CN115924104A - Aircraft aerodynamic design method based on multi-section telescopic wing - Google Patents
Aircraft aerodynamic design method based on multi-section telescopic wing Download PDFInfo
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Abstract
The invention discloses an aircraft aerodynamic design method based on multi-section telescopic wings, which belongs to the field of aerodynamic shape design of aerospace aircraft, and comprises an aircraft body, an air rudder and a deformable wing, wherein the aircraft body comprises a front elongated body and a rear belly, and the aircraft design method comprises the following steps: step one, designing the basic appearance of a deformation wing: the deformation wings are multi-section telescopic wings which can be fully retracted into the airplane body; step two, designing the upper surface of the machine body: ensuring that the elongated body of the body can be loaded with the load I and the height of the surface of the body cannot exceed the radius of the launching platform; thirdly, designing the lower surface of the machine body; and step four, designing an air rudder. The deformation wing can be unfolded in sections, so that the variation range of lift-drag ratio is enlarged, and a larger wing area can be formed after the deformation wing is unfolded, so that obvious lift gain is formed.
Description
Technical Field
The invention belongs to the field of aerodynamic shape design of aerospace craft, and relates to an aerodynamic design method of an aircraft based on multi-section type telescopic wings.
Background
At present, aircrafts have put higher and higher requirements on maneuverability, stability, flight efficiency and the like. However, the aerodynamic performance of conventional fixed profile aircraft is difficult to meet with different flight and combat mission requirements. From the ground to the adjacent space, the airspace span is increasingly large, the air pressure and temperature change is huge, and the flight Mach number is from low speed to supersonic speed, even to hypersonic speed. Different environmental conditions have great requirements on the appearance of the aircraft, and the fixed-appearance aircraft is difficult to meet the requirements. In this context, the morphing wing technique is proposed.
The morphing wing technology can improve the aerodynamic characteristics of the aircraft, enhance the cruising ability, the stealth ability and the maneuvering performance, and can realize crossing medium and multi-dwelling use. Combining morphing wing technology with flight control, morphing wings can be used to assist maneuvering. The fatigue life of the components can be prolonged through active deformation, and the flight safety performance is enhanced. In conclusion, the unmanned aerial vehicle with the design of the deformable wing is a research hotspot in the technical field of aerospace flight.
In order to improve the aerodynamic characteristics of an aircraft, such as lift force, maneuverability and the like, according to available documents and reports, the ideas of single dimensions of variable span length, variable chord length, variable sweep angle and the like are adopted in most of the morphing wing technologies, the space which cannot be loaded near the front edge of the aircraft is set as the total thickness of the morphing wing, and then a new design idea of replacing the two dimensions of the wing in a larger area in the span direction by the thickness is provided, so that the total area of the morphing wing can be obviously increased, the lift-drag ratio is improved, the cruising ability and the cruising ability are improved, and the requirements on an engine can be reduced.
Disclosure of Invention
The purpose of the invention is as follows: the invention provides an aircraft aerodynamic design method based on multi-section type telescopic wings, aiming at the problem of limited filling space in an aircraft body, the multi-section type telescopic wings are adopted to increase the wing area of the aircraft, and the core is that the telescopic wings are arranged on the thickness of a corner region by utilizing the corner region near the leading edge of the aircraft with smaller filling capacity through geometric layout, so that the telescopic wings form a larger wing area after being unfolded, and therefore, obvious lift gain is formed.
The technical content is as follows: the utility model provides an aircraft aerodynamic design method based on multistage formula scalable wing, the aircraft includes organism, air vane and deformation wing, the organism includes anterior slender bodies and the ventral at rear portion, be equipped with load I in the slender bodies, be equipped with load II in the ventral, the air vane sets up the afterbody at the organism, deformation wing installs on the organism, the design method includes following step:
step one, designing the basic appearance of a deformation wing: the deformation wings are multi-section telescopic wings which can be fully retracted into the airplane body;
step two, designing the upper surface of the machine body: ensuring that the slender body of the machine body can load the load I, and the height of the surface of the machine body cannot exceed the radius of the launching platform;
step three, designing the lower surface of the machine body: ensuring that the slender body can meet the maximum thickness of the arranged wings, and adopting a binary multi-swash-plate compression configuration or a wave-rider configuration lift-increasing configuration on the premise that the belly can be loaded with a load II;
step four, designing an air rudder: rotatable air rudders are used to adjust the moment and lift and flight direction of the aircraft.
Further, in the first step, the morphing wing comprises n sections of wings, and the nth section of wing can be retracted into the (n-1) th section of wing; the basic appearance design of the deformation wing specifically comprises the following steps:
determining the outline shape of a deformed wing, wherein the shape of the outline of each section of the deformed wing is consistent with that of the outline of an engine body;
determining the rotation center of the deformation wing, and arranging the rotation center at the most front edge of the aircraft;
determining the maximum thickness of the deformed wing and the number of the sections of the deformed wing: the minimum thickness H of the deformed wing for bearing the corresponding aerodynamic load can be calculated according to the maximum stress theory, the maximum thickness H of the wing allowed to be arranged can be obtained based on the shape limitation of the aircraft, and the number n of the wing sections can be determined by calculating H/H;
determining the range of the wing turning angle of each section of the morphing wing: and designing the maximum rotation angle of the deformed wing when the deformed wing is completely unfolded according to the maximum normal projection area of the engine body, and determining the rotation angle theta of each section of wing according to the contour shape of each section of wing.
Further, the design method of the profile shape of the morphing wing in the step (1) is as follows:
determining an external envelope surface of an engine body: determining the size of the outer envelope surface of the engine body when the deformation wing is in a fully-retracted state according to the given outer size of the launching platform; the aircraft launching platform is cylindrical, the outer radius of the launching platform is R, the length of the launching platform is L, the width of the outer envelope surface of the aircraft body is 2R, and the length of the outer envelope surface of the aircraft body is L;
determining the range of the normal projection area of the machine body: according to given variation range of lift-drag ratio of aircraft [ (L/D) min ,(L/D) max ]And the 'height-speed' curve of the whole-course mission profile and the corresponding flight attack angle, and estimating the range of the normal projection area of the aircraft body [ S min ,S max ]Wherein, L/D represents lift-drag ratio, and the whole-course task section refers to the whole-course task section of the aircraft work of 'ground takeoff-high altitude cruise-task execution'; s. the min The normal projection area of the machine body in the fully-retracted state of the deformation wing; s max The normal projection area of the machine body after the deformation wing is fully unfolded;
step (C) determining the outer contour of the body: determining V of the front slender body of the machine body according to the overall length and width dimensions of the load I and the load II in the machine body 1 And a rear abdomen V 2 The projection size of the machine body is determined, and then the outer contour of the machine body is determined;
determining the outer contour lines of the slender body and the belly according to the parts, and ensuring that the normal projection area of the machine body in the fully-folded state of the deformed wing is equal to the estimated minimum value;
selecting the near-axis contour line and the far-axis contour line of each section of wing in the deformation wing according to the outer contour line of the body; the near shaft contour line and the far shaft contour line are consistent with the outer contour line of the machine body.
Further, the specific method for determining the outer contour of the body in the step (C) is as follows:
(1) the outer profile of the elongated body portion may employ a quadratic function f (x) = ax 2 Wherein a is a factor, a can be taken (0.028, 0.034), and a is a coordinate system established with the rotation center as the origin of coordinates; x is longitudinal, f (x) is transverse, and the curve drawn is the outer contour of the elongated body.
(2) Width W of the elongated body 1 Width W not less than load II load Is ready to take W 1 ∈[k 1 *W load ,2R]Wherein the coefficient k 1 ∈(1,1.2)；
(3) The length of the elongated body can be taken as L 1 ＝L-L 2 - Δ L, where L denotes the launch pad length, L 2 Representing the length of the belly, wherein delta L represents the reserved length and is the length of an error reserved between the length of a transmitting platform and the length of an aircraft, and the delta L can be 10-20 mm;
(4) the belly part can adopt an isosceles trapezoid outer contour line form, and the belly V 2 Can be taken as wide as W 2 = 2R-aw, where aw represents the reserved width, aw may be 10-20 mm; length of abdomen L 2 Not less than the length of load II;
reserving delta W and delta L to ensure that the machine body can be completely installed in the launching platform and ensure L 1 *W 1 +L 2 *W 2 ∈[k*S min ,S max ]Wherein the coefficient k may be (1, 1.2).
Further, in the step (4), the rotation angle Θ of each section of wing needs to satisfy the following condition:
1) The sum of the unfolding angles of all the sections of wings is the same as the maximum rotation angle of the deformed wings when all the deformed wings are unfolded;
2) The unfolding angle of each section of wing is as follows: the sum of the angle theta of each section of wing and the angle of a reserved delta theta; the angle delta theta is reserved on each section of wing, so that the stress of the deformed wing after being unfolded can meet the requirement;
3) The method for determining the wing rotation angle theta of each section comprises the following steps: and rotating the remote axis contour line of the nth section of wing around the rotation center to be superposed with the remote axis contour line of the nth-1 section of wing, wherein the rotating angle is the rotating angle theta of each section of wing.
Further, in the second step, the specific design method of the upper surface design of the machine body is as follows:
the aircraft is formed by sweeping N cross section outlines in a flowing direction together, the height of the upper surface of the aircraft body exceeds 1/3-1/2 of the height of a load I, the height of the belly is kept with the maximum height of the upper surface of the elongated body, and the upper surface of the aircraft can be divided into three sections of designs on the premise that the length of the elongated body and the maximum thickness H of the deformation wing which is allowed to be arranged are as follows:
1) The upper surface of the slender body is gradually changed from 0 to
The curve profile of (a);
2) The upper surface of the abdomen is composed of
Gradually change to +>
The curve profile of (a); the upper surface of the belly part provided with the air rudder is used>
Designing the curve profile of (2);
the above formula is a normal distribution curve, wherein a and b are both factors; the value range of a is (160, 230), the value of b is (20000, 22000), the value of c is (270, 330), the value of d is (33000, 36000), x represents the longitudinal direction, f (x) represents the height of the curve profile, and the height f (x) of the curve profile can not exceed the radius R of the launching platform.
Compared with the prior art, the invention has the beneficial effects that:
1) The invention designs the deformation wing into the multi-section type telescopic wing, which can save the space occupied by the wing and improve the load bearing capacity;
2) The deformation wing can be unfolded in sections, so that the variation range of lift-drag ratio is enlarged, and a larger wing area can be formed after the deformation wing is unfolded, so that obvious lift gain is formed.
3) In the flight process, the lift-drag ratio of the aircraft can be flexibly regulated and controlled by designating the number of sections of the unfolding wings so as to adapt to the requirements of different flight modes.
Drawings
FIG. 1 is a flow chart of a design method of the present invention;
FIG. 2 is a schematic overall configuration diagram of an aircraft with multi-segment retractable wings according to an embodiment;
FIG. 3 is a top view of the wing in a fully stowed condition;
FIG. 4 is a schematic view and a cross-sectional view of a two-segment type morphing wing suitable for use in the present patent;
FIG. 5 is a top view of the housing;
FIG. 6 is a schematic view of a binary multiple swash plate compression configuration that can be applied to a lower surface design;
FIG. 7 is a schematic view of a waverider configuration that may be applied to a lower surface design;
FIG. 8 is a graph of lift-drag ratio versus angle of turn of the morphing wing.
Wherein, 1, a first section of wing; 2. a second section of wing; 3. an air rudder; 4. the upper surface of the machine body; 5. the lower surface of the machine body.
Detailed Description
The technical scheme of the invention is explained in detail by combining the drawings and the concrete embodiment.
Fig. 1 is a flow chart of the design method of the present invention, wherein the left side in fig. 1 is a basic outline dimension design flow of a morphing wing, and the right side in the figure is an overall modeling design of an aircraft. As shown in fig. 2, the aircraft is structurally composed of an airframe, morphing wings and an air rudder V 3 Said body comprising a front elongated body V 1 Partial and posterior ventral V 2 A moiety; the inside of the slender body is provided with a load I, the inside of the belly is provided with a load II, the deformation wing is installed on the machine body, and the air rudder V 3 The tail part is arranged at the tail part of the machine body, in particular to the tail part of the belly;
as shown in fig. 1, a method for aerodynamic design of an aircraft based on a multi-segment retractable wing includes the following steps:
step one, designing the basic appearance of a deformation wing: the deformation wings are multi-section telescopic wings which can be fully retracted into the airplane body;
the morphing wing comprises n sections of wings, the nth section of wing can be retracted into the (n-1) th section of wing, and when the morphing wing is unfolded, the distance between the (n-1) th section of wing and the body is smaller than the distance between the nth section of wing and the body; the basic appearance design of the deformation wing specifically comprises the following steps:
determining the outline shape of a deformed wing, wherein the shape of the outline of each section of the wing of the deformed wing is consistent with that of the outline of an engine body;
the method for determining the profile shape of the deformation wing comprises the following steps:
determining an external envelope surface of a machine body;
determining the size of the outer envelope surface of the engine body when the deformation wing is in a fully-retracted state according to the given outer size of the launching platform; the aircraft launching platform is cylindrical, the outer radius of the launching platform is R, the length of the launching platform is L, the width of the outer envelope surface of the aircraft body is 2R, and the length of the outer envelope surface of the aircraft body is L;
determining the range of the normal projection area of the machine body;
according to given variation range of lift-drag ratio of aircraft [ (L/D) min ,(L/D) max ]And the 'height-speed' curve of the whole-course mission profile and the corresponding flight attack angle, and estimating the range of the normal projection area of the aircraft body [ S min ,S max ]；
Wherein, L is lift force, D is resistance force, L/D is lift-drag ratio, and the variation range of the lift-drag ratio is [ -10; the whole-course task section refers to a whole-course task section of the aircraft work, namely 'ground takeoff-high-altitude cruise-task execution';
S min the normal projection area of the machine body in the fully retracted state of the deformation wing (the deformation wing is fully retracted into the belly); smax is the normal projection area of the machine body after the deformation wing is fully unfolded;
step (C) determining the outer contour of the body:
FIG. 3 is a top view of the aircraft in the fully retracted state of the morphing wing, with the elongate body V indicated 1 Length L of 1 An elongated body V 1 Width W of 1 An elongated body V 1 Internal load I, belly V 2 Length L of 2 And width W 2 Abdomen V of the tractor 2 Internal load II, width W of load II load ；
V of the elongated body at the front of the body is determined according to the overall length and width dimensions of the load I and the load II inside the body 1 And a rear abdomen V 2 The projection size of the machine body is further determined;
the specific determination method of the outer contour of the body is as follows:
(1) elongated body V 1 The outer contour of the part can adopt a quadratic function f (x) = ax 2 Where a is a factor, a may be taken (0.028, 0.034) to establish a coordinate system with the center of rotation as the origin of coordinates; x is longitudinal, f (x) is transverse, and the drawn curve is the outer contour of the elongated body;
(2) elongated body V 1 Width W of 1 Width W not less than load II load Is removable W 1 ∈[k 1 *W load ,2R]Wherein the coefficient k 1 ∈(1,1.2)；
(3) Elongated body V 1 Can take L 1 ＝L-L 2 - Δ L, where L denotes the launch pad length, L 2 The length of the belly is represented, the delta L represents the reserved length, the reserved error length between the length of the launching platform and the length of the aircraft is represented, and the delta L can be 10-20 mm;
(4) the belly part can adopt the outer contour line form of an isosceles trapezoid, and the belly V 2 Can be taken as wide as W 2 = 2R-aw, where aw represents the reserved width, aw may be 10-20 mm; length of abdomen L 2 Not less than the length of load II;
reserving delta W and delta L to ensure that the machine body can be completely installed in the launching platform and ensure L 1 *W 1 +L 2 *W 2 ∈[k*S min ,S max ]Wherein the coefficient k may be (1, 1.2)；
D) Determining the elongated body V from the above 1 And abdomen V 2 The outer contour line of the wing body ensures that the normal projection area of the body in the fully-retracted state of the deformation wing is equal to the estimated minimum value;
e) Selecting the near-axis contour line and the far-axis contour line of each section of wing in the deformation wing according to the body outer contour line; the near shaft contour line and the far shaft contour line are consistent with the outer contour line of the machine body;
as shown in fig. 2, the paraxial contour lines of the first section of the airfoil are respectively inner contour lines ABC, and the paraxial contour lines of the first section of the airfoil are outer contour lines AHJ;
determining the rotation center of the deformation wing, and arranging the rotation center at the most front edge of the aircraft;
selecting a rotation center according to the load I and the rotating shaft, and arranging the rotation center at a vertex which is the most front edge of the aircraft, wherein the deformation wings on the two sides of the aircraft can be symmetrically arranged along the rotation center so as to maximize the spread area of the deformation wing and further improve the utilization rate of the internal volume of the aircraft body; as shown in fig. 2, the rotation axis refers to a curve AFG, which is a symmetry axis of the aircraft passing through the rotation center.
Determining the maximum thickness of the deformation wing and the number of sections of the deformation wing;
the number of the wings is obtained through calculation, the minimum thickness H of the deformation wing for bearing corresponding aerodynamic loads can be calculated according to a maximum stress theory, the maximum thickness H of the deformation wing allowed to be arranged can be obtained based on the shape limit of the aircraft, and the number n of the sections of the deformation wing is determined through calculation of H/H.
The width of the nth section of wing is smaller than that of the (n-1) th section of wing so as to ensure that the wing of the nth section of wing can be stretched into the (n-1) th section of wing; the width of each section of wing is smaller than that of the belly, so that the deformation wing can be fully retracted into the belly.
In the embodiment, two-section type telescopic wings are adopted, the outer contour line (AHJ section in figure 2) of the first section of wing is determined under the condition of ensuring the inner contour lines (ABC and ADE sections in figure 2) of the first section of wing, the width of the second section of wing is selected to be smaller than that of the first section of wing and smaller than that of the belly, and the deformable wings can be fully retracted into the belly and fully utilize the internal space of the engine body. The two-section type telescopic wing can present three states, 1) the fully retracted state of the deformable wing; 2) The morphing wing unfolds the first section of wing; 3) The fully unfolded state of the deformation wing: the second section of the wing is unfolded on the basis of unfolding the first section of the deformation wing; fig. 4 is a schematic diagram and a cross-sectional view of a two-stage morphing wing, in which fig. 4 (a) is a schematic diagram of the morphing wing when it is fully deployed, fig. 4 (B) is a schematic diagram of the wing position, and fig. 4 (C) is a schematic diagram of the driving.
Step (4) determining the rotation angle range of each section of wing in the deformed wing;
designing a maximum rotation angle of the deformation wing when the deformation wing is completely unfolded according to the maximum normal projection area of the body, and determining the rotation angle theta of each section of wing according to the contour shape of each section of wing:
the turning angle theta of each section of the wing needs to meet the following conditions:
1) The sum of the unfolding angles of all the sections of wings is the same as the maximum rotation angle of the deformation wing when the deformation wing is completely unfolded;
2) The unfolding angle of each section of wing is as follows: the sum of the angle theta of each section of wing and the angle of a reserved delta theta;
the angle delta theta is reserved on each section of wing, so that the stress of the deformed wing after being unfolded can meet the requirement;
3) The method for determining the wing rotation angle theta of each section comprises the following steps:
and rotating the remote axis contour line of the nth section of wing around the rotation center to be superposed with the remote axis contour line of the nth-1 section of wing, wherein the rotating angle is the rotating angle theta of each section of wing.
Secondly, designing the upper surface of the machine body;
ensuring that the slender body of the aircraft can carry the load I and that the maximum height of the upper surface of the aircraft cannot exceed the radius of the launch platform;
the specific design process is as follows:
the height of the upper surface of the body exceeds 1/3-1/2 of the height of a load I, the height of the belly is kept with the maximum height of the upper surface of the slender body, and the upper surface of the body can be divided into three sections under the premise of the length of the slender body and the maximum thickness H of the deformation wing which is allowed to be arranged:
1) The upper surface of the slender body is gradually changed from 0 to
The curve profile of (a);
2) The upper surface of the abdomen is composed of
Gradually change to->
The curve profile of (a); along the upper surface of the belly equipped with an air rudder>
Designing the curve profile of (1);
the three formulas are normal distribution curves, wherein a and b are both factors; the value range of a is (160, 230), the value of b is (20000, 22000), the value of c is (270, 330), the value of d is (33000, 36000), x represents the longitudinal direction, f (x) represents the height of the curve profile, and the height f (x) of the curve profile can not exceed the radius R of the launching platform.
The configuration of the upper surface of the machine body is shown in fig. 5, in which fig. 5 the profile section P of the elongated body portion is marked 1 Cross section of the profile of the belly section Q 1 Profile section M 1 (M 1 The belly portion where the air rudder is installed).
Step three, designing the lower surface of the machine body:
on the premise of ensuring that the front part (the elongated body) can meet the maximum thickness H of the arranged wings and the rear part (the belly) can be loaded with loads, high-lift configurations such as a binary multi-swash plate compression configuration or a wave-rider configuration can be adopted, and the design of the binary multi-swash plate compression configuration or the wave-rider configuration is designed by adopting a traditional design method, which is not innovative in the patent and is not described herein any more.
Fig. 6 is a schematic diagram of a two-dimensional multi-swash plate compression configuration applicable to a lower surface design, wherein fig. 6A is a plan view of the two-dimensional multi-swash plate compression configuration, and fig. 6B is a three-dimensional schematic diagram of the two-dimensional multi-swash plate compression configuration, which is described in "aerospace technologies, 2022 (3): 42-61", published in germany, guo, hou zhongxi, et al, "review on aerodynamic layout of hypersonic flight vehicle";
fig. 7 is a schematic diagram of a waverider configuration applicable to the bottom surface design, fig. 7A is a plan view of the waverider configuration, and fig. 7B is a structural diagram of a three-dimensional waverider. The waverider configuration can be found in "tactical missile technology, 2021 (4): 1-15", a book of waverider design reviews in hypersonic aircraft, published by shangzhaxin, train of jingzhao, tomahong;
step four, designing an air rudder
The tail of the aircraft is provided with a rotatable air rudder which can be used for adjusting the moment, the lift force and the flight direction of the aircraft, and a triangular profile, a trapezoidal profile and the like can be adopted. When the flight attack angle changes by 1 degree, the corresponding horizontal/vertical rudder is needed to compensate the moment influence generated by the change of the attack angle, and the control trim ratio (rudder angle/flight attack angle with balanced total moment) is maintained between 1 and 2.
And evaluating the lifting effect of the lift-drag ratio through the lift-drag ratio, and if the lift-drag ratio meets the design requirement, putting the aircraft into production subsequently to complete the integral modeling of the aircraft.
Estimating the lift-drag ratio which can be reached after the deformation wings are unfolded segment by segment according to the designed outline,
wherein, Δ L1 is the lift change of the first section of the wing unfolded by the morphing wing, and Δ D1 is the resistance change; Δ L2 is the lift change for deploying the second section of the wing, and Δ D2 is the drag change; l is lift, D is drag, and L/D is lift-drag ratio; in the embodiment, the Mach number is 7 and the height is 20km, and the lift-drag ratio change under different wing states is calculated. The relationship diagram of lift-drag ratio and corner is shown in fig. 8, and it can be known from fig. 8 that the invention designs the deformable wing into a multi-section type telescopic wing, which can save the space occupied by the deformable wing and improve the load carrying capacity; the multi-section telescopic wing can construct a larger wing area, can improve the variation range of lift-drag ratio by about 40 percent at most, and can make full use of high liftThe aerodynamic performance of the resistance ratio and the large volume ratio. />
Claims (6)
1. The utility model provides an aircraft aerodynamic design method based on multistage formula scalable wing, the aircraft includes organism, air vane and deformation wing, the organism includes anterior slender body and the ventral at rear portion, be equipped with load I in the slender body, be equipped with load II in the ventral, the air vane sets up the afterbody at the organism, deformation wing installs on the organism, its characterized in that, the design method includes following step:
step one, designing the basic appearance of a deformation wing:
the deformation wings are multi-section telescopic wings which can be fully retracted into the airplane body;
step two, designing the upper surface of the machine body:
ensuring that the elongated body of the body can be loaded with the load I and the height of the surface of the body cannot exceed the radius of the launching platform;
step three, designing the lower surface of the machine body:
ensuring that the slender body can meet the maximum thickness of the arranged wings, and adopting a binary multi-swash-plate compression configuration or a wave-rider configuration lift-increasing configuration on the premise that the belly can be loaded with a load II;
step four, designing an air rudder:
rotatable air rudders are used to adjust the moment and lift and flight direction of the aircraft.
2. The multi-section retractable wing based aerodynamic design method of an aircraft according to claim 1, wherein in the first step, the morphing wing includes n sections of wings, and the n section of wing can be retracted into the n-1 section of wing; the basic appearance design of the deformation wing specifically comprises the following steps:
determining the outline shape of a deformed wing, wherein the shape of the outline of each section of the wing of the deformed wing is consistent with that of the outline of an engine body;
determining the rotation center of the deformation wing, and arranging the rotation center at the most front edge of the aircraft;
determining the maximum thickness of the deformed wing and the number of the sections of the deformed wing:
the minimum thickness H of the deformed wing for bearing the corresponding aerodynamic load can be calculated according to the maximum stress theory, the maximum thickness H of the wing which is allowed to be arranged can be obtained based on the shape limit of the aircraft, and the number n of the wing sections can be determined by calculating H/H;
step (4), determining the range of the wing turning angle of each section of the morphing wing:
and designing the maximum rotation angle of the deformed wing when the deformed wing is completely unfolded according to the maximum normal projection area of the engine body, and determining the rotation angle theta of each section of wing according to the contour shape of each section of wing.
3. The aerodynamic design method of an aircraft based on a multi-section retractable wing according to claim 2, wherein the design method of the profile shape of the morphing wing in the step (1) is as follows:
step (A), determining an external envelope surface of a machine body:
determining the size of the outer enveloping surface of the body in the fully-folded state of the deformation wing according to the given outer size of the launching platform; the aircraft launching platform is cylindrical, the outer radius of the launching platform is R, the length of the launching platform is L, the width of the outer envelope surface of the aircraft body is 2R, and the length of the outer envelope surface of the aircraft body is L;
determining the range of the normal projection area of the machine body:
according to given variation range of lift-drag ratio of aircraft [ (L/D) min ,(L/D) max ]And the 'height-speed' curve of the global mission profile and the corresponding flight attack angle, estimating the range of the normal projection area of the aircraft body [ S min ,S max ]Wherein, L/D represents lift-drag ratio, and the whole-course task section refers to the whole-course task section of the aircraft work of 'ground takeoff-high altitude cruise-task execution'; s min The normal projection area of the machine body in the fully-retracted state of the deformation wing; s max The normal projection area of the machine body after the deformation wing is fully unfolded;
step (C) determining the outer contour of the body:
according to the overall length and width dimensions of the load I and the load II in the bodyDetermining V of the front body of the body 1 And a rear belly V 2 The projection size of the machine body is further determined;
determining the outer contour lines of the elongated body and the belly according to the parts, and ensuring that the normal projection area of the body in the fully-retracted state of the deformation wing is equal to the estimated minimum value;
selecting the near-axis contour line and the far-axis contour line of each section of wing in the deformed wing according to the body outer contour line; the near shaft contour line and the far shaft contour line are consistent with the outer contour line of the machine body.
4. The multi-section retractable wing based aerodynamic design method of an aircraft of claim 3, wherein the step (C) determines the outer profile of the aircraft body by the following specific method:
(1) the outer contour of the elongated body portion may adopt a quadratic function f (x) = ax 2 Where a is a factor, a may be taken (0.028, 0.034) to establish a coordinate system with the center of rotation as the origin of coordinates; x is longitudinal, f (x) is transverse, and the curve drawn is the outer contour of the elongated body.
(2) Width W of the elongated body 1 Width W not smaller than load II load Is removable W 1 ∈[k 1 *W load ,2R]Wherein the coefficient k 1 ∈(1,1.2)；
(3) The length of the elongated body can be taken as L 1 ＝L-L 2 - Δ L, where L denotes the launch pad length, L 2 Representing the length of the belly, wherein delta L represents the reserved length and is the length of an error reserved between the length of a transmitting platform and the length of an aircraft, and the delta L can be 10-20 mm;
(4) the belly part can adopt an isosceles trapezoid outer contour line form, and the belly V 2 Can be taken as wide as W 2 = 2R-aw, where aw represents the reserved width, aw may be 10-20 mm; length of abdomen L 2 Not less than the length of load II;
reserving delta W, delta L to ensure that the body can be completely installed in the launching platform and ensuring L 1 *W 1 +L 2 *W 2 ∈[k*S min ,S max ]Wherein the coefficient k may be (1, 1.2).
5. The method for aerodynamic design of an aircraft based on multi-section retractable wing according to claim 4, wherein in the step (4), the rotation angle Θ of each section of wing satisfies the following condition:
1) The sum of the unfolding angles of all the sections of wings is the same as the maximum rotation angle of the deformed wings when all the deformed wings are unfolded;
2) The unfolding angle of each section of wing is as follows: the sum of the angle theta of each section of wing and the angle of a reserved delta theta; the angle delta theta is reserved on each section of wing, so that the stress of the deformed wing after being unfolded can meet the requirement;
3) The method for determining the wing rotation angle theta of each section comprises the following steps: and rotating the remote axis contour line of the nth section of wing around the rotation center to be superposed with the remote axis contour line of the nth-1 section of wing, wherein the rotating angle is the rotating angle theta of each section of wing.
6. The aerodynamic design method of an aircraft based on multi-section retractable wing as claimed in claim 5, wherein in the second step, the specific design method of the upper surface design of the aircraft body is as follows:
the aircraft is formed by sweeping N cross section outlines in a flowing direction together, the height of the upper surface of the aircraft body exceeds 1/3-1/2 of the height of a load I, the height of the belly is kept with the maximum height of the upper surface of the elongated body, and the upper surface of the aircraft can be divided into three sections of designs on the premise that the length of the elongated body and the maximum thickness H of the deformation wing which is allowed to be arranged are as follows:
1) The upper surface of the slender body is gradually changed from 0 to
The curve profile of (a);
2) The upper surface of the abdomen is composed of
Gradually change to->
The curve profile of (a); machine for mounting air rudderOn the upper surface of the abdomen>
Designing the curve profile of (2);
the above formula is a normal distribution curve, wherein a and b are both factors; the value range of a is (160, 230), the value of b is (20000, 22000), the value of c is (270, 330), the value of d is (33000, 36000), x represents the longitudinal direction, f (x) represents the height of the curve profile, and the height f (x) of the curve profile can not exceed the radius R of the launching platform.
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