CN117208194A

CN117208194A - Wing-hair reconfiguration type variant aircraft

Info

Publication number: CN117208194A
Application number: CN202311484995.9A
Authority: CN
Inventors: 陈海昕; 周肖鹏
Original assignee: Tsinghua University
Current assignee: Tsinghua University
Priority date: 2023-11-09
Filing date: 2023-11-09
Publication date: 2023-12-12
Anticipated expiration: 2043-11-09
Also published as: CN117208194B

Abstract

The application relates to a wing-hair reconfiguration variant aircraft, comprising: fuselage, left wing, right wing; one end of the left wing is connected with the left side of the machine body, and one end of the right wing is connected with the right side of the machine body; the left wing and the right wing are provided with an extending state and a contracting state which can be mutually switched; when the left wing and the right wing are in the extending state, the left wing extends out of the left side of the fuselage, and the right wing extends out of the right side of the fuselage; when the left wing and the right wing are in a contracted state, the bottom plates of the left wing, the right wing and the fuselage jointly enclose a stamping flow passage of the stamping engine. The wing-generator reconfiguration type variant aircraft can be switched between an extension state and a contraction state through the left wing and the right wing so as to match lifting surfaces required by different flying speeds. The wing structure and the ramjet structure can be shared in a reconstruction mode, so that the weight of the whole aircraft can be reduced. And dead weight and drag of the aircraft are reduced at lower flight speeds where a ramjet is not required.

Description

Wing-hair reconfiguration type variant aircraft

Technical Field

The application relates to the technical field of aircrafts, in particular to a wing-generator reconfiguration type variant aircraft.

Background

The hypersonic aircraft technology is the basis of future intercontinental high-speed civil aviation, and is also a key technology of low-speed level of a horizontal take-off and landing two-level in-orbit aerospace vehicle. The development of hypersonic aircraft technology has important significance for the development of future technologies, industry, economy and society. The technology of hypersonic aircrafts is still in the exploring stage at present, which is limited by the technical levels of hypersonic aerodynamics, heat-proof structural design, ramjet engines and the like. With the gradual deep research of the hypersonic aircraft at home and abroad, the technical problems of related professions are gradually overcome. In the field of hypersonic aircraft pneumatic layout design, a variant technology is often adopted to coordinate the problems of pneumatic layout and the like, such as CN201911012986.3, CN201811566141.4, CN202110736475.7 and the like. However, the following problems remain with existing aircraft employing a variant structure:

(1) Lift surface mismatch of hypersonic aircraft during high-speed and low-speed flight

The hypersonic aircraft needs to run off from the ground in a zero-speed running mode, goes through a plurality of flight stages of subsonic take-off, transonic/supersonic climbing, and the like, and not only needs to ensure hypersonic performance, but also needs to consider the subsonic, transonic and supersonic aerodynamic characteristics meeting engineering requirements.

When taking off and landing, the speed is low, the dynamic pressure of the flight is low, and a larger lifting surface is needed to provide enough lifting force; when hypersonic cruising, the flying speed is high, the flying dynamic pressure is high, enough lift force can be provided only by a small lift surface, and if a large lift surface is adopted, larger friction resistance and shock resistance can be brought. Therefore, the hypersonic aircraft adopting the small lifting surface has poor take-off and landing characteristics, and a horizontal take-off and landing mode is generally difficult to adopt; the lift-drag ratio of the hypersonic aircraft adopting the large lifting surface is difficult to further improve during hypersonic cruising, and the hypersonic cruising performance is poor.

(2) The variant aircraft structure is heavy

The supersonic aircraft applying the variant technology in the prior art, such as a sweepback fighter aircraft and a bomber aircraft, has the advantages that the weight of the variant mechanism is larger, the structural weight coefficient is improved to different degrees compared with that of an unrepeated aircraft, the oil carrying amount and the effective load coefficient are lower, and the performance improvement brought by the variant technology is partially offset.

(3) Hypersonic aircraft with dead weight and resistance generated by ramjet engine during low-speed flight

Hypersonic aircraft typically employ turbine-based combined cycle engines or rocket-based combined cycle engines, combining different kinds of engines to achieve thrust over a wide mach number range. However, the combined cycle engine is heavy, and only a part of the engine is in an operating state at the same time, for example, the ramjet engine cannot operate at a low speed, becomes dead weight of the aircraft, and causes great resistance.

Disclosure of Invention

Based on this, it is necessary to provide a wing-generator type variant aircraft, which aims at the above technical problems existing in the prior art aircraft adopting the variant structure.

A wing-to-wing reconfiguration type variant aircraft comprising: fuselage, left wing, and right wing; one end of the left wing is connected with the left side of the fuselage, and one end of the right wing is connected with the right side of the fuselage;

the left wing and the right wing are provided with an extending state and a contracting state which can be mutually switched; when the left wing and the right wing are in an extending state, the left wing extends out of the left side of the fuselage, and the right wing extends out of the right side of the fuselage; when the left wing and the right wing are in a contracted state, the left wing and the right wing are both positioned at the lower side of the fuselage, and the left wing, the right wing and the bottom plate of the fuselage jointly enclose a stamping flow passage of the stamping engine.

In an embodiment, the left wing and the right wing each comprise a first part and a second part, one end of the first part is rotationally connected with the fuselage through a first rotating shaft, the other end of the first part is rotationally connected with one end of the second part through a second rotating shaft, and the first rotating shaft and the second rotating shaft are parallel to the incoming flow direction;

when the left wing and the right wing are in an extending state, the first part and the second part of the left wing extend to the left side of the fuselage, and the first part and the second part of the right wing extend to the right side of the fuselage;

when the left wing and the right wing are in a contracted state, the left wing and the right wing rotate to the lower side of the fuselage, a first part of the left wing becomes a left side wall of the stamping flow channel, and a first part of the right wing becomes a right side wall of the stamping flow channel; the second portion of the left wing and the second portion of the right wing together become a bottom wall of the stamped runner.

In an embodiment, the wing-generator type variant aircraft further comprises a left turbine engine and a right turbine engine, wherein the left turbine engine and the right turbine engine are respectively fixed at left and right ends below the base plate;

one end of the left wing is rotationally connected with the shell of the left turbine engine through a left rotating shaft, and one end of the right wing is rotationally connected with the shell of the right turbine engine through a right rotating shaft;

when the left wing and the right wing are in an extending state, the left wing extends out of the left side of the left turbine engine, and the right wing extends out of the right side of the right turbine engine;

when the left wing and the right wing are in a contracted state, the right side wall of the shell of the left turbine engine becomes the left side wall of the punching flow channel, and the left side wall of the shell of the right turbine engine becomes the right side wall of the punching flow channel; the left wing and the right wing jointly form the bottom wall of the stamping runner.

In an embodiment, the left rotation axis and the right rotation axis are parallel to the incoming flow direction.

In an embodiment, the left and right rotational axes are both perpendicular to the incoming flow direction such that rotational energy of the left and right airfoils is reconstructed in a swept variant.

In an embodiment, the wing-generator reconfiguration type aircraft further comprises a cavity structure and a cavity cover plate, wherein the cavity structure is connected with the bottom plate and is positioned in the fuselage, the bottom plate is provided with a communication port, and the cavity cover plate is connected with the bottom plate and can open or close the communication port;

when the left wing and the right wing are in the extending state, the concave cavity cover plate closes the communication port; when the left wing and the right wing are in a contracted state, the concave cavity structure is communicated with the punching flow passage through the communication port.

In one embodiment, the wing-generator variant aircraft further comprises a cavity cover plate driving mechanism located inside the fuselage and used for driving the cavity cover plate to open or close the communication port.

In one embodiment, the wing-launch configuration variant aircraft further comprises a fuel injector having a first position inside the fuselage and a second position protruding from the underside of the floor; when the left wing and the right wing are in the extending state, the fuel injection piece is positioned at the first position; when the left wing and the right wing are in the contracted state, the fuel injection piece is positioned at the second position and positioned in the punching flow channel.

In an embodiment, the wing-launch configuration variant aircraft further comprises an injector drive mechanism located inside the fuselage for driving the fuel injector to switch between the first position and the second position.

In one embodiment, the base plate is provided with an injector port for the fuel injector to pass through; the wing-and-wing reconfiguration type variant aircraft further includes an injector cover plate connected to the base plate and capable of opening or closing the injector port.

The wing-generator configuration variant aircraft can change the lifting surface by changing the left wing and the right wing between the extending state and the contracting state so as to match the lifting surface required by different flying speeds. Because the wing structure and the structure of the ramjet can be shared in a reconstruction mode, the wing structure and the ramjet do not need to be arranged separately, and the whole weight of the aircraft can be reduced. In addition, when the lower flying speed of the ramjet is not needed, the left wing and the right wing forming the ramjet are used as wing structures, and the bottom plate forming the ramjet is used as the bottom plate of the fuselage, so that dead weight of the aircraft is reduced, and resistance is reduced. Furthermore, at lower flight speeds where a ramjet is not required, the wing-engine configuration variant aircraft is now free of ramjet, thereby eliminating the need for an inlet duct shield and reducing drag and structural weight.

Drawings

FIG. 1 is a schematic illustration of an embodiment of a wing-to-wing configuration variant aircraft with both left and right wings in an extended state.

Fig. 2 is a schematic view of the wing-to-wing configuration variant aircraft of fig. 1 with both the left and right wings in a contracted state.

Fig. 3 is a schematic illustration of a change from the state shown in fig. 1 to the state shown in fig. 2 of the wing-hair reconfiguration type variant aircraft of fig. 1.

FIG. 4 is a schematic illustration of the positional relationship of the fuel injector and the cavity cover plate relative to the bottom plate of the fuselage when the left and right wings of an embodiment wing-to-wing version of the aircraft are in an extended position.

FIG. 5 is a schematic illustration of the positional relationship of the fuel injector and the cavity cover plate relative to the bottom plate of the fuselage when the left wing and the right wing of an embodiment wing-to-wing configuration variant aircraft are both in a contracted state.

FIG. 6 is a schematic view of another embodiment of a wing-to-wing configuration variant aircraft with both left and right wings in an extended state.

Fig. 7 is a schematic view of the wing-to-wing configuration variant aircraft of fig. 6 with both the left and right wings in a contracted state.

Fig. 8 is a schematic illustration of a change from the state shown in fig. 6 to the state shown in fig. 7 of the wing-hair reconfiguration variant aircraft of fig. 6.

FIG. 9 is a schematic view of another embodiment of a wing-to-wing configuration variant aircraft with both left and right wings in an extended state.

Fig. 10 is a schematic view of the wing-to-wing configuration variant aircraft of fig. 9 with both the left and right wings in a contracted state.

Fig. 11 is a schematic illustration of the wing-hair reconfiguration variant aircraft of fig. 9 in the transition from the state shown in fig. 9 to the state shown in fig. 10.

Reference numerals illustrate:

100. a body; 110. a bottom plate; 111. a communication port; 112. a nozzle opening; 101. stamping a runner; 102. a bottom wall; 200a, left wing; 200b, right wing; 210. a first portion; 211. a first rotating shaft; 212. a first driving mechanism; 220. a second portion; 221. a second rotating shaft; 222. a second driving mechanism; 230. a left aileron; 240. a right aileron; 250. a left driving mechanism; 260. a right driving mechanism; 300. a fuel injector; 310. a syringe driving mechanism; 400. a cavity structure; 410. a cavity cover plate; 411. a cavity cover plate driving mechanism; 510. a left turbine engine; 511. a left rotating shaft; 520. a right turbine engine; 512. and a right rotating shaft.

Detailed Description

In order that the above objects, features and advantages of the application will be readily understood, a more particular description of the application will be rendered by reference to the appended drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. The present application may be embodied in many other forms than described herein and similarly modified by those skilled in the art without departing from the spirit of the application, whereby the application is not limited to the specific embodiments disclosed below.

In the description of the present application, it should be understood that, if any, these terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., are used herein with respect to the orientation or positional relationship shown in the drawings, these terms refer to the orientation or positional relationship for convenience of description and simplicity of description only, and do not indicate or imply that the apparatus or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the application.

Furthermore, the terms "first," "second," and the like, if any, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present application, the terms "plurality" and "a plurality" if any, mean at least two, such as two, three, etc., unless specifically defined otherwise.

In the present application, unless explicitly stated and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly. For example, the two parts can be fixedly connected, detachably connected or integrated; can be mechanically or electrically connected; either directly or indirectly, through intermediaries, or both, may be in communication with each other or in interaction with each other, unless expressly defined otherwise. The specific meaning of the above terms in the present application can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present application, unless expressly stated or limited otherwise, the meaning of a first feature being "on" or "off" a second feature, and the like, is that the first and second features are either in direct contact or in indirect contact through an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.

It will be understood that if an element is referred to as being "fixed" or "disposed" on another element, it can be directly on the other element or intervening elements may also be present. If an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "upper," "lower," "left," "right," and the like as used herein, if any, are for descriptive purposes only and do not represent a unique embodiment.

Referring to fig. 1 to 3, an embodiment of the present application provides a wing-hair reconfiguration type variant aircraft, the wing-hair reconfiguration type variant aircraft comprising: fuselage 100, left wing 200a, right wing 200b. One end of the left wing 200a is connected to the left side of the fuselage 100, and one end of the right wing 200b is connected to the right side of the fuselage 100. The left wing 200a and the right wing 200b each have an extended state and a contracted state that can be switched with each other. When both the left wing 200a and the right wing 200b are in the extended state, the left wing 200a extends to the left side of the fuselage 100 and the right wing 200b extends to the right side of the fuselage 100. When the left wing 200a and the right wing 200b are in the contracted state, they are both positioned at the lower side of the fuselage 100, and the left wing 200a, the right wing 200b and the bottom plate 110 of the fuselage 100 jointly enclose the ramjet runner 101 of the ramjet engine.

In the speed range where the ramjet engine such as take-off climbing, subsonic flight and supersonic flight cannot work, the wing-launching reconfiguration type aircraft enables the left wing 200a and the right wing 200b to be in an extending state so as to provide a larger lifting surface and meet the flight requirement.

When the wing-generator configuration variant aircraft accelerates to a speed (such as hypersonic speed) at which the ramjet can operate, the left wing 200a and the right wing 200b are both transformed to the contracted state, and the left wing 200a, the right wing 200b and the bottom plate 110 of the fuselage 100 jointly enclose the ramjet flow channel 101, so that the ramjet can be used to provide thrust. Meanwhile, since the left wing 200a and the right wing 200b are both positioned at the lower side of the fuselage 100, the lifting surface is reduced, thereby reducing the flight resistance and improving the lift-drag ratio.

When the wing-to-wing reconfiguration type aircraft is decelerated to a lower speed (speed without the use of a ramjet engine), the left wing 200a and the right wing 200b are again both shifted to the extended state to provide a larger lifting surface, improving the flight performance at lower speeds. The wing-launch configuration variant aircraft may then be thrust provided by a turbine engine or rocket engine, or continue to fly in an unpowered gliding manner.

It can be seen that the wing-to-wing configuration variant aircraft described above can be converted between extended and contracted states by the left wing 200a and the right wing 200b, thereby enabling the change of the lifting surface to match the lifting surface required for different flight speeds. Because the wing structures (the left wing 200a and the right wing 200 b) and the structure of the ramjet can be shared by a reconstruction mode, the wing structures and the ramjet do not need to be arranged separately, and the weight of the whole aircraft can be reduced. In addition, when the lower flying speed of the ramjet is not required, the left wing 200a and the right wing 200b which form the ramjet channel 101 are used as wing structures, and the bottom plate 110 which forms the ramjet channel 101 is used as the bottom plate of the fuselage 100, so that dead weight of the aircraft is reduced, and resistance is reduced. Furthermore, at lower flight speeds where a ramjet is not required, the wing-engine configuration variant aircraft is now free of ramjet, thereby eliminating the need for an inlet duct shield and reducing drag and structural weight.

It should be noted that, the ramjet engine in the embodiment of the present application refers to a ramjet engine having a ramjet flow channel feature, and includes, but is not limited to, a sub-combustion ramjet engine, a scramjet engine, a dual-mode ramjet engine, a dual-combustion chamber ramjet engine, a rocket ramjet engine, and the like.

Referring to fig. 4 and 5, in one embodiment, the wing-generator variant aircraft further comprises a cavity structure 400 and a cavity cover plate 410. The bowl structure 400 is connected to the base plate 110 and is located inside the fuselage 100. The bottom plate 110 of the body 100 is provided with a communication port 111, and the cavity cover plate 410 is connected to the bottom plate 110 and can open or close the communication port 111.

The opening of the bowl structure 400 is downward (i.e., into the ram flow channel 101). When both the left wing 200a and the right wing 200b are shifted to the contracted state, the cavity cover plate 410 opens the communication port 111, so that the cavity structure 400 communicates with the punched runner 101 via the communication port 111. As such, the bowl structure 400 may be used to stabilize a flame in a ramjet engine. In some ramjet engines, it is possible to have one or more pocket structures 400 and the shape is not limited to the shape of the pocket structures 400 in this patent, and in some ramjet engines it is possible to eliminate the pocket structures 400.

When the left wing 200a and the right wing 200b are both in the extended state, the cavity cover plate 410 closes the communication port 111, so that the cavity structure 400 is sealed inside the fuselage 100, and thus the influence on aerodynamic forces by the fuel injector 300 and the cavity structure 400 can be avoided as much as possible.

Referring to fig. 4 and 5, in an embodiment, the wing-generator type variant aircraft further includes a cavity cover driving mechanism 411, where the cavity cover driving mechanism 411 is located inside the fuselage 100 and is used to drive the cavity cover 410 to open or close the communication port 111.

Specifically, the cavity cover plate 410 is rotatably coupled to the base plate 110 by a rotation shaft (hereinafter referred to as a cavity cover plate rotation shaft), so that the communication port 111 can be opened or closed by rotation. The cavity cover 410 is fixed with respect to the cavity cover rotation shaft, which can rotate with respect to the base plate 110, so that the cavity cover 410 can rotate with respect to the base plate 110 to open or close the communication port 111. A bowl cover drive mechanism 411 may be provided on the inner surface of the base plate 110 for driving rotation of the bowl cover shaft relative to the base plate 110. The cavity cover drive mechanism 411 is, for example, an electric motor.

Referring to fig. 4 and 5, in one embodiment, the wing-generator variant aircraft further includes a fuel injector 300, the fuel injector 300 having a first position within the fuselage 100 and a second position extending beyond the underside of the floor 110.

When both the left wing 200a and the right wing 200b are shifted to the contracted state, the fuel injector 300 is in the second position (i.e., extended out of the underside of the base plate 110) and is positioned within the ram channel 101. As such, the fuel injector 300 can be used to inject fuel into the ram flow channel 101 and enhance fuel and air mixing.

When both the left wing 200a and the right wing 200b are in the extended state, the fuel injector 300 is in the first position (i.e., inside the fuselage 100), so that the aerodynamic effects of the fuel injector 300 can be avoided as much as possible.

In one embodiment, the fuel injector 300 may be a fuel plate. Depending on the actual configuration of the ramjet engine, the fuel injector 300 may take other configurations, such as rod, ring, etc., not limited to those described in this patent, and it is also possible to dispense with the fuel injector 300 in the form of wall injection.

Referring to fig. 4 and 5, in one embodiment, the wing-hair reconfiguration type variant aircraft further includes an injector drive mechanism 310. An injector drive mechanism 310 is located within the fuselage 100 and is used to drive the fuel injector 300 between a first position and a second position. The injector drive mechanism 310 is, for example, a linear motor.

Specifically, an injector drive mechanism 310 may be provided on an inner surface of the base plate 110 for driving the fuel injector 300 in an extending or retracting motion. When the fuel injector 300 is extended, it is switched from the first position to the second position. When the fuel injector 300 is retracted, it is switched from the second position to the first position.

As can be appreciated, referring to fig. 4 and 5, the base plate 110 is provided with an injector port 112 for the passage of a fuel injector 300. The fuel injector 300 is extended or retracted between a first position and a second position through the injector port 112.

In one embodiment, the wing-hair reconfiguration type variant aircraft further includes an injector cover plate connected to the base plate 110 and capable of opening or closing the injector port 112.

When both the left wing 200a and the right wing 200b are in the extended state, the fuel injector 300 is retracted to the first position and the injector cover plate closes the injector port 112 to reduce the aerodynamic impact of the injector port 112.

When both the left wing 200a and the right wing 200b are in the retracted state for reconstructing the ramjet, the injector cover plate opens the injector port 112 so that the fuel injector 300 protrudes through the injector port 112 to the second position for reconstructing the ramjet.

In one embodiment, the wing-to-wing reconfiguration type variant aircraft further includes an injector cover plate drive mechanism (not shown) located inside the fuselage 100 and configured to drive the injector cover plate to open or close the injector port 112.

Specifically, the injector cover plate is rotatably coupled to the base plate 110 via a rotation shaft (hereinafter referred to as an injector cover plate rotation shaft), so that the injector port 112 can be opened or closed in a rotating manner. The injector cover plate is fixed relative to the injector cover plate shaft, which is rotatable with respect to the base plate 110 such that the injector cover plate is rotatable with respect to the base plate 110 to open or close the injector port 112. An injector cover plate drive mechanism may be disposed on an inner surface of the base plate 110 for driving rotation of the injector cover plate shaft relative to the base plate 110. The injector cover plate drive is, for example, an electric motor.

In embodiments of the present application, after the left wing 200a and the right wing 200b are shifted into position between the extended state and the retracted state, the state thereof can be further reliably fixed by positioning the locking mechanism. The positioning and locking mechanism can adopt some common mechanical structures, and details thereof are not repeated in the technical scheme of the application.

In one embodiment, the wing-generator variant aircraft further comprises a turbine engine, which is located inside the fuselage 100.

Referring to fig. 1 to 3, in an embodiment, each of the left wing 200a and the right wing 200b includes a first portion 210 and a second portion 220, one end of the first portion 210 is rotatably connected to the body 100 through a first rotation shaft 211, the other end of the first portion 210 is rotatably connected to one end of the second portion 220 through a second rotation shaft 221, and the first rotation shaft 211 and the second rotation shaft 221 are parallel to an incoming flow direction.

When both the left wing 200a and the right wing 200b are in the extended state, both the first portion 210 and the second portion 220 of the left wing 200a extend toward the left side of the fuselage 100, and both the first portion 210 and the second portion 220 of the right wing 200b extend toward the right side of the fuselage 100.

When both the left wing 200a and the right wing 200b are in the contracted state, both the left wing 200a and the right wing 200b are rotated to the lower side of the fuselage 100, the first portion 210 of the left wing 200a becomes the left side wall of the punched flow channel 101, and the first portion 210 of the right wing 200b becomes the right side wall of the punched flow channel 101. The second portion 220 of the left wing 200a and the second portion 220 of the right wing 200b together become the bottom wall 102 of the stamped runner 101 (bottom wall 102 is shown in fig. 5).

As shown in fig. 3, during the process of changing the left wing 200a and the right wing 200b from the extended state to the contracted state, the first portion 210 rotates downward relative to the fuselage 100 through the first rotating shaft 211 until the first portion 210 of the left wing 200a and the first portion 210 of the right wing 200b are opposite to each other, and become the left side wall and the right side wall of the punched flow channel 101; the second portion 210 rotates relative to the first portion 210 via a second rotation axis 221. Until the second portion 210 of the left wing 200a and the second portion 210 of the right wing 200b together oppose the bottom plate 110 as the bottom wall 102 of the punched flow channel 101. At this time, the bottom plate 110 becomes a top wall of the punched flow channel 101. The process of changing the left wing 200a and the right wing 200b from the contracted state to the extended state is reverse, and will not be described herein.

The advantage of this embodiment is that the first rotation shaft 211 and the second rotation shaft 221 are parallel to the incoming flow direction, the resistance is low, the load of the first rotation shaft 211 and the second rotation shaft 221 is low, and a larger punching passage cross-sectional area can be obtained.

Preferably, the first rotation shaft 211 of the left wing 200a is disposed at the bottom of the left side of the fuselage 100, and the first rotation shaft 211 of the right wing 200a is disposed at the bottom of the right side of the fuselage 100.

Referring to fig. 1, in one embodiment, the wing-to-wing reconfiguration variant aircraft further includes a first drive mechanism 212 and a second drive mechanism 222. The first driving mechanism is located inside the main body 100 and is used for driving the first rotating shaft 211 to rotate, and the first rotating shaft 211 is fixed with the first portion 210, so as to drive the first portion 210 to rotate relative to the main body 100. The second driving mechanism 222 is configured to drive the second rotating shaft 222 to rotate, where the second rotating shaft 222 is fixed with the second portion 220, so as to drive the second portion 220 to rotate relative to the first portion 210, and the second driving mechanism 222 may be disposed inside the second portion 220.

Referring to fig. 6-11, in other embodiments, the wing-generator type variant aircraft includes two turbine engines, namely a left turbine engine 510 and a right turbine engine 520, respectively, the left turbine engine 510 and the right turbine engine 520 being respectively fixed to left and right ends under the bedplate 110.

Referring to fig. 6-11, in some embodiments, one end of the left wing 200a is rotatably coupled to the housing of the left turbine engine 510 via a left shaft 511, and one end of the right wing 200b is rotatably coupled to the housing of the right turbine engine 520 via a right shaft 512.

When both the left wing 200a and the right wing 200b are in the extended state, the left wing 200a extends to the left of the left turbine engine 510 and the right wing 200b extends to the right of the right turbine engine 520.

When both the left wing 200a and the right wing 200b are in the contracted state, the right side wall of the casing of the left turbine engine 510 becomes the left side wall of the punched flow path 101, and the left side wall of the casing of the right turbine engine 520 becomes the right side wall of the punched flow path 101. The left wing 200a and the right wing 200b together become the bottom wall 102 of the punched flow channel 101.

As shown in fig. 8 and 11, in the process of changing the left wing 200a and the right wing 200b from the extended state to the contracted state, the left wing 200a rotates relative to the fuselage 100 through the left rotating shaft 511, and the right wing 200b rotates relative to the fuselage 100 through the right rotating shaft 512 until the left wing 200a and the right wing 200b both rotate to be opposite to the bottom plate 110, and the right side wall of the casing of the left turbine engine 510, the left side wall of the casing of the right turbine engine 520, the bottom plate 110, the left wing 200a, and the right wing 200b jointly enclose the ram flow channel 101 of the ram engine. The right side wall of the casing of the left turbine engine 510 is a left side wall of the flow path 101, the left side wall of the casing of the right turbine engine 520 is a right side wall of the flow path 101, the bottom plate 110 is a top wall of the flow path 101, and the left wing 200a and the right wing 200b together are a bottom wall 102 of the flow path 101. The process of changing the left wing 200a and the right wing 200b from the contracted state to the extended state is reverse, and will not be described herein.

Some embodiments shown in fig. 6-11 utilize the space between the left turbine engine 510 and the right turbine engine 520 to construct the ramjet runner 101 of the ramjet engine. Compared to the embodiments shown in fig. 1 to 3, the left wing 200a and the right wing 200b of the embodiments shown in fig. 6 to 11 only need to be provided with one rotating shaft (the left rotating shaft 511 and the right rotating shaft 512 respectively), so that the extending state and the contracting state can be changed, and the structural complexity is low.

In the embodiment shown in fig. 6 and 8, the left rotation shaft 511 and the right rotation shaft 512 are parallel to the incoming flow direction, and thus the resistance is low, and the loads of the left rotation shaft 511 and the right rotation shaft 512 are low.

Preferably, the left rotary shaft 511 is provided at the bottom of the left side of the left turbine engine 510. The right spool 612 is disposed at the bottom of the right side of the right turbine engine 520.

As shown in fig. 7, in some embodiments, a left flap 230 is provided on the left wing 200a, a left drive mechanism 250 is mounted within the left flap 230, a right flap 240 is provided on the right wing 200b, and a right drive mechanism 260 is mounted within the right flap 240. The left driving mechanism 250 drives the left aileron 230 to deflect, and changes aerodynamic force on the left wing 200a, so that a rotational moment can be generated on the left rotating shaft 511, and the change of the extending state and the contracting state of the left wing 200a is realized. The right driving mechanism 260 drives the right aileron 240 to deflect, and changes aerodynamic force on the right wing 200a, so that a rotational moment can be generated on the right rotating shaft 512, and changes of the extending state and the contracting state of the right wing 200a can be realized. In this embodiment, the left driving mechanism 250 and the right driving mechanism 260 are steering engines, respectively. The aerodynamic forces on the wing are used to drive the wing to achieve the morphing, reducing the power required by the morphing drive mechanisms (left drive mechanism 250 and right drive mechanism 260), and thus reducing weight.

Referring to the embodiment shown in fig. 9 to 11, unlike the embodiment of fig. 6 to 8, the left rotation shaft 511 and the right rotation shaft 512 are perpendicular to the incoming flow direction, and along the up-down direction of the fuselage 100, so that the left wing 200a and the right wing 200b can be reconfigured in a sweepback variant manner when rotating, thereby combining the advantages of the sweepback wing aircraft, and the aerodynamic characteristics of the variant reconfiguration process are stable. The left wing 200a is connected to the lower end of the left rotation shaft 511, and the right wing 200b is connected to the lower end of the right rotation shaft 512. An advantage of this embodiment is that since the spanwise direction of the left wing 200a and the right wing 200b is in the incoming flow direction in the contracted state, the spanwise dimension may not be affected by the width dimension of the fuselage 100, so that the left wing 200a and the right wing 200b may be designed with a larger spanwise dimension.

For the embodiment shown in fig. 9 to 11, further, a left driving mechanism and a right driving mechanism may be provided in the main body 100. The left driving mechanism is connected to the root (i.e., upper end) of the left rotating shaft 511, and is used for driving the left rotating shaft 511 to rotate, and the left rotating shaft 511 is fixed to the left wing 200a, so that the left wing 200a can be driven to rotate. The right driving mechanism is connected to the root (i.e., the upper end) of the right rotating shaft 512, and is used for driving the right rotating shaft 512 to rotate, and the right rotating shaft 512 is fixed to the right wing 200b, so as to drive the right wing 200b to rotate.

In some embodiments, the left wing 200a and the right wing 200b may employ both planar and contoured wings.

The wing-launch configuration variant aircraft in any of the embodiments described above may be a hypersonic aircraft that is landing on a horizontal plane. The horizontal take-off and landing hypersonic aircraft takes off and lands from an airport runway in a horizontal take-off and landing mode, and large wings are required to provide lift force during low-speed take-off and landing. Specific models include, but are not limited to, hypersonic civil airliners, hypersonic transport, hypersonic bombers, hypersonic scouts, and the like.

The wing-launch configuration variant aircraft of any of the embodiments described above may also be the first stage of a two-stage in-orbit reusable vehicle. The two stages of the orbit-in type vehicle can be repeatedly used at the first stage, the flying speed and the flying height range are similar to those of a hypersonic aircraft, and the wing-launching reconfiguration type variant aircraft can be utilized to obtain good take-off and landing performance and hypersonic cruising performance, so that the overall performance of a system is improved.

The wing-launch configuration variant aircraft of any of the embodiments described above may also be the second stage of a two-stage in-orbit reusable vehicle. The two-stage orbit-in type carrier can be reused as the second stage, the flying speed and the flying height range are higher than those of hypersonic aircraft, when the hypersonic aircraft reenters and returns, the hypersonic aircraft still passes through the atmosphere, a certain wing area is needed to provide lift force, and the wing-launching reconfiguration type modified aircraft can improve the reentry and return performance of the second stage.

The wing-launch configuration variant aircraft of any of the embodiments described above may also be a single stage in-orbit reusable vehicle. The single-stage in-orbit reusable carrier has the flight speed range of Mach number 0-25 and the altitude range of 0-100km, and the wing-launching reconfiguration type variant aircraft can improve the overall performance and increase the in-orbit load capacity.

The wing-launch configuration variant aircraft of any of the embodiments described above may also be a reusable rocket booster. Reusable rocket boosters are currently landed by parachutes or by power. Parachute deceleration is needed to be equipped for landing, the landing place is greatly influenced by wind, and the recovery precision is low. The power landing needs to utilize the thrust of the engine to reversely thrust and decelerate, and needs to reserve landing propellant to reduce the effective load of the rocket. The wing-launching reconfiguration type aircraft adopting the application has the advantages that in the launching stage, the aircraft adopts a ramjet configuration, the oxygen in the atmosphere can be utilized for supporting combustion to generate thrust, the carrying capacity of an oxidant is reduced, and the load capacity is improved. In the recovery stage, the ramjet is unfolded to be in a wing configuration, landing can be performed in a gliding mode, the landing speed and the landing precision are high, and the reusable performance is improved.

The technical features of the above-described embodiments may be arbitrarily combined, and all possible combinations of the technical features in the above-described embodiments are not described for brevity of description, however, as long as there is no contradiction between the combinations of the technical features, they should be considered as the scope of the description.

The above examples illustrate only a few embodiments of the application, which are described in detail and are not to be construed as limiting the scope of the claims. It should be noted that it will be apparent to those skilled in the art that several variations and modifications can be made without departing from the spirit of the application, which are all within the scope of the application. Accordingly, the scope of protection of the present application is to be determined by the appended claims.

Claims

1. A wing-hair reconfiguration type variant aircraft, characterized by comprising: fuselage, left wing, and right wing; one end of the left wing is connected with the left side of the fuselage, and one end of the right wing is connected with the right side of the fuselage;

2. The wing-hair reconfiguration variant aircraft according to claim 1, wherein,

the left wing and the right wing both comprise a first part and a second part, one end of the first part is rotationally connected with the machine body through a first rotating shaft, the other end of the first part is rotationally connected with one end of the second part through a second rotating shaft, and the first rotating shaft and the second rotating shaft are both parallel to the incoming flow direction;

3. The wing-and-generator configuration variant aircraft of claim 1, further comprising a left turbine engine and a right turbine engine, the left turbine engine and the right turbine engine being secured to respective left and right ends below the floor;

4. A wing-hair reconstruction type variant aircraft according to claim 3, wherein the left and right rotational axes are both parallel to the incoming flow direction.

5. A wing-to-wing reconfiguration type morphing aircraft according to claim 3, wherein the left and right rotational axes are both perpendicular to the incoming flow direction such that rotation of the left and right wings can be reconfigured in a swept-back morphing manner.

6. The wing-and-generator-type variant aircraft according to claim 1, further comprising a cavity structure connected to the bottom plate and located inside the fuselage, the bottom plate being provided with a communication opening, and a cavity cover connected to the bottom plate and able to open or close the communication opening;

7. The wing-generator configuration variant aircraft of claim 6, further comprising a cavity cover drive mechanism located inside the fuselage for driving the cavity cover to open or close the communication port.

8. The wing-to-wing reconfiguration variant aircraft of claim 1, further comprising a fuel injector having a first position inside the fuselage and a second position extending out of the underside of the floor; when the left wing and the right wing are in the extending state, the fuel injection piece is positioned at the first position; when the left wing and the right wing are in the contracted state, the fuel injection piece is positioned at the second position and positioned in the punching flow channel.

9. The wing-to-wing reconfiguration variant aircraft of claim 8, further comprising an injector drive mechanism located inside the fuselage and configured to drive the fuel injector to switch between the first position and the second position.

10. The wing-hair reconfiguration variant aircraft of claim 8, wherein said floor is provided with an injector port for said fuel injector to pass through; the wing-and-wing reconfiguration type variant aircraft further includes an injector cover plate connected to the base plate and capable of opening or closing the injector port.