CN114348242B - Duct structure and aircraft of variable latus rectum - Google Patents
Duct structure and aircraft of variable latus rectum Download PDFInfo
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- CN114348242B CN114348242B CN202210101970.5A CN202210101970A CN114348242B CN 114348242 B CN114348242 B CN 114348242B CN 202210101970 A CN202210101970 A CN 202210101970A CN 114348242 B CN114348242 B CN 114348242B
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Abstract
The invention relates to the technical field of a duct structure of an aircraft, in particular to a duct structure with a variable drift diameter and an aircraft, wherein the duct structure comprises: the outer duct section and the inner duct section are distributed at intervals, spliced end to form a ring shape, and form a duct on the inner side; a duct support structure connected to the outer duct section; wherein the outer duct segments are slidable relative to the inner duct segments, the duct support structure being arranged to drive adjacent outer duct segments toward or away from each other to increase or decrease the diameter of the duct. The duct structure of the invention is telescopic, the drift diameter in the duct can be changed, and after the duct rotor wing system has the variable drift diameter, the duct rotor wing system can provide rich and variable lift force and thrust performance, thereby ensuring that the aircraft has higher maneuvering performance and is suitable for more complex flight working conditions.
Description
Technical Field
The invention relates to the technical field of aircraft duct structures, in particular to a duct structure with a variable drift diameter and an aircraft.
Background
The lift device or the power device of the aircraft with the duct structure can obtain higher lift efficiency or power performance due to the optimization of a convection field of the duct wall, and has been widely applied to propeller power devices of rotor type aircrafts and fixed-wing aircrafts.
In engineering practice, a rotor wing type aircraft with a large-diameter rotor wing can obtain larger absolute lift force to realize vertical take-off, landing, hovering and other flight performances, but the larger rotor wing diameter restricts the maximum flat flight speed of the aircraft, so that higher flight speed cannot be obtained.
In order to obtain the optimal power performance at a higher cruising speed, the propeller type power device has the advantages that the diameter of a blade cannot be too large, so that the maximum pulling force at a low speed is limited, the aircraft is difficult to realize maneuver such as vertical take-off and landing, and the aircraft must rely on an airport with a longer running runway to complete take-off and landing.
In the prior art, only the scheme of controlling the diameter of the tail of the duct cannot adapt to blades with different sizes, and the effect cannot be achieved, so that a duct structure suitable for various flight conditions is needed.
Prior art literature:
patent document 1: CN 107031850A-energy-variable geometry ducted fan and related methods
Disclosure of Invention
Aiming at the defects and shortcomings of the duct structure in the prior art, the invention aims to control the drift diameter of the duct so as to provide rich and variable lift and thrust performances and adapt to more complex flight conditions.
The first aspect of the present invention proposes a duct structure with variable path, comprising:
the outer duct section and the inner duct section are distributed at intervals, spliced end to form a ring shape, and form a duct on the inner side;
a duct support structure connected to the outer duct section;
wherein the outer duct segments are slidable relative to the inner duct segments, the duct support structure being arranged to drive adjacent outer duct segments toward or away from each other such that the diameter of the duct is reduced or increased.
Preferably, the duct support structure comprises a double-layer shaft and a plurality of telescopic rods arranged on the outer wall of the double-layer shaft, the second end of each telescopic rod is connected to the inner wall of the corresponding outer duct section, the telescopic rods are arranged to have a stretching position and a compression position, when the telescopic rods are in the stretching position, the diameter area of the duct is maximum, and when the telescopic rods are in the compression position, the diameter area of the duct is minimum.
Preferably, the length of the telescopic rod in the extension position is R, the length of the telescopic rod in the compression position is R, the curvature of the inner side wall surface of the outer duct section is R, the curvature of the inner side wall surface of the inner duct section is R, the length range of the telescopic rod is R-R, and the area range of the diameter of the duct is pi R 2 -πr 2 。
Preferably, when the duct is at the minimum area, the outer duct sections are connected end to end, the formed channel section is circular, and when the duct is at the maximum area, the outer duct sections and the inner duct sections are connected end to end, and the formed channel section comprises an arc with the curvature of R and an arc with the curvature of R which are distributed at intervals.
Preferably, the length of the telescopic rod in the extension position is R, the length of the telescopic rod in the compression position is R, and the ratio of the maximum area to the minimum area of the duct is 2:1, wherein R: r is
The number of the outer duct sections is at least eight.
Preferably, the outer duct section and the inner duct section are hollow structures with two open ends, the edges of the two ends of the inner duct section are provided with convex parts protruding outwards, and the edges of the two ends of the outer duct section are provided with shielding parts extending inwards, so that the outer duct section cannot deviate when the outer wall of the inner duct section slides.
Preferably, the cross-sectional shapes of the outer duct section and the inner duct section are the same, so that the outer duct section can be sleeved on the outer wall of the inner duct section, and the curvature ratio of the outer duct section and the inner duct section is the radius ratio of the maximum area and the minimum area of the duct.
Preferably, the telescopic rod comprises an inner rod and an outer rod, the outer rod is sleeved on the outer wall of the inner rod, and the sections of the inner rod and the outer rod are streamline.
Preferably, the double-layer shaft comprises an inner shaft and an outer shaft, the inner shaft is rotatably connected to the inner wall of the outer shaft, and the telescopic rod is fixed to the outer wall of the outer shaft.
A second aspect of the invention proposes an aircraft comprising a variable path duct structure according to the above-described aspects.
Compared with the prior art, the invention has the advantages that:
the duct structure of the invention is telescopic, the drift diameter in the duct can be changed, and after the duct rotor wing system has the variable drift diameter, the duct rotor wing system can provide rich and variable lift force and thrust performance, thereby ensuring that the aircraft has higher maneuvering performance and is suitable for more complex flight working conditions.
Different duct paths correspond to different flight states, so that fuel consumption can be reduced, fuel economy is improved, and the maximum range and the duration of the aircraft are improved.
Drawings
The drawings are not intended to be drawn to scale. In the drawings, each identical or nearly identical component that is illustrated in various figures may be represented by a like numeral. For purposes of clarity, not every component may be labeled in every drawing. Embodiments of various aspects of the invention will now be described, by way of example, with reference to the accompanying drawings, in which:
FIG. 1 is a schematic view of a variable diameter bypass structure of the present invention in a maximum diameter configuration;
FIG. 2 is a schematic view of a variable diameter bypass structure of the present invention in a minimum diameter configuration;
FIG. 3 is an elevation view of the variable path bypass structure of the present invention shown in a maximum path state;
FIG. 4 is an elevation view of the variable path bypass structure of the present invention in a minimum path state;
fig. 5 is a schematic cross-sectional view showing the variable-diameter bypass structure according to the present invention in a maximum diameter state.
Detailed Description
For a better understanding of the technical content of the present invention, specific examples are set forth below, along with the accompanying drawings.
As described in the background art, the aircraft can obtain a larger lift force when the rotor wing with a larger diameter is used, but the flying speed is restricted, and the blade with a smaller diameter has a higher speed but the lift force is limited, so the invention aims to provide a duct structure suitable for the blades with different diameters so as to improve the flow field of the blade and provide richer lift force and thrust performance.
Referring to fig. 1-4, a first aspect of the present invention provides a duct structure with a variable diameter, which can be used in a lift or power device of an aircraft such as a rotor, a propeller, a fan, etc. with a variable diameter requirement. The novel double-channel culvert mainly comprises an outer culvert section 5 and an inner culvert section 4, wherein the outer culvert section 5 and the inner culvert section 4 are distributed at intervals and spliced end to form a ring shape, and a culvert is formed on the inner side.
Further, a duct support structure is connected to the outer duct section 5 and the outer duct section 5 is slidable relative to the inner duct section 4, the duct support structure being arranged to drive adjacent outer duct sections 5 towards or away from each other, such that the duct's path is reduced or increased.
As shown in fig. 1, when adjacent outer duct segments 5 are far away from each other, the diameter of the duct increases, so that blades with larger diameters can be accommodated, larger lifting force is obtained, and the requirement of vertical take-off and landing can be met. As shown in fig. 2, when adjacent outer duct segments 5 are brought closer to each other, the duct's path is reduced, so that smaller diameter blades can be accommodated, a faster speed is achieved, and the need for rapid flight can be met.
As shown in connection with fig. 5, the outer duct section 5 and the inner duct section 4 have a duct wall sectional shape conforming to the fluid mechanics principle, and have aerodynamic properties of a duct-like structure, thereby providing an effect of improving a flow field for an inner rotor or propeller structure.
Specifically, the duct is composed of outer duct sections 5 and inner duct sections 4 which are circumferentially and alternately distributed, and each outer duct section 5 and each inner duct section 4 have a complete duct section shape, so that air flow flowing along the duct section direction can obtain good aerodynamic characteristics. The shape surface of the outer duct section 5 is slightly larger than that of the inner duct section 4, and the outer duct section 4 can be sleeved with the outer side of the inner duct section.
When the duct wall structure sections are combined into an integral duct, the outer duct section 5 and the inner duct section 4 are staggered, and when the outer duct section 5 and the inner duct section 4 are fully unfolded, the duct obtains the maximum drift diameter, and the power device can obtain the maximum pulling force at the moment and corresponds to the flight states of vertical take-off, landing, hovering and the like; when the duct wall is contracted, the outer duct section 5 is gradually nested outside the inner duct section 4, the duct path is gradually reduced, and the stepless change can be realized in the process; until the inner duct section 4 is fully retracted inside the outer duct section 5, the duct obtains the minimum path, and the power device can adapt to the maximum flying speed and corresponds to the flying state such as cruising.
Further, as shown in connection with fig. 3-4, the duct support structure comprises a double-layer shaft and a plurality of telescopic rods 3 arranged on the outer wall of the double-layer shaft, the second end of each telescopic rod 3 is connected to the inner wall of the corresponding outer duct section 5, the telescopic rods 3 are arranged to have a stretching position and a compressing position, the diameter area of the duct is maximum when the telescopic rods 3 are in the stretching position, and the diameter area of the duct is minimum when the telescopic rods 3 are in the compressing position.
Specifically, the length of the telescopic rod 3 in the extended position is R, the length of the telescopic rod 3 in the compressed position is R, the inner side wall surface curvature 51 of the outer culvert section is R, the inner side wall surface curvature 52 of the inner culvert section is R, the length range of the telescopic rod 3 is R-R, and the diameter area range of the culvert is pi R 2 -πr 2 。
Preferably, as shown in connection with fig. 3-4, when the duct is at the minimum area, the outer duct sections 5 are connected end to end, the formed channel section is circular, and when the duct is at the maximum area, the outer duct sections 5 are connected end to end with the inner duct sections 4, and the formed channel section comprises an arc with the curvature of R and an arc with the curvature of R which are distributed at intervals.
In an alternative embodiment, the rate of change of the diameter in the duct that the variable diameter duct structure needs to provide is up to 1:2 for the operational requirement of the variable diameter rotor system, i.e. the sectional area of the diameter in the duct in the fully open state of the segmented duct wall is 2 times that in the fully contracted state of the duct wall. Therefore, the telescopic range requirement of the corresponding telescopic inner stay bar is that
In other embodiments, the number of layers of the sleeve may be increased, for example three layers, or four layers, if a greater rate of change in cross-sectional area of the path is to be achieved, but with the size difference between the duct segments increasing, the aerodynamic impact is greater with full deployment, and therefore, it is preferred that the duct segments comprise two layers, an inner duct segment and an outer duct segment.
Further, the number of outer duct segments is preferably greater, the more the segments are approaching a standard circle, which is more advantageous for aerodynamic performance, but the structural complexity is increased, the number of inner struts is correspondingly increased, and the overall structure is disadvantageous. Conversely, the smaller the number of segments, the simpler the structure, but the worse the roundness. The structure realization and the pneumatic performance are comprehensively considered, and an 8-section structure is currently selected.
The cross section shapes of the outer duct section 5 and the inner duct section 4 are the same, so that the outer duct section 5 can be sleeved on the outer wall of the inner duct section 4, and the curvature ratio of the outer duct section 5 and the inner duct section 4 is the radius ratio of the maximum area and the minimum area of the duct, thus ensuring that the inner duct section 4 can be contracted into the outer duct section 5.
Further, the outer duct section 5 and the inner duct section 4 are hollow structures with two open ends, the edges of the two ends of the inner duct section 4 are provided with convex parts 42 protruding outwards, and the edges of the two ends of the outer duct section 5 are provided with shielding parts 52 extending inwards, so that the outer duct section 5 cannot deviate when the outer wall of the inner duct section 4 slides.
Further, the telescopic rod 3 comprises an inner rod 32 and an outer rod 31, the outer rod 31 is sleeved on the outer wall of the inner rod 32, and the sections of the inner rod 32 and the outer rod 31 are streamline. The inner rod 32 and the outer rod 31 have streamline shapes, a sleeve type telescopic structure is adopted, the telescopic structure is driven by the electric push rods, and synchronous telescopic operation of each rod piece is realized by controlling the electric push rods in the telescopic rods 3 to be connected in parallel.
Specifically, the inner rod 32 extends outwards to drive the outer duct section 5 to be unfolded, the inner duct section 4 is gradually exposed, and the duct path is enlarged; the inner rod 32 is contracted to drive the outer duct section 5 to contract, the inner duct section 4 is retracted inside the outer duct section 5, and the duct path is reduced. The telescopic length range of the telescopic rod 3 is as follows: R-R.
Referring to fig. 5, the double-layered shaft includes an inner shaft 1 and an outer shaft 2, the inner shaft 1 is rotatably coupled to an inner wall of the outer shaft 2, and the telescopic rod 3 is fixed to an outer wall of the outer shaft 2. In this way, a support for the outer duct section 5 can be formed. The inner shaft 1 is used for mounting a blade, which generates power when rotated.
A second aspect of the invention proposes an aircraft comprising a variable path duct structure according to the above-described aspects.
For example, the aircraft is a tiltrotor aircraft. The tilting rotor craft uses two sets (or 4 sets) of rotor systems of horizontal installation, and rotor system passes through the tilting axle, can 90 degrees tilting work, makes the rotor can be in two kinds of operating conditions of perpendicular upwards and forward free switching to make the aircraft have the vertical take off and land mode of helicopter and the front flight mode of stator plane's screw drive simultaneously. The addition of the variable-diameter duct system can greatly improve the rotor wing aerodynamic efficiency of the tilting rotor wing aircraft in two working modes, so that the flight performance and the fuel economy are improved.
In an alternative embodiment, the car is flown. With the gradual maturity of the control technology of the four-rotor aircraft, the civil rotor type aerocar is possible. However, the safety of the aerocar in the general use scene is a more prominent problem. The duct system is arranged on the outer side of the rotor wing, so that the safety protection effect can be achieved, and the pneumatic characteristic of the rotor wing can be improved. The variable-diameter duct system provides duct pneumatic environments for different scenes for a lift system of a flying automobile, and different use requirements of vertical take-off and landing, crossing and flying inspection and the like are respectively met.
By combining the embodiments, the duct structure of the invention is telescopic, the drift diameter in the duct can be changed, and after the duct rotor wing system has the variable drift diameter, the duct rotor wing system can provide rich and variable lift force and thrust performance, so that the aircraft has higher maneuvering performance and is suitable for more complex flight working conditions.
Different duct paths correspond to different flight states, so that fuel consumption can be reduced, fuel economy is improved, and the maximum range and the duration of the aircraft are improved.
While the invention has been described with reference to preferred embodiments, it is not intended to be limiting. Those skilled in the art will appreciate that various modifications and adaptations can be made without departing from the spirit and scope of the present invention. Accordingly, the scope of the invention is defined by the appended claims.
Claims (7)
1. A variable path bypass structure comprising:
the outer duct section and the inner duct section are distributed at intervals and spliced end to form a ring shape, and a duct is formed at the inner side;
a duct support structure connected to the outer duct section;
wherein the outer duct segments are slidable relative to the inner duct segments, the duct support structure being arranged to drive adjacent outer duct segments toward or away from each other to increase or decrease the diameter of the duct;
the duct support structure comprises a double-layer shaft and a plurality of telescopic rods arranged on the outer wall of the double-layer shaft, the second end of each telescopic rod is connected to the inner wall of the corresponding outer duct section, the telescopic rods are arranged to have a stretching position and a compression position, when the telescopic rods are in the stretching position, the diameter area of the duct is maximum, and when the telescopic rods are in the compression position, the diameter area of the duct is minimum;
the length of the telescopic rod at the extension position is R, the length of the telescopic rod at the compression position is R, the curvature of the inner side wall surface of the outer culvert section is R, the curvature of the inner side wall surface of the inner culvert section is R, the length range of the telescopic rod is R-R, and the area range of the diameter of the culvert is pi R 2 -πr 2 ；
When the culvert is in the minimum area, the outer culvert sections are connected end to end, the formed channel section is circular, and when the culvert is in the maximum area, the outer culvert sections are connected end to end, and the formed channel section comprises an arc with the curvature of R and an arc with the curvature of R which are distributed at intervals.
2. The variable diameter bypass structure of claim 1, wherein the length of the telescoping rod in the extended position is R, the length of the telescoping rod in the compressed position is R, and the maximum area ratio and minimum area ratio of the bypass are 2:1, wherein R: r is
The number of the outer duct sections is at least eight.
3. The variable-diameter culvert structure of claim 1 or 2 wherein the outer culvert section and the inner culvert section are hollow structures with open ends, protruding parts protruding outwards are arranged at the edges of the two ends of the inner culvert section, and shielding parts extending inwards are arranged at the edges of the two ends of the outer culvert section, so that the outer culvert section cannot fall out when the outer wall of the inner culvert section slides.
4. The variable diameter culvert structure of claim 1 or 2 wherein the outer culvert section and the inner culvert section are identical in cross-sectional shape such that the outer culvert section can be nested on the outer wall of the inner culvert section, the ratio of curvature of the outer culvert section and the inner culvert section being the ratio of radius at the maximum area and the minimum area of the culvert.
5. The variable path bypass structure of claim 1, wherein the telescoping rod comprises an inner rod and an outer rod, the outer rod is sleeved on the outer wall of the inner rod, and the cross sections of the inner rod and the outer rod are streamline.
6. The variable path bypass structure of claim 1, wherein the dual layer shaft comprises an inner shaft and an outer shaft, the outer shaft rotatably coupled to an outer wall of the inner shaft, the telescoping rod secured to an outer wall of the outer shaft.
7. An aircraft comprising a variable path duct structure according to any one of claims 1 to 6.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202210101970.5A CN114348242B (en) | 2022-01-27 | 2022-01-27 | Duct structure and aircraft of variable latus rectum |
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| CN202210101970.5A CN114348242B (en) | 2022-01-27 | 2022-01-27 | Duct structure and aircraft of variable latus rectum |
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| CN114348242B true CN114348242B (en) | 2023-05-23 |
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| FR2166296B1 (en) * | 1972-01-06 | 1974-10-18 | Onera (Off Nat Aerospatiale) | |
| US5470112A (en) * | 1994-10-24 | 1995-11-28 | Keating Koupling, Inc. | Adjustable coupling ring |
| KR100553571B1 (en) * | 1999-12-20 | 2006-02-22 | 주식회사 케이티 | A changeable mandrel for inside diameter measurement |
| US10107196B2 (en) * | 2014-08-08 | 2018-10-23 | Thomas International, Inc. | Adjustable size inlet system |
| CN107254965A (en) * | 2017-07-28 | 2017-10-17 | 中国三冶集团有限公司 | The reducing fluid pressure type service sleeve and construction method of pipeline construction |
| CN109870503B (en) * | 2019-04-09 | 2024-03-01 | 天津市水利科学研究院 | Flaw detection equipment for novel water conveying pipeline |
| CN113665803B (en) * | 2021-09-02 | 2022-04-08 | 涵涡智航科技(玉溪)有限公司 | Aircraft |
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