and the slotted blowing device is only required to be opened in advance before the tilting action of the wing is started.
The foregoing is merely a detailed description of the embodiments of the present invention, and some of the conventional techniques are not detailed. The scope of the present invention is not limited thereto, and any changes or substitutions that can be easily made by those skilled in the art within the technical scope of the present invention will be covered by the scope of the present invention. The protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (9)
1. An airfoil for use in a tiltrotor aircraft, the airfoil comprising: the aerodynamic device comprises a wing main body, a wing trailing edge aerodynamic device and a wing leading edge aerodynamic device;
the wing leading edge pneumatic device is arranged at the wing leading edge and can lead extra air to the upper surface of the wing;
the wing trailing edge pneumatic device is fixed on the wing main body trailing edge through a rotatable connecting mechanism; the trailing edge aerodynamic device may be deflected upwardly relative to the local airfoil chord line.
2. The wing for a tiltrotor aircraft according to claim 1, wherein the trailing edge aerodynamic device is in the shape of a flap rudder, and the width of the trailing edge aerodynamic device is not less than 25% of the chord length of the aircraft.
3. The wing design applied to a tilt-wing aircraft according to claim 2, wherein the wing trailing edge pneumatic device is hinged to the wing main body, the wing trailing edge pneumatic device starts to deflect upwards when the wing incoming flow incidence angle exceeds 10 °, and the range of the upwards deflection angle of the wing trailing edge pneumatic device is within ± 10 ° of the wing incoming flow incidence angle value.
4. The wing for the aircraft with the tilt wings as claimed in claim 2, wherein the wing trailing edge pneumatic device is connected to the wing main body through a sliding rail or a telescopic mechanism, the wing trailing edge pneumatic device deflects upwards when the incoming flow incidence angle of the wing exceeds 10 °, and when the incoming flow incidence angle of the wing is greater than 30 °, the upward deflection angle of the wing trailing edge pneumatic device ranges between the values of the incoming flow incidence angles of the wing ± 10 °.
5. The wing for a tiltrotor aircraft according to claim 2, wherein the pneumatic device at the trailing edge of the wing comprises a plurality of control surfaces, and is connected to the wing body through one or more of a hinge, a slide rail or a telescopic mechanism, the pneumatic device at the trailing edge of the wing deflects upwards when the incoming flow angle of attack of the wing exceeds 10 °, and at least one control surface of the pneumatic device at the trailing edge of the wing deflects upwards by an angle not less than-10 ° of the incoming flow angle of attack of the wing.
6. A wing for a tiltrotor aircraft according to claim 2, wherein the wing leading edge aerodynamic device is a fixed or telescopic leading edge slat.
7. The wing for a tiltrotor aircraft according to claim 2, wherein the wing leading edge aerodynamic device is a fixed or telescoping vortex generator.
8. The wing for a tiltrotor aircraft according to claim 2, wherein the wing leading edge aerodynamic device is a slotted blowing device, and is configured to bleed air from an engine or other source within the fuselage and to blow air from the wing leading edge onto the upper surface of the wing.
9. An airfoil for a tiltrotor aircraft according to claim 1 in which the aspect ratio of the airfoil body is not less than 5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011021060.3A CN112173065A (en) | 2020-09-25 | 2020-09-25 | Be applied to wing of wing aircraft that verts |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202011021060.3A CN112173065A (en) | 2020-09-25 | 2020-09-25 | Be applied to wing of wing aircraft that verts |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN112173065A true CN112173065A (en) | 2021-01-05 |
Family
ID=73943962
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202011021060.3A Pending CN112173065A (en) | 2020-09-25 | 2020-09-25 | Be applied to wing of wing aircraft that verts |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN112173065A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112896489A (en) * | 2021-02-19 | 2021-06-04 | 西北工业大学 | Slotted guide vane type high lift device |
| CN112937851A (en) * | 2021-02-01 | 2021-06-11 | 河北利翔航空科技有限公司 | Vertical take-off and landing fixed wing aircraft using coanda effect for increasing lift |
Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB360976A (en) * | 1930-08-15 | 1931-11-16 | Frederick Handley Page | Improvements in means for controlling aeroplanes |
| WO2005002962A1 (en) * | 2002-10-09 | 2005-01-13 | The Boeing Company | Slotted aircraft wing |
| CN101323371A (en) * | 2008-06-24 | 2008-12-17 | 北京航空航天大学 | Lift augmenter with united jet flow structure on wing flap |
| WO2009029796A2 (en) * | 2007-08-29 | 2009-03-05 | Advanced Product Development, Llc | Oblique blended wing body aircraft |
| CN101941523A (en) * | 2010-08-12 | 2011-01-12 | 吴新保 | Adjustable aerofoil and double-body aircraft aerofoil layout scheme thereof |
| CN102826215A (en) * | 2012-09-11 | 2012-12-19 | 北京航空航天大学 | Light and small flying-wing manned aircraft with short takeoff and landing capacity |
| US20190176965A1 (en) * | 2017-12-12 | 2019-06-13 | The Boeing Company | System and method for modifying the location of water impingement limits on an airfoil |
| CN109895996A (en) * | 2019-04-10 | 2019-06-18 | 珠海市海卫科技有限公司 | A kind of high-lift wing of light-duty sport plane |
| CN110539880A (en) * | 2019-09-17 | 2019-12-06 | 成都飞机工业（集团）有限责任公司 | High-overload symmetric maneuvering control method for multi-control-surface flying-wing unmanned aerial vehicle |
| CN110901889A (en) * | 2019-12-04 | 2020-03-24 | 中国直升机设计研究所 | Variant aircraft |
| CN111392037A (en) * | 2020-03-30 | 2020-07-10 | 南京航空航天大学 | Helicopter rotor dynamic stall control method and system |
-
2020
- 2020-09-25 CN CN202011021060.3A patent/CN112173065A/en active Pending
Patent Citations (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB360976A (en) * | 1930-08-15 | 1931-11-16 | Frederick Handley Page | Improvements in means for controlling aeroplanes |
| WO2005002962A1 (en) * | 2002-10-09 | 2005-01-13 | The Boeing Company | Slotted aircraft wing |
| WO2009029796A2 (en) * | 2007-08-29 | 2009-03-05 | Advanced Product Development, Llc | Oblique blended wing body aircraft |
| CN101323371A (en) * | 2008-06-24 | 2008-12-17 | 北京航空航天大学 | Lift augmenter with united jet flow structure on wing flap |
| CN101941523A (en) * | 2010-08-12 | 2011-01-12 | 吴新保 | Adjustable aerofoil and double-body aircraft aerofoil layout scheme thereof |
| CN102826215A (en) * | 2012-09-11 | 2012-12-19 | 北京航空航天大学 | Light and small flying-wing manned aircraft with short takeoff and landing capacity |
| US20190176965A1 (en) * | 2017-12-12 | 2019-06-13 | The Boeing Company | System and method for modifying the location of water impingement limits on an airfoil |
| CN109895996A (en) * | 2019-04-10 | 2019-06-18 | 珠海市海卫科技有限公司 | A kind of high-lift wing of light-duty sport plane |
| CN110539880A (en) * | 2019-09-17 | 2019-12-06 | 成都飞机工业（集团）有限责任公司 | High-overload symmetric maneuvering control method for multi-control-surface flying-wing unmanned aerial vehicle |
| CN110901889A (en) * | 2019-12-04 | 2020-03-24 | 中国直升机设计研究所 | Variant aircraft |
| CN111392037A (en) * | 2020-03-30 | 2020-07-10 | 南京航空航天大学 | Helicopter rotor dynamic stall control method and system |
Non-Patent Citations (1)
| Title |
|---|
| 李尚斌，罗骏，江露生: "翼型扑动气动特性数值模拟研究", 《直升机技术》 * |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112937851A (en) * | 2021-02-01 | 2021-06-11 | 河北利翔航空科技有限公司 | Vertical take-off and landing fixed wing aircraft using coanda effect for increasing lift |
| CN112937851B (en) * | 2021-02-01 | 2022-10-18 | 河北利翔航空科技有限公司 | Vertical take-off and landing fixed-wing aircraft using coanda effect to increase lift |
| CN112896489A (en) * | 2021-02-19 | 2021-06-04 | 西北工业大学 | Slotted guide vane type high lift device |
| CN112896489B (en) * | 2021-02-19 | 2021-08-31 | 西北工业大学 | Slotted guide vane type high lift device |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN107176286B (en) | Double-duct fan power system-based foldable fixed wing vertical take-off and landing unmanned aerial vehicle | |
| CN108190006B (en) | Jet flap high lift connection wing system and aircraft thereof | |
| US9180974B2 (en) | Aircraft with an integral aerodynamic configuration | |
| US5082204A (en) | All wing aircraft | |
| EP2193079B1 (en) | Oblique blended wing body aircraft | |
| US8955795B2 (en) | Motor pylons for a kite and airborne power generation system using same | |
| US11673643B2 (en) | Low stall or minimum control speed aircraft | |
| CN108639339B (en) | Pneumatic layout of unmanned aerial vehicle | |
| US20240051655A1 (en) | System and method for lift augmentation of aircraft wings | |
| CN210235305U (en) | Flying wing type airplane with variable outer wing sweepback angle and tiltable winglet | |
| US11639217B2 (en) | Procedure for maneuvering a hybrid aerodyne of VTOL or STOL | |
| CN112722243B (en) | Distributed electric ducted fan power system for short-distance/vertical take-off and landing | |
| CN115489716B (en) | Wing and electric aircraft integrated with distributed ducted fans | |
| CN112173065A (en) | Be applied to wing of wing aircraft that verts | |
| CN110588977B (en) | Solid rocket aircraft | |
| EP2338790B1 (en) | VTOL aircraft with a thrust-to-weight ratio smaller than 1 | |
| US6935592B2 (en) | Aircraft lift device for low sonic boom | |
| CN212243812U (en) | Tilting duck type layout aircraft | |
| CN109018330A (en) | Vertical landing unmanned plane | |
| CN211996136U (en) | Rotor and vector propulsion system combined aircraft | |
| CN100513256C (en) | Sail wing for increasing lift force and stalling attack angle | |
| CN115196008B (en) | Ultra-high speed helicopter configuration based on hybrid electric propulsion | |
| CN218317306U (en) | Vertical take-off and landing aircraft layout structure | |
| EP3722208A1 (en) | Powered high-lift system for short take-off and landing (stol) air vehicles | |
| CN219192541U (en) | Bionic eagle wing tip winglet pneumatic structure |
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 | ||
| RJ01 | Rejection of invention patent application after publication | ||
| RJ01 | Rejection of invention patent application after publication |
Application publication date: 20210105 |