CN115071939B - Follow-up symmetrical front wing sail - Google Patents
Follow-up symmetrical front wing sail Download PDFInfo
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- CN115071939B CN115071939B CN202210626665.8A CN202210626665A CN115071939B CN 115071939 B CN115071939 B CN 115071939B CN 202210626665 A CN202210626665 A CN 202210626665A CN 115071939 B CN115071939 B CN 115071939B
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- 230000005540 biological transmission Effects 0.000 claims abstract description 80
- 230000007246 mechanism Effects 0.000 claims abstract description 33
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- 230000000694 effects Effects 0.000 claims description 13
- 230000000712 assembly Effects 0.000 claims description 3
- 238000000429 assembly Methods 0.000 claims description 3
- 244000309464 bull Species 0.000 claims description 3
- 238000006073 displacement reaction Methods 0.000 claims description 3
- 230000000149 penetrating effect Effects 0.000 claims description 3
- 230000007480 spreading Effects 0.000 claims description 2
- 238000013461 design Methods 0.000 description 8
- XMWRBQBLMFGWIX-UHFFFAOYSA-N C60 fullerene Chemical compound C12=C3C(C4=C56)=C7C8=C5C5=C9C%10=C6C6=C4C1=C1C4=C6C6=C%10C%10=C9C9=C%11C5=C8C5=C8C7=C3C3=C7C2=C1C1=C2C4=C6C4=C%10C6=C9C9=C%11C5=C5C8=C3C3=C7C1=C1C2=C4C6=C2C9=C5C3=C12 XMWRBQBLMFGWIX-UHFFFAOYSA-N 0.000 description 4
- 229910003472 fullerene Inorganic materials 0.000 description 4
- 230000009286 beneficial effect Effects 0.000 description 3
- 238000005265 energy consumption Methods 0.000 description 3
- 238000010586 diagram Methods 0.000 description 2
- 238000007599 discharging Methods 0.000 description 2
- 238000004134 energy conservation Methods 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 230000007547 defect Effects 0.000 description 1
- 230000001419 dependent effect Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 239000010410 layer Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000008520 organization Effects 0.000 description 1
- 230000002035 prolonged effect Effects 0.000 description 1
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Classifications
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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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- Engineering & Computer Science (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Ocean & Marine Engineering (AREA)
- Wind Motors (AREA)
Abstract
The invention relates to a follow-up symmetrical front wing sail, belonging to the field of ships and ocean engineering; the device comprises a main sail assembly, flaps and a transmission mechanism, wherein the two flaps which are symmetrically arranged are connected with the main sail assembly through the transmission mechanism; the main sail assembly comprises a main sail and a main sail shaft, and the main sail is connected with a driving module in the ship body through the main sail shaft; two wing strings of the main sail are symmetrically arranged on planes of the main sail and are embedded in grooves on two sides of the main sail; controlling the retraction and extension actions of the two flaps through the transmission mechanism; when the rotation angle of the main sail is 0, the two flaps are received in the grooves on the two sides of the main sail to form an integral wing-shaped sail; when the main sail rotates, one side flap of the tail motion direction of the main sail turns to the rear edge of the main sail in the same direction, and the other side flap is retracted into the groove of the main sail. The pushing-out flap increases the area of the sail, and when the main sail rotates the flap to be pushed out, a gap is generated between the front edge of the flap and the main sail, so that a part of air flow flows to the leeward side of the sail through the gap to blow off the trailing edge vortex through the windward side of the main sail, and the lift force is greatly improved.
Description
Technical Field
The invention belongs to the field of ships and ocean engineering, and particularly relates to a follow-up symmetrical fly wing sail.
Background
Because of the rising fuel price in recent years and strict requirements of international maritime organization on energy conservation and emission reduction of ships, each international large shipping enterprise is actively searching for a new method for energy conservation and emission reduction of ships, and the investment in new energy development is increased. Wind energy is favored as a clean natural energy source. Therefore, the sail is used as an application of ship navigation assistance and becomes a hot spot of the world shipping industry. On the other hand, unmanned sailing vessels in recent years are favored in the field of offshore unmanned systems in various countries because of low energy consumption and ultra-long range characteristics. The operating principle of the sail is to generate lift by using the pressure difference formed by the air flow around the sail, so as to generate power. 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 are widely used in unmanned sailboats and large vessels for navigation purposes, since the wing sails are relatively simple to operate and can provide a relatively large lift force. The focus of research in this field is currently on modifying the structure of the sail to increase the lift of the sail, one of which is the addition of flaps at the ends of the sail. Most flap sails today use simple flaps or slotted flaps. The simple flap has a simple structure and is convenient to install and operate, but the area of the sail is not basically changed by the structure, so that the lift is slightly improved; the slotted flap has obvious lift improvement, but according to the current design, the flap is asymmetric left and right when being unfolded, so that the aerodynamic performance of the sail is inconsistent when the sail rotates to two sides, and the control is not beneficial (such as a novel high-lift sailing set with movable flaps, which is proposed by Rosander M and Bloch JOV in the year 2000). Moreover, the design of slotted flaps allows a large number of flap slide bar mechanisms to be placed outside the sail, and external disturbances can reduce the reliability of such mechanisms (see patent grant publication CN 104925241B).
Disclosure of Invention
The technical problems to be solved are as follows:
in order to avoid the defects of the prior art, the invention provides a follow-up symmetrical flap wing sail based on the structural characteristics of a fullerene flap, a pair of flaps with the same size are symmetrically arranged at the rear edge of the wing sail, and the retraction and extension actions of the flaps are realized through a mechanical unpowered transmission mechanism. When the wing sail is rotated, the flap is released, the surface area and section camber of the sail are increased, and the lift force of the sail is greatly increased; and because the fullerene flaps are retreating flaps, the airflow blows off the trailing edge vortex through the gaps, so that the lift-increasing effect is very obvious.
The technical scheme of the invention is as follows: the follow-up symmetrical front wing sail comprises a main sail assembly, flaps and a transmission mechanism, wherein the two flaps which are symmetrically arranged 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 hull through the main sail shaft, and the rotation of the main sail is controlled through the driving module;
the two flaps are symmetrically arranged on the plane where the chord of the main sail is positioned and are embedded in grooves on two sides of the main sail;
controlling the retraction and extension actions of the two flaps through the transmission mechanism; when the rotation angle of the main sail is 0, the two flaps are received in the grooves on the two sides of the main sail to form an integral wing-shaped sail; when the main sail rotates, one side flap of the tail motion direction of the main sail turns to the rear edge of the main sail in the same direction, and the other side flap is retracted into the groove of the main sail.
The invention further adopts the technical scheme that: 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 invention further adopts the technical scheme that: the transmission mechanism comprises a main sail shaft gear, a transmission shaft bottom gear, a transmission shaft main gear, a transmission shaft, a duplex 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 relatively rotate in a clearance fit manner;
the transmission shaft bottom gear is fixed at the bottom end of the transmission shaft and meshed with a main sail shaft gear fixed on the main sail shaft; transmitting power of the driving module to the transmission shaft through gear transmission;
the transmission shaft main gear, the duplex gear and the racks are positioned in the main sail, the transmission shaft main gear is coaxially sleeved on the transmission shaft, the two racks are arranged in parallel, and tooth surfaces face to two sides; the two duplex gears are mutually inverted, the pinion ends of the duplex gears are meshed with the main gear of the transmission shaft, and the bull gear ends of the duplex gears are respectively meshed with the two racks;
guide holes are respectively formed between the racks and grooves on two sides of the main sail, and flaps on two sides are respectively connected with the racks through push rod assemblies penetrating through the guide holes; the transmission shaft drives the transmission shaft main gear and the duplex gear to rotate, and then drives the rack and push rod assembly to control the retraction of the flap.
The invention further adopts the technical scheme that: 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 front edge of the flap.
The invention further adopts the technical scheme that: the secondary power push rod is of a telescopic structure, and a spring limiting structure is arranged in the secondary power push rod.
The invention further adopts the technical scheme that: fixing sheets are respectively arranged at two ends of the transmission shaft and used for limiting axial displacement of the transmission shaft.
The invention further adopts the technical scheme that: the section of the flap is a variable curvature wing profile.
The invention further adopts the technical scheme that: the profile of the groove of the main sail is consistent with the front end of the wing flap variable curvature airfoil, so that the retracted wing flap is ensured to be completely attached in the groove of the main sail;
the front end of the groove of the main sail is of a rounded structure, so that no turbulence is generated when the air flows through the main sail, and the air can smoothly flow to the flap.
The invention further adopts the technical scheme that: 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 way through a main sail fixing three-stage sliding rod; the main sail fixing three-stage sliding rod is a telescopic rod, the fixed end of the telescopic rod is rotationally connected with the groove wall, and the free end of the telescopic rod is rotationally connected with the end face of the flap; when the flap is controlled to be retracted and extended by the transmission mechanism, the main sail fixing three-stage sliding rod positioned at the upper end and the lower end of the flap ensures the movement track of the flap through telescopic movement.
The invention further adopts the technical scheme that: the main gear of the transmission shaft of the transmission mechanism is positioned at the middle position of the main sail in the spreading direction, and the three-stage sliding rods are fixed by combining the main sails at the upper end and the lower end, so that the stable folding and unfolding actions of the flap are realized.
The invention further adopts the technical scheme that: the fixed end of the secondary power push rod is positioned in front of the fixed end of the primary sail fixed tertiary slide bar and is closer to the front edge and the chord of the primary 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 formed between the front edge of the flap and the inner side of the flap at the other side, and airflow blows off the vortex of the rear edge through the gap to increase the lift effect; the included angle between the main sail fixing three-stage sliding bar and the wing chord of the main sail is theta 2 ，θ 2 ＞θ 1 The transverse moving distance of the trailing edge of the flap is larger than that of the leading edge, and the effect that the longer the pushing-out distance is, the larger the rotating angle is achieved.
Working principle: when the wing sail rotates, the lift force generated by the larger rotation angle is larger, the wing flaps rotate in the same direction towards the rear edge of the wing sail, and the wing flaps at the other side are retracted to a fixed position. The flap turning angle at the turning side is in a linear relation with the sailing angle of the main sail, and the larger the wing sail turning angle is, the larger the flap discharging area and the downward discharging angle are, and the larger the generated lift force is. When the sailing angle is zero, the flaps on both sides are retracted, the appearance is a complete wing sail, and the generated lifting force is minimum. The angle and the length of the flap extending out when the wing sail turns to two sides are the same, so that the consistency of the lift force generated when the sail turns to two sides is ensured under the same condition, and the problem of inconsistent aerodynamic characteristics of the flap sail turning to two sides in the prior art is solved. The control part of the invention is purely mechanical in design, there are no motors and hydraulic means inside the sail, the power of the main sail and the flaps being dependent only on the forces of the hull turning the main sail. And 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 being contacted with the outside, and the interference of the environment to the mechanism is reduced.
Advantageous effects
The invention has the beneficial effects that:
1. the wing flap sail designed by the invention not only can push out the wing flap backwards to increase the area of the sail, but also is additionally provided with a transmission mechanism and a series of push rods with preset angles in the existing wing sail main body, when the main sail rotates and the wing flap is pushed out, because an included angle is formed between the power push rod and the wing chord of the main sail, when the wing flap retreats and rotates, a gap is formed between the front edge of the wing flap and the main sail, so that a part of air flow can flow to the lee side of the sail through the gap to blow off the rear edge vortex, and the lift force can be greatly improved. The design of the wing flap sail combining the retreating type wing flap and the slotted type wing flap achieves the effects of increasing the wing sail area, increasing the camber and controlling the auxiliary surface layer, namely the effect of fullering the wing flap. Referring to fig. 1, the lift effect of the fullerene front wing sail is better than that of the simple front wing sail when the fullerene front wing sail rotates at the same angle. Under the same energy condition, the design can effectively increase the range of the aircraft.
2. Most slotted fly wing sails and retreating fly wing sails are not symmetrical, but the invention can ensure that when the sails rotate to two sides, the aerodynamic characteristics are consistent, and the control is convenient, when the main sails rotate to the two sides by the same angle, the distance that the two side power push rods push out the two side flaps, the distance that the flaps deviate from the head and tail lines of the main sails, and the angle that the flaps rotate outwards are the same, so that the increased area, the increased camber of the section and the size of the slots of the sails are the same. It is apparent that such a design provides uniform aerodynamic characteristics with the sail turned to the same angle on both sides under the same angle of attack and air conditions, and uniform lift. The symmetrical characteristic is that the two sides of the sail have the same and complete aerodynamic characteristics, so that turbulence generated when the asymmetric flap rotates to one side of the incomplete aerodynamic characteristics is eliminated, the efficiency of the sail is improved, and the energy is saved. Compared with the design that the asymmetric sails are unbalanced in rotation stress to two sides, the sail control method reduces the difficulty in sail control, and the operability of the sails is improved compared with the asymmetric sails by applying the sails, so that the operability of ships is improved, the energy consumption of the asymmetric front wing sails due to the operation of the asymmetric front wing sails is reduced, and the energy is further saved. This also reduces the complexity of the control system, thereby increasing the robustness of the system.
3. The invention can control the push-out degree of the flaps to be in direct proportion to the turning angle of the main sail, the larger the sailing angle is, the larger the provided lift force is, and when the sailing angle is zero, the two flaps are completely retracted, so that no redundant and unexpected resistance is generated. Compared with the traditional sail, the wind sail has higher lift coefficient and lift-drag ratio, and is easy to realize variable angle control. The flap has a maximum turning angle of 30 deg. so that the lift is greater than the drag.
4. According to the invention, the rotation angle and the push-out area of the flap can be changed along with the angle of the sail, so that the problem that in some designs, the flap is only in two modes of unfolding and retracting is solved, and as the deflection angle of the flap is increased, the lift coefficient and lift-drag ratio of the sail are increased along with the increase of the deflection angle of the flap, the thrust coefficient of the sailing boat is increased along with the increase of the lift coefficient, and the lift-drag ratio of the sail has a better influence on the improvement of the performance of the sailing boat.
5. The main sail has a simple structure, the core transmission mechanism inside the main sail only comprises 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 inside the main sail, so that the system is simpler and more reliable and is not easy to be interfered by external factors. The stressed area of the sail can be increased during unfolding, and the wind energy utilization rate is greatly improved. Is beneficial to the stability of the ship and is convenient for maintenance and repair. The wind energy is utilized for sailing, and the working time of the wind energy is greatly prolonged.
Drawings
FIG. 1 is a graph comparing lift coefficient curves;
fig. 2 is an overall isometric view of the invention with both flaps on the sides of the wing sail retracted, following a symmetrical flap configuration.
FIG. 3 is an overall isometric view of the right flap as it is being pushed out;
figure 4 is a front view of the wing flap with both sides of the wing flap retracted;
FIG. 5 is a front view of the right side flap of the flap sail when pushed out;
figure 6 is a top view of the wing flap with both sides of the wing flap retracted;
FIG. 7 is a top view of the wing flap with the left flap retracted and the right flap pushed out;
FIG. 8 is a schematic diagram of the connection of the internal drive mechanism of the main sail to the flap, with the drive mechanism connected to the flap, and with the main sail fixed three-stage slide bar also connected to the flap. At this time, the state is that both flaps are retracted;
FIG. 9 is a schematic diagram of the connection of the internal drive mechanism of the main sail to the flap, with the drive mechanism connected to the flap, and with the main sail fixed three-stage slide bar also connected to the flap. At this time, the state is that the right flap is pushed out;
FIG. 10 is an enlarged view of a portion of FIG. 8 highlighting the engagement and connection of the drive shaft main gear with the duplex gear, rack, intermediate pushrod, and power pushrod;
FIG. 11 is an enlarged view of a portion of FIG. 9 highlighting the engagement and connection of the drive shaft main gear with the duplex gear, rack, intermediate pushrod, and power pushrod;
FIG. 12 is a schematic view of the outer view of the upper left side of the trailing edge of the wing sail with both flaps retracted;
FIG. 13 is a schematic perspective view of the main sail fixing three-stage slide bar connected to the flap above the left side of the wing sail trailing edge when both flaps are retracted;
FIG. 14 is a schematic view of the outer view of the upper left side of the trailing edge of the wing sail when the right flap is ejected;
FIG. 15 is a schematic perspective view of the main sail fixing three-stage slide bar on the left side of the trailing edge of the wing sail connected with the flap when the right flap is pushed out;
FIG. 16 is an enlarged partial schematic view of the junction of the power pushrod and the left flap as the right flap is pushed out;
reference numerals illustrate: 1-a main sail; 2-a main sail shaft; 3-main sail shaft gears; 4-fixing a three-stage sliding rod by a main sail; 5-flap; 6-flap shaft 7-flap leading edge fixing pin; 8-a transmission shaft bottom gear; 9-a drive shaft main gear; 10-duplex gears; 11-racks; 12-a rack track constrainer; 13-an intermediate pushrod; 14-a secondary power push rod; 15-fixing sheets; 16-drive shaft.
Detailed Description
The embodiments described below by referring to the drawings are illustrative and intended to explain the present invention and should not be construed as limiting the invention.
In the description of the present invention, it should 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", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention.
Referring to fig. 2, 3, 4 and 5, a follow-up symmetrical fly wing sail of the present embodiment is comprised of a main sail assembly, a flap and a drive mechanism. 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 2, wherein the main sail 1 is connected with a driving module in a ship body through the main sail shaft 2, and the rotation of the main sail is controlled through the driving module; the two flaps are symmetrically arranged on the plane where the chord of the main sail 1 is positioned and are embedded in grooves on two sides of the main sail 1;
controlling the retraction and extension actions of the two flaps through the transmission mechanism; when the rotation angle of the main sail is 0, the two flaps are received in the grooves on the two sides of the main sail to form an integral wing-shaped sail; when the main sail rotates, one side flap of the tail motion direction of the main sail turns to the rear edge of the main sail in the same direction, and the other side flap is retracted into the groove of the main sail.
The section of the main sail 1 is an NACA0415 airfoil, and can ensure that the lift force is larger 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 central 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 contracted state, the flap 5 is tightly attached to the camber concave cambered surface on the main sail 1 by its camber-variable airfoil surface. The front end of the groove is arc-shaped, so that no turbulence is generated when the air flows through the groove, and the air 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 duplex 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 disposed in the through hole and can rotate relatively for clearance fit, and the upper and lower ends are respectively provided with a fixing piece for limiting the axial displacement thereof. The transmission shaft bottom gear 8 is fixed at the bottom end of the transmission shaft 16 and meshed with the main sail shaft gear 3 fixed on the main sail shaft 2; transmitting power of the driving module to the transmission shaft 16 through gear transmission; the transmission shaft main gear 9, the duplex 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, tooth surfaces face to two sides, and the deflection of the racks is limited by the rack track constrainer 12 to ensure a movement track; the two duplex gears 10 are mutually inverted, the pinion ends of the duplex gears are meshed with the main gear of the transmission shaft, and the bull gear ends of the duplex gears are respectively meshed with the two racks; guide holes are respectively formed between the racks 11 and grooves on two sides of the main sail 1, and flaps 5 on two sides are respectively connected with the racks 11 through push rod assemblies penetrating through the guide holes; the transmission shaft 16 drives the transmission shaft main gear 9 and the duplex gear 10 to rotate, so that the rack 11 and the push rod assembly are driven to control the retraction 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 pushrod 14 is hinged to the leading edge of the flap 5. The movement of the flap 5 is mainly powered by a secondary power pushrod 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 way through a main sail fixing three-stage sliding rod 4; the main sail fixing three-stage sliding rod 4 is a telescopic rod, the fixed end of the telescopic rod is rotationally connected with the groove wall, and the free end of the telescopic rod is rotationally 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 the transmission mechanism, the main sail fixing three-stage sliding rod 4 positioned at the upper end and the lower end of the flap 5 ensures the movement track of the flap through telescopic movement.
Referring to figures 6, 7 and 12-16, when the main sail 1 is retracted by both flaps 5, the cross-section is a complete, normal airfoil sail, where the drag of the entire sail is minimal. When the main sail 1 is turned through a certain angle, the flap 5 is pushed out therewith. Because the embodiment is based on the structure of the retreating type flap, when the flap 5 is pushed out backwards from the sectional view, the included angle between the main sail fixing three-stage sliding rod 4 and the main sail 1 front-tail line is larger than the included angle between the secondary power push rod 14 and the main sail 1 front-tail line, and the connection point between the secondary power push rod 14 and the flap 5 is positioned in front of the main sail fixing three-stage sliding rod 4 and the flap 5, so that the rear edge of the flap 5 can move in the direction away from the main sail 1 front-tail line, the air flow area is increased, the section camber is increased, and the area of the negative pressure area on the other side of the main sail 1 is increased. And a gap is formed between the pushed-out flap 5 and the flap 5 which is not pushed out on the other side, so that the airflow blows off 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 flap 5, the retraction of the two-sided flap into the main sail 1, and the ejection of the one-sided flap 5 are illustrated. The driving mechanism comprises a transmission shaft 16, two duplex gears 10, two racks 11, two middle push rods 13 and two secondary power push rods 14. A main gear 9 of the transmission shaft is fixed at the center of the transmission shaft 16, and is meshed with a double gear 10 which is mutually inverted at the positions of the two sides of the main gear. The double gear 10 is that a pinion gear is meshed with the transmission shaft main gear 9, and a large gear is meshed with the rack gear 11. The large gears of the two duplex gears 10 are staggered up and down to leave space for the racks 11. The rack track restraint 12 is sleeved on the transmission shaft 16 at one section, and two bearings are arranged at one section and are used for restraining the rack 11 to only move horizontally back and forth. One end of the rack 11, which points to the rear edge of the main sail, is provided with a fixing pin 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 is connected with the flap 5 through a fixing hole on the main sail. Springs are arranged between the inner and outer layers of the secondary power push rod 14, and if pulled, the springs are stressed, so that the flap 5 is fixed in a groove at the rear end of the main sail 1. When the main sail 1 rotates, for example, when the sail turns right, the main sail shaft gear 3 rotates clockwise, and drives the transmission shaft bottom gear 8 to rotate anticlockwise, so that the transmission shaft main gear 9 also moves anticlockwise, and further drives the duplex gear 10 to rotate clockwise, so that the right side rack 11 pushes out the right side flap 5 backwards, and the larger the angle of the sail rotation is, the more the flap 5 is pushed out; the left rack 11 moves forwards, and the spring is arranged in the middle of the secondary power push rod 14, so that the flap 5 can be pulled when the push rod moves forwards of the main sail 1, and the flap is fixed in a groove at the rear edge of the main sail 1.
The fixing point of the secondary power push rod is arranged in front of the primary sail fixing tertiary slide bar and is closer to the head line and the tail line of the primary sail when the flap is seen from the sectional view. The secondary power push rod extension line and the main sail head-tail line have a small included angle, so that a gap is formed between the front edge of the flap and the inner side of the flap at the other side when the flap is pushed out, and airflow blows off the vortex at the rear edge through the gap to increase the lift effect. The included angle between the main sail fixing push rod and the main sail head-tail line is slightly larger than that of the power push rod, so that the transverse moving distance of the trailing edge of the flap is larger than that of the leading edge, and the effect that the longer the pushing-out distance is, the larger the rotating angle is achieved. When the invention is designed, the included angle of the power push rod is 5 degrees, the included angle of the main sail fixing push rod is 10 degrees, and the action points of the two groups of rods on the section of the flap form a moment. For example, when the left flap is pushed out, the two points of action form a moment of clockwise rotation, and the flap rotates outwards by a certain angle with the point of action of the rotor pushrod as the axis. This angle is linearly related to the distance the power pushrod is pushed out, the effect that is ultimately achieved that the greater the angle of rotation of the main sail, the greater the angle of rotation of the flap. Since the drag will be greater than the lift when the flap roll-out angle is too large, the maximum roll-out angle of the flap designed in the modeling of the present invention is 30 °.
Although embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that variations, modifications, alternatives, and variations may be made in the above embodiments by those skilled in the art without departing from the spirit and principles of the invention.
Claims (10)
1. A follow-up symmetrical fly sail, characterized in that: the device comprises a main sail assembly, flaps and a transmission mechanism, wherein the two flaps which are symmetrically arranged 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 hull through the main sail shaft, and the rotation of the main sail is controlled through the driving module;
the two flaps are symmetrically arranged on the plane where the chord of the main sail is positioned and are embedded in grooves on two sides of the main sail;
controlling the retraction and extension actions of the two flaps through the transmission mechanism; when the rotation angle of the main sail is 0, the two flaps are received in the grooves on the two sides of the main sail to form an integral wing-shaped sail; when the main sail rotates, one side flap of the tail motion direction of the main sail turns to the rear edge of the main sail in the same direction, and the other side flap is retracted into the groove of the main sail.
2. The follow-up symmetrical fly 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 duplex 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 relatively rotate in a clearance fit manner;
the transmission shaft bottom gear is fixed at the bottom end of the transmission shaft and meshed with a main sail shaft gear fixed on the main sail shaft; transmitting power of the driving module to the transmission shaft through gear transmission;
the transmission shaft main gear, the duplex gear and the racks are positioned in the main sail, the transmission shaft main gear is coaxially sleeved on the transmission shaft, the two racks are arranged in parallel, and tooth surfaces face to two sides; the two duplex gears are mutually inverted, the pinion ends of the duplex gears are meshed with the main gear of the transmission shaft, and the bull gear ends of the duplex gears are respectively meshed with the two racks;
guide holes are respectively formed between the racks and grooves on two sides of the main sail, and flaps on two sides are respectively connected with the racks through push rod assemblies penetrating through the guide holes; the transmission shaft drives the transmission shaft main gear and the duplex gear to rotate, and then drives the rack and push rod assembly to control the retraction of the flap.
3. The follow-up symmetrical fly 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 front edge of the flap.
4. A follow-up symmetrical fly sail according to 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 symmetrical fly sail of claim 4, wherein: fixing sheets are respectively arranged at two ends of the transmission shaft and used for limiting axial displacement of the transmission shaft.
6. The follow-up symmetrical fly sail of claim 5, wherein: the section of the flap is a variable curvature wing profile.
7. The follow-up symmetrical fly sail of claim 6, wherein: the profile of the groove of the main sail is consistent with the front end of the wing flap variable curvature airfoil, so that the retracted wing flap is ensured to be completely attached in the groove of the main sail;
the front end of the groove of the main sail is of a rounded structure, so that no turbulence is generated when the air flows through the main sail, and the air can smoothly flow to the flap.
8. The follow-up symmetrical fly sail of claim 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 way through a main sail fixing three-stage sliding rod; the main sail fixing three-stage sliding rod is a telescopic rod, the fixed end of the telescopic rod is rotationally connected with the groove wall, and the free end of the telescopic rod is rotationally connected with the end face of the flap; when the flap is controlled to be retracted and extended by the transmission mechanism, the main sail fixing three-stage sliding rod positioned at the upper end and the lower end of the flap ensures the movement track of the flap through telescopic movement.
9. The follow-up symmetrical fly sail of claim 8, wherein: the main gear of the transmission shaft of the transmission mechanism is positioned at the middle position of the main sail in the spreading direction, and the three-stage sliding rods are fixed by combining the main sails at the upper end and the lower end, so that the stable folding and unfolding actions of the flap are realized.
10. The follow-up symmetrical fly sail of claim 9, wherein: the fixed end of the secondary power push rod is positioned in front of the fixed end of the primary sail fixed tertiary slide bar and is closer to the front edge and the chord of the primary 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 formed between the front edge of the flap and the inner side of the flap at the other side, and airflow blows off the vortex of the rear edge through the gap to increase the lift effect; the included angle between the main sail fixing three-stage sliding bar and the wing chord of the main sail is theta 2 ，θ 2 ＞θ 1 The transverse moving distance of the trailing edge of the flap is larger than that of the leading edge, and the effect that the longer the pushing-out distance is, the larger the rotating angle 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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| CN202210626665.8A CN115071939B (en) | 2022-06-04 | 2022-06-04 | Follow-up symmetrical front wing sail |
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| CN115071939B true CN115071939B (en) | 2023-11-17 |
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| CN118090125B (en) * | 2024-04-24 | 2024-06-21 | 中国航空工业集团公司沈阳空气动力研究所 | Blowing flap type high-speed wind tunnel gust generator and generating method |
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| CN115071939A (en) | 2022-09-20 |
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