CN115071939A - Follow-up symmetrical front wing sail - Google Patents
Follow-up symmetrical front wing sail Download PDFInfo
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- CN115071939A CN115071939A CN202210626665.8A CN202210626665A CN115071939A CN 115071939 A CN115071939 A CN 115071939A CN 202210626665 A CN202210626665 A CN 202210626665A CN 115071939 A CN115071939 A CN 115071939A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B63—SHIPS OR OTHER WATERBORNE VESSELS; RELATED EQUIPMENT
- B63H—MARINE PROPULSION OR STEERING
- B63H9/00—Marine propulsion provided directly by wind power
- B63H9/04—Marine propulsion provided directly by wind power using sails or like wind-catching surfaces
- B63H9/06—Types of sail; Constructional features of sails; Arrangements thereof on vessels
- B63H9/061—Rigid sails; Aerofoil sails
- B63H9/0621—Rigid sails comprising one or more pivotally supported panels
- B63H9/0635—Rigid sails comprising one or more pivotally supported panels the panels being pivotable about vertical axes
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T70/00—Maritime or waterways transport
- Y02T70/50—Measures to reduce greenhouse gas emissions related to the propulsion system
- Y02T70/5218—Less carbon-intensive fuels, e.g. natural gas, biofuels
- Y02T70/5236—Renewable or hybrid-electric solutions
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Abstract
The invention discloses a follow-up symmetrical flap sail, belonging to the field of ship and ocean engineering; the wing flap drive mechanism comprises a main sail assembly, wing flaps and a drive mechanism, wherein the two symmetrically arranged wing flaps are connected with the main sail assembly through the drive mechanism; the main sail assembly comprises a main sail and a main sail shaft, and the main sail is connected with the driving module in the ship body through the main sail shaft; the two planes of the chords of the main sail are symmetrical and are embedded in the grooves on the two sides of the main sail; the retraction and release actions of the two flaps are controlled through a transmission mechanism; when the corner of the main sail is 0, the two flaps are folded in the grooves on the two sides of the main sail to form an integral airfoil sail; when the main sail rotates, the flaps on one side are turned to the rear edge of the main sail in the same direction, and the flaps on the other side are retracted into the grooves of the main sail. The invention can push the flap backwards to increase the area of the sail, when the rotary flap of the main sail is pushed out, a gap is generated between the front edge of the flap and the main sail, so that a part of airflow can flow to the lee side of the sail through the gap on the windward side of the main sail to blow off the vortex on the rear edge, thereby greatly improving the lift force.
Description
Technical Field
The invention belongs to the field of ship and ocean engineering, and particularly relates to a servo symmetrical flap sail.
Background
Due to the rising of fuel prices and the strict requirements of international maritime organizations on ship energy conservation and emission reduction in recent years, all international large shipping enterprises are actively searching for new methods for ship energy conservation and emission reduction, and the investment on new energy development is increased. Wind energy is popular among people as a clean natural energy source. Therefore, the sail is an application of ship navigation aid, and becomes a hot spot of the research of shipping industry of all countries in the world. On the other hand, due to the characteristics of low energy consumption and ultra-long range, unmanned sailing boats are favored in the field of offshore unmanned systems of various countries in recent years. The operating principle of the sail is that the pressure difference formed by airflow around the sail is utilized to generate lift force, so that power is generated. Thus, the higher the efficiency of the sail, the lower the energy consumption of the vessel and the lower the emissions, for the same area.
Sails can be divided into soft sails and wing sails (i.e. hard wing sails), and the wing sails are widely used in unmanned sailing vessels and large-scale ship navigation aids because of their relatively simple operation and relatively high lift force. The focus of current research in this field is to modify the structure of the sail to increase the lift of the sail, one of which is to add flaps at the end of the sail. Most flap sails now employ either simple flaps or slotted flaps. The simple flap has a simple structure, is convenient to install and operate, but the structure basically does not change the area of the sail, so that the lift force is improved slightly; slotted flaps provide significant lift improvement, but according to current designs, such flaps are asymmetric from side to side when deployed, making the sails inconsistent in aerodynamic performance when rotated to both sides, which is not conducive to control (e.g., the new high lift sailing implements with moveable flaps proposed by danish Rosander M and Bloch JOV in 2000). Moreover, the slotted flap design places a large number of flap slide bar mechanisms on the outside of the sail, and external disturbances can reduce the reliability of such mechanisms (see patent publication No. CN 104925241B).
Disclosure of Invention
The technical problem to be solved is as follows:
in order to avoid the defects of the prior art, the follow-up symmetrical flapped wing sail is provided based on the structural characteristics of the fuller flaps, a pair of flaps with the same size are symmetrically and additionally arranged at the rear edge of the wing sail, and the flap retraction and release actions are realized through a mechanical unpowered transmission mechanism. When the wing sail is rotated, the flap is released, so that the surface area and the section curvature of the sail are increased, and the lift force of the sail is greatly increased; and because the fullerene flap is a backward flap, airflow blows away a trailing edge vortex through the gap, so that the lift-increasing effect is very obvious.
The technical scheme of the invention is as follows: a servo symmetrical flapped sail comprises a main sail assembly, flaps and a transmission mechanism, wherein the two symmetrically arranged flaps are connected with the main sail assembly through the transmission mechanism;
the main sail assembly comprises a main sail and a main sail shaft, the main sail is connected with a driving module in the ship body through the main sail shaft, and the driving module is used for controlling the rotation of the main sail;
the two flaps are symmetrical with the plane where the chord of the main sail is located and embedded in the grooves on the two sides of the main sail;
the retraction and release actions of the two flaps are controlled through the transmission mechanism; when the corner of the main sail is 0, the two flaps are folded in the grooves on the two sides of the main sail to form an integral airfoil sail; when the main sail rotates, the flaps on one side are turned to the rear edge of the main sail in the same direction, and the flaps on the other side are retracted into the grooves of the main sail.
The further technical scheme of the invention is as follows: the driving module is a motor, an output shaft of the motor is coaxially connected with the main sail shaft, and the motor controls the rotation of the main sail shaft.
The further technical scheme of the invention is as follows: the transmission mechanism comprises a main sail shaft gear, a transmission shaft bottom gear, a transmission shaft main gear, a transmission shaft, a duplicate gear, a rack and a push rod assembly;
the main sail is provided with a through hole along the unfolding direction, and the through hole is positioned at the position, close to the front edge, of the main sail; the transmission shaft is arranged in the through hole and can rotate relatively in clearance fit;
the transmission shaft bottom gear is fixed at the bottom end of the transmission shaft and is meshed with a main sail shaft gear fixed on a main sail shaft; transmitting power of the driving module to the transmission shaft through gear transmission;
the transmission shaft main gear, the duplicate gear and the racks are positioned in the main sail, the transmission shaft main gear is coaxially sleeved on the transmission shaft, and the two racks are arranged in parallel with the tooth surfaces facing to two sides; the two duplicate gears are inverted, the small gear ends of the duplicate gears are meshed with the main gear of the transmission shaft, and the big gear ends of the duplicate gears are respectively meshed with the two racks;
guide holes are respectively formed between the rack and the grooves on the two sides of the main sail, and the flaps on the two sides are respectively connected with the rack through push rod assemblies penetrating through the guide holes; the transmission shaft drives the transmission shaft main gear and the duplicate gear to rotate, and further drives the rack and the push rod assembly to control the retraction of the flap.
The further technical scheme of the invention is as follows: the push rod assembly comprises a middle push rod and a secondary power push rod, one end of the middle push rod is hinged with the rack, and the other end of the middle push rod is hinged with the fixed end of the secondary power push rod; the free end of the secondary power push rod is hinged with the flap leading edge.
The further technical scheme of the invention is as follows: the secondary power push rod is of a telescopic structure, and a spring limiting structure is arranged in the secondary power push rod.
The further technical scheme of the invention is as follows: the both ends of transmission shaft are installed the stationary blade respectively for limit its axial displacement.
The further technical scheme of the invention is as follows: the cross section of the flap is a variable curvature airfoil surface.
The further technical scheme of the invention is as follows: the groove profile of the main sail is consistent with the front end of the wing flap variable-curvature airfoil profile, so that the retracted wing flap is completely attached to the groove of the main sail;
the front end of the groove of the main sail is of a fillet structure, so that airflow can not generate turbulent flow when passing through and can smoothly flow to the flap.
The further technical scheme of the invention is as follows: the upper end and the lower end of the flap are respectively connected with the upper groove wall and the lower groove wall in the main sail groove in a sliding manner through a main sail fixing three-stage sliding rod; the three-stage sliding rod for fixing the main sail is a telescopic rod, the fixed end of the telescopic rod is rotatably connected with the wall of the slot, and the free end of the telescopic rod is rotatably connected with the end face of the flap; when the flap is controlled to be retracted and extended by the transmission mechanism, the three-level sliding rods fixed on the main sails at the upper end and the lower end of the flap ensure the motion track of the flap through telescopic motion.
The further technical scheme of the invention is as follows: a main gear of a transmission shaft of the transmission mechanism is positioned in the middle of the main sail in the unfolding direction, and three-stage sliding rods are fixed in combination with the main sails at the upper end and the lower end, so that the stable folding and unfolding action of the flap is realized.
The further technical scheme of the invention is as follows: the fixed end of the secondary power push rod is positioned in front of the fixed end of the fixed tertiary sliding rod of the main sail and is closer to the front edge and the chord of the main sail;
the included angle between the extension line of the secondary power push rod and the chord of the main sail is theta 1 When the flap is pushed out, a gap is generated between the leading edge of the flap and the inner side of the flap on the other side, and airflow blows away vortex on the trailing edge through the gap to increase the lift effect; the included angle between the three-level sliding rod fixed to the main sail and the wing chord of the main sail is theta 2 ，θ 2 ＞θ 1 And the transverse moving distance of the trailing edge of the flap is larger than that of the leading edge, so that the effect that the pushing-out distance is longer and the rotating angle is larger is achieved.
The working principle is as follows: when the wing sail rotates, the larger the rotation angle is, the larger the lift force is generated, the flaps of the wing sail rotate to the trailing edge of the wing sail in the same direction, and the flaps on the other side are retracted to the fixed position. The rotating angle of the flap on one side of the rotation is in linear relation with the rotating sail position angle of the main sail, the larger the rotating angle of the wing sail is, the larger the area and the downward angle of the flap are, and the larger the generated lift force is. When the sail position angle is zero, the wing flaps on the two sides are retracted, the appearance is a complete wing sail, and the lift force generated at the moment is minimum. The extending angles and the lengths of the flaps when the wing sails turn to the two sides are the same, so that the lift force generated when the sails rotate to the two sides is consistent under the same condition, and the problem that the aerodynamic characteristics of the flap sails rotating to the two sides are inconsistent in the prior art is solved. The control part of the invention is of purely mechanical design, no motor or hydraulic device is arranged inside the sail, and the power of the main sail and the flap only depends on the force of the ship body for rotating the main sail. And other mechanical structures exposed outside except the central shaft gear are not arranged, when the sail position angle is zero, all the mechanical structures are arranged inside the main sail, so that the core transmission mechanism is prevented from contacting the outside, and the interference of the environment to the mechanism is reduced.
Advantageous effects
The invention has the beneficial effects that:
1. the flap sail designed by the invention can be pushed backwards to increase the area of the sail, and the transmission mechanism and a series of push rods with preset angles are additionally arranged in the main body of the existing flap sail. The design of the flap sail combining the retreating flap and the slotted flap achieves the effects of increasing the area of the flap sail, increasing the camber and controlling the boundary layer, namely the effect of the fullerene flap. Referring to fig. 1, under the same angle of rotation, the lifting effect of the fullerene flapped sail is better than that of the simple flapped sail. Under the same energy condition, the design can effectively increase the range of the aircraft.
2. Most of the slotted flapped sails and retreating flapped sails are not symmetrical, and the invention can ensure that when the sail rotates towards two sides, the aerodynamic characteristics are consistent, so that when the main sail rotates towards two sides by the same angle, the distance for pushing out the flaps at two sides by the power push rods at two sides, the distance for deviating the flaps from the head and tail lines of the main sail and the angle for outwards rotating the flaps are the same, and the area of the sail, the curvature of the section and the size of the slot are the same. Obviously, under the same attack angle and air condition, the aerodynamic characteristics of the sail rotating to both sides by the same angle are consistent, and the generated lift is also consistent. The symmetrical characteristic is that the two sides of the sail have the same and complete aerodynamic characteristics, so that the turbulent flow generated when the asymmetric flap rotates to one side of the incomplete aerodynamic characteristics is eliminated, the efficiency of the sail is improved, and energy is saved. Compared with the design that the asymmetric sail rotates towards two sides and is stressed unevenly, the sail control method reduces the difficulty of sail control, increases the maneuverability of the sail compared with the asymmetric sail, further increases the maneuverability of the ship, reduces the energy consumption of the asymmetric flap sail due to the partial operation, and further saves energy. This also reduces the complexity of the control system and thus increases the robustness of the system.
3. The invention can control the push-out degree of the flaps to be in direct proportion to the rotating angle of the main sail, the larger the sail position angle is, the larger the lift force is provided, and when the sail position angle is zero, the two flaps are completely retracted, so that redundant and unexpected resistance can not be generated. Compared with the traditional sail, the variable-angle wind sail has higher lift coefficient and lift-drag ratio, and is easy to realize variable-angle control. The maximum angle of the flap is 30 degrees, so that the lift force is larger than the drag force.
4. The flap rotation angle and the push-out area can be changed along with the rotation angle of the sail, so that the problems that the flap only has two modes of unfolding and retracting in some designs, the lift coefficient and the lift-drag ratio of the sail increase along with the increase of the flap sail deflection angle, the thrust coefficient of the sailing boat is enhanced along with the increase of the flap sail deflection angle, and the improvement of the sailing boat performance has excellent influence are solved.
5. The invention has simple structure, the core transmission mechanism in the main sail only has three gears, two racks and two groups of push rods, no additional motor or hydraulic device is needed for providing thrust, and the main mechanisms are all arranged in the main sail, so that the system is simpler and more reliable and is not easily interfered by external factors. When the wind sail is unfolded, the stress area of the wind sail can be increased, and the wind energy utilization rate is greatly improved. The ship stability is facilitated, and the maintenance and the repair are convenient. The sailing by wind energy greatly prolongs the working time of the sailing machine.
Drawings
FIG. 1 is a graph comparing lift coefficient curves;
FIG. 2 is an isometric view of the servo-actuated symmetrical flap sail with both flaps retracted, based on a fullerene flap configuration, according to the present invention.
FIG. 3 is an overall isometric view of the left side flap as it is being extended;
FIG. 4 is a front view of the flap sail with both side flaps retracted;
FIG. 5 is a front view of the flap sail with the left flap extended;
FIG. 6 is a top view of the flap sail with both side flaps retracted;
FIG. 7 is a top view of the flap sail with both flaps retracted;
FIG. 8 is a schematic view of the connection between the internal transmission mechanism of the main sail and the flap, the transmission mechanism being connected to the flap, and the fixed tertiary sliding rod of the main sail also being connected to the flap. The state is that when both flaps are retracted;
FIG. 9 is a schematic view of the connection between the internal transmission mechanism of the main sail and the flap, the transmission mechanism is connected with the flap, and the fixed tertiary sliding rod of the main sail is also connected with the flap. The state is when the left side flap is pushed out;
FIG. 10 is an enlarged view of a portion of FIG. 7, highlighting the engagement and connection of the main gear of the drive shaft with the dual gear, the rack, the intermediate push rod, and the power push rod;
FIG. 11 is an enlarged view of a portion of FIG. 8, highlighting the engagement and connection of the main gear of the drive shaft with the dual gear, the rack, the intermediate push rod, and the power push rod;
FIG. 12 is a schematic top view of the wing sail trailing edge over the left side with both side flaps retracted;
FIG. 13 is a perspective view of the connection of the three-stage slide bar fixed to the main sail and connected to the flaps above the left side of the trailing edge of the wing sail when the flaps on both sides are retracted;
FIG. 14 is a schematic view of the left side of the wing sail with the left flap extended over the left side;
FIG. 15 is a schematic perspective view of the connection between the three-stage slide bar fixed to the main sail and the flap above the left side of the trailing edge of the wing sail when the left flap is deployed;
FIG. 16 is a partially enlarged schematic view of the connection of the power strut and the left flap when the left flap is being extended;
description of reference numerals: 1-main sail; 2-main sail shaft; 3-main sail shaft gear; 4-fixing a three-stage slide bar by the main sail; 5-a flap; 6-flap shaft 7-flap leading edge fixing pin; 8-transmission shaft bottom gear; 9-a transmission shaft main gear; 10-duplicate gear; 11-a rack; 12-a rack trajectory restraint; 13-an intermediate push rod; 14-a secondary power push rod; 15-fixing the sheet; 16-drive shaft.
Detailed Description
The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.
Referring to fig. 2, 3, 4 and 5, the following symmetrical flapped sail of the present embodiment is composed of a main sail assembly, a flap and a transmission mechanism. The two symmetrically arranged flaps 5 are connected with the main sail assembly through a transmission mechanism; the main sail assembly comprises a main sail 1 and a main sail shaft 3, the main sail 1 is connected with a driving module in the ship body through the main sail shaft 2, and the driving module is used for controlling the rotation of the main sail; the two flaps are symmetrical with the plane where the chord of the main sail 1 is located and are embedded in the grooves on the two sides of the main sail 1;
the retraction and release actions of the two flaps are controlled through the transmission mechanism; when the corner of the main sail is 0, the two flaps are folded in the grooves on the two sides of the main sail to form an integral airfoil sail; when the main sail rotates, the flaps on one side are turned to the rear edge of the main sail in the same direction, and the flaps on the other side are retracted into the grooves of the main sail.
The main sail 1 is of a NACA0415 wing type in section, and can ensure that the lift force is greater than the resistance force under the conventional aerodynamic characteristics. The groove at the rear edge of the main sail 1 is a variable curvature concave cambered surface which is concave towards the center line of the main sail, and one side surface at the front part of the flap 5 is a variable curvature wing profile with the same curvature as that of the variable curvature concave cambered surface on the main sail. In the retracted state, the flap 5 is in close contact with the concave camber surface of the main sail 1 by means of its profile with varying camber. The front end of the groove is processed in an arc shape, so that the airflow can not generate turbulent flow when passing through and can smoothly flow to the flap.
The transmission mechanism comprises a main sail shaft gear 3, a transmission shaft bottom gear 8, a transmission shaft main gear 9, a transmission shaft 16, a duplicate gear 10, a rack 11 and a push rod assembly; the main sail 1 is provided with a through hole along the unfolding direction, and the through hole is positioned at the position, close to the front edge, of the main sail 1; the transmission shaft 16 is arranged in the through hole and can rotate relatively in clearance fit, and the upper end and the lower end of the transmission shaft are respectively provided with a fixing piece for limiting the axial displacement of the transmission shaft. The transmission shaft bottom gear 8 is fixed at the bottom end of the transmission shaft 16 and is meshed with the main sail shaft gear 3 fixed on the main sail shaft 2; transmitting the power of the driving module to the transmission shaft 16 through gear transmission; the transmission shaft main gear 9, the duplicate gear 10 and the racks 11 are positioned in the main sail 1, the transmission shaft main gear 9 is coaxially sleeved on the transmission shaft 16, the two racks 11 are arranged in parallel, the tooth surfaces of the racks face to two sides, and the racks are limited by the rack track restraint 12 to deflect so as to ensure the motion track; the two duplicate gears 10 are inverted, the small gear ends of the duplicate gears are meshed with the main gear of the transmission shaft, and the big gear ends of the duplicate gears are respectively meshed with the two racks; guide holes are respectively formed between the rack 11 and the grooves on the two sides of the main sail 1, and the flaps 5 on the two sides are respectively connected with the rack 11 through push rod assemblies penetrating through the guide holes; the transmission shaft 16 drives the transmission shaft main gear 9 and the duplicate gear 10 to rotate, and further drives the rack 11 and the push rod assembly to control the retraction and release of the flap.
The middle part of the flap 5 is connected with the main sail 1 through a push rod assembly, the push rod assembly comprises a middle push rod 13 and a secondary power push rod 14, one end of the middle push rod 13 is hinged with the rack 11, and the other end of the middle push rod is hinged with the fixed end of the secondary power push rod 14; the free end of the secondary power push rod 14 is hinged with the leading edge of the flap 5. The movement of the flap 5 is mainly powered by a secondary power push rod 14.
The upper end and the lower end of the flap 5 are respectively connected with the upper groove wall and the lower groove wall in the groove of the main sail 1 in a sliding manner through a main sail fixing three-stage slide bar 4; the three-stage sliding rod 4 for fixing the main sail is a telescopic rod, the fixed end of the telescopic rod is rotatably connected with the wall of the slot, and the free end of the telescopic rod is rotatably connected with a protruding shaft arranged on the end face of the flap 5 through a bearing; when the flap 5 is controlled to be retracted and extended by a transmission mechanism, the three-level slide rod 4 fixed by the main sail and positioned at the upper end and the lower end of the flap 5 ensures the motion track of the flap through telescopic motion.
Referring to fig. 6, 7, and 12-16, when the flaps 5 are retracted from the main sail 1, the profile is a complete, conventional airfoil sail, with minimal drag on the entire sail. When the main sail 1 is turned through a certain angle, the flaps 5 are pushed out along with it. Since the embodiment is based on the structure of the retreating flap, such as a fullerene flap, in a cross-sectional view, when the flap 5 is pushed out backward, an included angle between the three-stage main sail fixing slide rod 4 and the head-tail line of the main sail 1 is larger than an included angle between the two-stage power push rod 14 and the head-tail line of the main sail 1, and a connection point between the two-stage power push rod 14 and the flap 5 is located in front of the three-stage main sail fixing slide rod 4 and the flap 5, so that the trailing edge of the flap 5 can move in a direction away from the head-tail line of the main sail 1, which not only increases the air flow area, but also increases the section camber, thereby increasing the area of a negative pressure area on the other side of the main sail 1. And a section of gap is generated between the pushed-out flap 5 and the flap 5 which is not pushed out on the other side, so that the airflow blows away the trailing edge vortex through the gap to increase the lift effect.
With reference to fig. 8-11, the connection of the transmission to the flaps 5, the retraction of the two flaps of the main sail 1, and the ejection of the one flap 5 are illustrated. The motive mechanism comprises a transmission shaft 16, two duplicate gears 10, two racks 11, two middle push rods 13 and two secondary power push rods 14. A transmission shaft main gear 9 is fixed at the center of the transmission shaft 16, and is respectively meshed with a duplicate gear 10 which is inverted with each other at the rear position of the two sides of the transmission shaft main gear. The duplicate gear 10 is formed by meshing a pinion with the transmission shaft main gear 9 and meshing a bull gear with the rack 11. The large gears of the two duplicate gears 10 are staggered one above the other to leave space for the racks 11. The rack track restraint device 12 is sleeved on the transmission shaft 16 by a section, and two bearings are arranged on the section to restrain the rack 11 to only move back and forth horizontally. One end of the rack 11, which points to the rear edge of the main sail, is provided with a fixed pin which is sleeved with a bearing and is connected with a middle push rod 13, the middle push rod 13 is connected with a secondary power push rod 14, and the secondary power push rod 14 penetrates through a fixed hole on the main sail and is connected with the flap 5. The secondary power push rod 14 is provided with a spring between the inner layer and the outer layer, and if the secondary power push rod is pulled, the spring is stressed, so that the flap 5 is fixed in the groove at the rear end of the main sail 1. When the main sail 1 rotates, for example, when the sail rotates to the right, the main sail shaft gear 3 rotates clockwise, and drives the transmission shaft bottom gear 9 to rotate anticlockwise, so that the transmission shaft main gear 8 also moves anticlockwise, and further drives the duplicate gear 10 to rotate clockwise, so that the right side rack 11 pushes the right side flap 5 backwards, and the larger the sail rotation angle is, the more the flap 5 is pushed out; the left rack 11 moves forwards, and because a spring is arranged in the middle of the secondary power push rod 14, the flap 5 can be pulled when the push rod moves forwards to the main sail 1, and the push rod is fixed in a groove at the rear edge of the main sail 1 and does not move.
From the section view of the flap, the fixed point of the secondary power push rod is in front of the fixed tertiary slide bar of the main sail and is closer to the head line and the tail line of the main sail. A small included angle is formed between the extension line of the secondary power push rod and the head and tail lines of the main sail, so that a gap is formed between the leading edge of the flap and the inner side of the flap on the other side when the flap is pushed out, and airflow blows away a trailing edge vortex through the gap to increase the lift effect. The included angle between the main sail fixing push rod and the head and tail lines of the main sail is slightly larger than that of the power push rod, so that the transverse moving distance of the rear edge of the flap is larger than that of the front edge, and the effects that the pushing distance is longer and the rotating angle is larger are achieved. According to the design of the invention, the included angle of the power push rods is 5 degrees, the included angle of the main sail fixing push rods is 10 degrees, and the action points of the two groups of rods on the section plane of the flap form a moment. For example, when the left flap is pushed out, the two action points form a clockwise rotation moment, and the flap rotates outwards by a certain angle by taking the action point of the propeller shaft as an axial direction. This angle is linearly related to the distance the power push rod is pushed out, the net effect being that the larger the angle the main sail rotates, the larger the angle the flap rotates. Since drag will be greater than lift when the flap roll-out angle is too large, the invention was designed for a maximum flap roll-out angle of 30 ° when modeled.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made in the above embodiments by those of ordinary skill in the art without departing from the principle and spirit of the present invention.
Claims (10)
1. A follow-up symmetrical flapped sail is characterized in that: the wing flap drive mechanism comprises a main sail assembly, wing flaps and a drive mechanism, wherein the two symmetrically arranged wing flaps are connected with the main sail assembly through the drive mechanism;
the main sail assembly comprises a main sail and a main sail shaft, the main sail is connected with a driving module in the ship body through the main sail shaft, and the driving module is used for controlling the rotation of the main sail;
the two flaps are symmetrical with the plane where the chord of the main sail is located and embedded in the grooves on the two sides of the main sail;
the retraction and release actions of the two flaps are controlled through the transmission mechanism; when the corner of the main sail is 0, the two flaps are folded in the grooves on the two sides of the main sail to form an integral airfoil sail; when the main sail rotates, the flaps on one side are turned to the rear edge of the main sail in the same direction, and the flaps on the other side are retracted into the grooves of the main sail.
2. The follow-up symmetric flap sail of claim 1, wherein: the transmission mechanism comprises a main sail shaft gear, a transmission shaft bottom gear, a transmission shaft main gear, a transmission shaft, a duplicate gear, a rack and a push rod assembly;
the main sail is provided with a through hole along the unfolding direction, and the through hole is positioned at the position, close to the front edge, of the main sail; the transmission shaft is arranged in the through hole and can rotate relatively in clearance fit;
the transmission shaft bottom gear is fixed at the bottom end of the transmission shaft and is meshed with a main sail shaft gear fixed on a main sail shaft; transmitting power of the driving module to the transmission shaft through gear transmission;
the transmission shaft main gear, the duplicate gear and the racks are positioned in the main sail, the transmission shaft main gear is coaxially sleeved on the transmission shaft, and the two racks are arranged in parallel and have tooth surfaces facing to two sides; the two duplicate gears are inverted, the small gear ends of the duplicate gears are meshed with the main gear of the transmission shaft, and the big gear ends of the duplicate gears are respectively meshed with the two racks;
guide holes are respectively formed between the rack and the grooves on the two sides of the main sail, and the flaps on the two sides are respectively connected with the rack through push rod assemblies penetrating through the guide holes; the transmission shaft drives the transmission shaft main gear and the duplicate gear to rotate, and further drives the rack and the push rod assembly to control the retraction of the flap.
3. The follow-up symmetric flap sail of claim 2, wherein: the push rod assembly comprises a middle push rod and a secondary power push rod, one end of the middle push rod is hinged with the rack, and the other end of the middle push rod is hinged with the fixed end of the secondary power push rod; the free end of the secondary power push rod is hinged with the flap leading edge.
4. The follow-up symmetric flap sail of claim 3, wherein: the secondary power push rod is of a telescopic structure, and a spring limiting structure is arranged in the secondary power push rod.
5. The follow-up symmetric flap sail of claim 2, wherein: the both ends of transmission shaft are installed the stationary blade respectively for limit its axial displacement.
6. The follow-up symmetric flap sail of claim 1, wherein: the cross section of the flap is a variable curvature airfoil surface.
7. The follow-up symmetric flap sail of claim 6, wherein: the groove profile of the main sail is consistent with the front end of the wing flap variable-curvature airfoil profile, so that the retracted wing flap is completely attached to the groove of the main sail;
the front end of the groove of the main sail is of a fillet structure, so that airflow can not generate turbulent flow when passing through and can smoothly flow to the flap.
8. The follow-up symmetric flapped sail according to any one of claims 1 to 7, wherein: the upper end and the lower end of the flap are respectively connected with the upper groove wall and the lower groove wall in the main sail groove in a sliding manner through a main sail fixing three-stage sliding rod; the three-stage sliding rod for fixing the main sail is a telescopic rod, the fixed end of the telescopic rod is rotatably connected with the wall of the slot, and the free end of the telescopic rod is rotatably connected with the end face of the flap; when the flap is controlled to be retracted and extended by the transmission mechanism, the three-level sliding rods fixed on the main sails at the upper end and the lower end of the flap ensure the motion track of the flap through telescopic motion.
9. The follow-up symmetric flap sail of claim 8, wherein: a main gear of a transmission shaft of the transmission mechanism is positioned in the middle of the main sail in the unfolding direction, and three-stage sliding rods are fixed in combination with the main sails at the upper end and the lower end, so that the stable folding and unfolding action of the flap is realized.
10. The follow-up symmetrical flap sail according to claim 8 or 9, wherein: the fixed end of the secondary power push rod is positioned in front of the fixed end of the fixed tertiary sliding rod of the main sail and is closer to the front edge and the chord of the main sail;
the included angle between the extension line of the secondary power push rod and the chord of the main sail is theta 1 When the flap is pushed out, a gap is generated between the leading edge of the flap and the inner side of the flap on the other side, and airflow blows away vortex at the trailing edge through the gap to increase the lift effect; the included angle between the three-level sliding rod fixed to the main sail and the wing chord of the main sail is theta 2 ，θ 2 ＞θ 1 And the transverse moving distance of the trailing edge of the flap is larger than that of the leading edge, so that the effect that the pushing-out distance is longer and the rotating angle is larger is achieved.
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| CN202210626665.8A CN115071939B (en) | 2022-06-04 | 2022-06-04 | Follow-up symmetrical front wing sail |
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|---|---|
| CN115071939B (en) | 2023-11-17 |
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