CN117429596A - Wing profile combination for a variant aircraft - Google Patents
Wing profile combination for a variant aircraft Download PDFInfo
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- CN117429596A CN117429596A CN202311672480.1A CN202311672480A CN117429596A CN 117429596 A CN117429596 A CN 117429596A CN 202311672480 A CN202311672480 A CN 202311672480A CN 117429596 A CN117429596 A CN 117429596A
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/10—Shape of wings
- B64C3/14—Aerofoil profile
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/38—Adjustment of complete wings or parts thereof
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/10—Shape of wings
- B64C3/14—Aerofoil profile
- B64C2003/149—Aerofoil profile for supercritical or transonic flow
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Abstract
The invention provides an airfoil combination for a variant aircraft, which comprises a transonic flight dominant airfoil, a supersonic flight dominant airfoil and a hypersonic flight dominant airfoil. Three airfoils with different flight advantages have superior lift and drag characteristics to the reference airfoil NACA64A-204 at respective cruise flight conditions. In the cruising flight state, the lift-drag ratio characteristic and the lift coefficient under different attack angles are respectively improved, and the three wing profiles can be mutually changed through the wing profile deformation mechanism, so that the optimum flight performance can be realized under different speed ranges according to different flight states. Therefore, the wing profile combination for the variant aircraft provided by the invention can be used for the cross-speed domain flight of the variant aircraft, and is a wing profile variant solution for the cross-speed domain flight of the variant aircraft.
Description
Technical Field
The invention belongs to the technical field of aerodynamics, and particularly relates to an airfoil combination for a variant aircraft.
Background
In the military and civil fields, the demand for multi-tasking aircraft is growing, in particular for aircraft capable of multi-speed cruising. Conventional aircraft do not always have optimal aerodynamic characteristics throughout the entire flight speed range. The selection and design of airfoils is an important task in aircraft design that affects aircraft cruise speed, take-off and landing performance, stall speed, handling performance (especially near stall), and aerodynamic efficiency for all phases of flight. The aerodynamic design experience of the aircraft shows that: for the same configuration, the flow mechanisms of the lift-increasing drag reduction are different in different speed ranges, so that the requirements of the wing profile in different speed ranges are also obviously different. For low speed aircraft, the airfoil is relatively thick; for supersonic aircraft, the airfoil can be a quadrilateral, a hexagonal or a double-arc airfoil with relatively thin thickness. It follows that there is a conflict in the requirements for airfoil profile at high and low speeds due to the difference in cruise speeds of the aircraft.
Disclosure of Invention
In view of the drawbacks of the prior art, the present invention provides an airfoil combination for a variant aircraft, which effectively solves the above-mentioned problems.
The technical scheme adopted by the invention is as follows:
the invention provides an airfoil combination for a variant aircraft, which comprises a transonic flight dominant airfoil, a supersonic flight dominant airfoil and a hypersonic flight dominant airfoil;
the transonic flight dominant airfoil has a maximum thickness of 4.0% C, a maximum thickness position of 42.5% C, a maximum camber of 1.63% C, and a maximum camber position of 66.3% C;
the supersonic flight dominant airfoil profile has a maximum thickness of 4% C, a maximum thickness position of 49.4% C, a maximum camber of 0.83% C, and a maximum camber position of 74.5% C;
the hypersonic flight dominant airfoil profile has a maximum thickness of 4% C, a maximum thickness position of 53.4% C, a maximum camber of 1.12% C, and a maximum camber position of 73.9% C; wherein C is the chord length of the airfoil.
Preferably, the geometrical coordinate expression of the upper surface and the lower surface of the airfoil in the airfoil combination is:
wherein:
y up (x) Representing the upper surface ordinate of the airfoil;
y low (x) Representing the lower surface ordinate of the airfoil;
A upi expression coefficients representing the geometric coordinates of the upper surface of the airfoil; i=0, 1,2, …,8, representing a total of 9 expression coefficients;
A lowi expression coefficients representing the geometric coordinates of the lower surface of the airfoil;
x represents the surface abscissa of the unit airfoil.
Preferably, the expression coefficients of the geometric coordinates of the transonic flight dominant airfoil are:
| A up0 | A up1 | A up2 | A up3 | A up4 | A up5 | A up6 | A up7 | A up8 |
| 0.04374 | 0.06455 | 0.07530 | 0.50443 | 0.15629 | 0.01812 | 0.20727 | 0.12926 | 0.12797 |
| A low0 | A low1 | A low2 | A low3 | A low4 | A low5 | A low6 | A low7 | A low8 |
| -0.02256 | -0.01800 | -0.03036 | -0.01166 | -0.04051 | 0.01478 | -0.01151 | 0.05886 | -0.01185 |
the expression coefficients of the geometric coordinates of the supersonic flight dominant airfoil are:
| A up0 | A up1 | A up2 | A up3 | A up4 | A up5 | A up6 | A up7 | A up8 |
| 0.01650 | 0.02955 | 0.06200 | 0.05185 | 0.09169 | 0.06921 | 0.11533 | 0.05914 | 0.15379 |
| A low0 | A low1 | A low2 | A lww3 | A low4 | A low5 | A low6 | A low7 | A lww8 |
| -0.00395 | -0.00280 | -0.00980 | -0.00663 | -0.10912 | 0.01217 | -0.08213 | 0.07150 | -0.00690 |
the expression coefficients of the geometrical coordinates of the hypersonic flight dominant airfoil are:
| A up0 | A up1 | A up2 | A up3 | A up4 | A up5 | A up6 | A up7 | A up8 |
| 0.01363 | 0.03596 | 0.05054 | 0.03718 | 0.10299 | 0.05475 | 0.17636 | 0.07315 | 0.16849 |
| A low0 | A low1 | A low2 | A low3 | A low4 | A low5 | A low6 | A low7 | A low8 |
| -0.00530 | -0.00198 | -0.00808 | -0.00677 | -0.09657 | 0.00608 | -0.08054 | 0.09001 | -0.00685 |
wherein:
A up0 、A up1 、A up2 、A up3 、A up4 、A up5 、A up6 、A up7 、A up8 representing the 0 th, 1 st, 2 nd, 3 rd, 4 th, 5 th, 6 th, 7 th and 8 th expression coefficients, respectively.
Preferably, the three types of airfoils included in the airfoil combination are adjusted to be mutually changed by an airfoil deformation mechanism.
Preferably, the wing-shaped deformation mechanism comprises a flexible skin (5), an I-shaped beam (6) and a telescopic connecting rod (7);
the appearance of the flexible skin (5) is in the shape of an airfoil, the I-shaped beam (6) is arranged in the flexible skin (5), and the I-shaped beam (6) can move so as to change the position of the maximum thickness of the airfoil; one end of the telescopic connecting rod (7) is connected with the flexible skin (5), the other end of the telescopic connecting rod (7) is connected with the I-shaped beam (6), and the telescopic connecting rod (7) performs telescopic motion under the action of a driver, so that the flexible skin (5) is driven to deform, and the airfoil shape represented by the flexible skin (5) is changed.
The wing profile combination for the variant aircraft provided by the invention has the following advantages:
the invention provides an airfoil combination for a variant aircraft, which respectively comprises a transonic flight dominant airfoil, a supersonic flight dominant airfoil and a hypersonic flight dominant airfoil. The three wing profiles with different flight advantages have lift-drag characteristics better than those of the reference wing profile NACA64A-204 in the respective cruising flight state, lift-drag ratio characteristics and lift coefficients in different angles of attack are respectively lifted in the respective cruising flight state, and the three wing profiles can be mutually changed through the wing profile deformation mechanism.
Drawings
FIG. 1 is a comparison of the geometry of an airfoil combination and NACA64A-204 airfoil of the present design;
FIG. 2 is a schematic view of an airfoil deformation mechanism;
FIG. 3 is a graph comparing pressure profiles of a transonic flight dominant airfoil of the present invention and a NACA64A-204 airfoil in a transonic design state;
FIG. 4 is a graph comparing lift curves of a transonic flight dominant airfoil of the present invention and a NACA64A-204 airfoil in a transonic condition;
FIG. 5 is a graph comparing the lift-drag characteristics of the transonic flight dominant airfoil of the present invention and the NACA64A-204 airfoil in transonic conditions;
FIG. 6 is a graph comparing lift-drag ratio curves of transonic flight advantage airfoils of the present invention and NACA64A-204 airfoils at transonic conditions;
FIG. 7 is a graph comparing torque characteristics of a transonic flight dominant airfoil of the present invention and a NACA64A-204 airfoil in a transonic state;
FIG. 8 is a graph comparing pressure profiles of supersonic flight dominant airfoils of the present invention and NACA64A-204 airfoils in supersonic design conditions;
FIG. 9 is a graph comparing lift curves of supersonic flight dominant airfoils and NACA64A-204 airfoils of the present invention in supersonic conditions;
FIG. 10 is a graph comparing lift-drag characteristics of supersonic flight dominant airfoils of the present invention with NACA64A-204 airfoils at supersonic conditions;
FIG. 11 is a graph comparing lift-drag ratio curves of supersonic flight dominant airfoils and NACA64A-204 airfoils of the present invention in supersonic conditions;
FIG. 12 is a graph comparing torque characteristics of supersonic flight dominant airfoils of the present invention with NACA64A-204 airfoils at supersonic conditions;
FIG. 13 is a graph comparing pressure profiles of hypersonic flight dominance airfoils of the present invention and NACA64A-204 airfoils at hypersonic design conditions;
FIG. 14 is a graph comparing lift curves of hypersonic flight dominance airfoils and NACA64A-204 airfoils of the present invention in hypersonic conditions;
FIG. 15 is a graph comparing lift-drag characteristics of hypersonic flight dominance airfoils of the present invention and NACA64A-204 airfoils at hypersonic conditions;
FIG. 16 is a graph comparing lift-drag ratio curves of hypersonic flight advantage airfoils and NACA64A-204 airfoils of the present invention in hypersonic conditions;
FIG. 17 is a graph comparing torque characteristics of hypersonic flight dominance airfoils of the present invention and NACA64A-204 airfoils at hypersonic conditions;
wherein:
1 represents the aerodynamic characteristic curve of the transonic flight dominant airfoil of the present invention;
2 represents the aerodynamic characteristic curve of the supersonic flight dominant airfoil of the present invention;
3 represents the aerodynamic characteristics of the hypersonic flight dominance airfoil of the present invention;
4 represents the aerodynamic characteristics of the NACA64A-204 airfoil for comparison;
the names of the components are as follows: a flexible skin 5, an I-beam 6, a telescopic link 7.
Detailed Description
In order to make the technical problems, technical schemes and beneficial effects solved by the invention more clear, the invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
The invention provides an airfoil combination for a variant aircraft, which respectively comprises a transonic flight dominant airfoil, a supersonic flight dominant airfoil and a hypersonic flight dominant airfoil. The three wing profiles for different flight advantages have lift-drag characteristics better than those of the reference wing profile NACA64A-204 in the respective cruising flight state, lift-drag ratio characteristics and lift coefficients in different angles of attack are respectively lifted in the respective cruising flight state, and the three wing profiles can be mutually changed through the wing profile deformation mechanism.
Specifically, the invention designs an airfoil combination for a variant aircraft on the basis of NACA64A-204 reference airfoils, which are respectively transonic flight dominant airfoils, supersonic flight dominant airfoils and hypersonic flight dominant airfoils, aiming at the problem that the requirements of the airfoil profiles at high and low speeds are contradictory due to different cruising speeds of the aircraft. The requirements for developing airfoil design indexes are as follows:
1. for transonic flight dominant airfoils: h=9km, ma=0.8, re=7.61×10 6 Alpha=1.5°, lift-drag ratio at transonic design attack angle is not less than 80, lift coefficient is not less than 0.6; wherein H represents cruising altitude, and Ma represents Mach number; re represents the Reynolds number; alpha represents the angle of flight attack.
2. For supersonic flight dominant airfoils: h=10 km, ma=2, re=1.70×10 7 Alpha=4°, and has a high lift-drag ratio under the premise that the lift coefficient is improved under the supersonic design attack angle;
3. for hypersonic flight dominant airfoils: h=26km, ma=6, re=4.23×10 6 Alpha=5°, and has a high lift-drag ratio under the premise that the lift coefficient is improved under the hypersonic design attack angle;
4. the airfoil thickness is in the 4% range.
An airfoil combination for a variant aircraft designed in accordance with the present invention is shown in FIG. 1 in combination with a NACA64A-204 reference airfoil geometry pair. Wherein, the transonic flight dominant airfoil profile has a maximum thickness of 4.0% C, a maximum thickness position of 42.5% C, a maximum camber of 1.63% C, and a maximum camber position of 66.3% C; supersonic flight dominant wing section, maximum thickness is 4% C, maximum thickness position is 49.4% C, maximum camber is 0.83% C, maximum camber position is 74.5% C; hypersonic flight dominant airfoil, maximum thickness is 4% C, maximum thickness position is 53.4% C, maximum camber is 1.12% C, maximum camber position is 73.9% C. The specific geometric characteristic parameters are shown in the following table. Wherein C is the airfoil chord length.
| Airfoil name | Maximum thickness of | Maximum thickness position | Maximum camber of | Maximum camber position |
| Transonic flight dominant airfoil | 4％C | 42.5％C | 1.63％C | 66.3％C |
| Supersonic flight dominant airfoil | 4％C | 49.4％C | 0.83％C | 74.5％C |
| Hypersonic flight dominant airfoil | 4％C | 53.4％C | 1.12％C | 73.9％C |
The geometrical coordinate expression of the upper surface and the lower surface of the airfoil is:
wherein:
y up (x) Representing the upper surface ordinate of the airfoil;
y low (x) Representing the lower surface ordinate of the airfoil;
A upi expression coefficients representing the geometric coordinates of the upper surface of the airfoil; i=0, 1,2, …,8, representing a total of 9 expression coefficients;
A lowi expression coefficients representing the geometric coordinates of the lower surface of the airfoil;
x represents the surface abscissa of the unit airfoil.
The invention relates to an expression coefficient of a transonic flight dominant airfoil geometrical coordinate:
| A up0 | A up1 | A up2 | A up3 | A up4 | A up5 | A up6 | A up7 | A up8 |
| 0.04374 | 0.06455 | 0.07530 | 0.50443 | 0.15629 | 0.01812 | 0.20727 | 0.12926 | 0.12797 |
| A low0 | A low1 | A low2 | A lww3 | A low4 | A low5 | A low6 | A low7 | A lww8 |
| -0.02256 | -0.01800 | -0.03036 | -0.01166 | -0.04051 | 0.01478 | -0.01151 | 0.05886 | -0.01185 |
the expression coefficients of the geometric coordinates of the supersonic flight dominant airfoil of the invention are as follows:
| A up0 | A up1 | A up2 | A up3 | A up4 | A up5 | A up6 | A up7 | A up8 |
| 0.01650 | 0.02955 | 0.06200 | 0.05185 | 0.09169 | 0.06921 | 0.11533 | 0.05914 | 0.15379 |
| A low0 | A low1 | A low2 | A low3 | A low4 | A low5 | A low6 | A low7 | A low8 |
| -0.00395 | -0.00280 | -0.00980 | -0.00663 | -0.10912 | 0.01217 | -0.08213 | 0.07150 | -0.00690 |
the expression coefficients of the geometrical coordinates of the hypersonic flight dominant airfoil profile of the invention are:
| A up0 | A up1 | A up2 | A up3 | A up4 | A up5 | A up6 | A up7 | A up8 |
| 0.01363 | 0.03596 | 0.05054 | 0.03718 | 0.10299 | 0.05475 | 0.17636 | 0.07315 | 0.16849 |
| A low0 | A low1 | A low2 | A low3 | A low4 | A low5 | A low6 | A low7 | A low8 |
| -0.00530 | -0.00198 | -0.00808 | -0.00677 | -0.09657 | 0.00608 | -0.08054 | 0.09001 | -0.00685 |
wherein:
A up0 、A up1 、A up2 、A up3 、A up4 、A up5 、A up6 、A up7 、A up8 representing the 0 th, 1 st, 2 nd, 3 rd, 4 th, 5 th, 6 th, 7 th and 8 th expression coefficients, respectively.
The wing profile combination provided by the invention is mutually changed through the wing profile deformation mechanism, so that the shape of the wing profile can be adjusted in real time according to the flight speed domain in the flight process of the aircraft, and the wing profile conforming to the current flight speed domain is obtained. The present invention is not limited to the specific structural form of the wing shape deforming mechanism, as a specific embodiment, as shown in fig. 2, a schematic diagram of the wing shape deforming mechanism is shown, and can be understood as a section view of a wing, the mechanism is used for carrying out mutual transformation between different wing shapes, and the composition includes: a flexible skin 5, an i-beam 6 and a telescopic link 7;
the appearance of the flexible skin 5 is in an airfoil shape, the I-shaped beam 6 is arranged in the flexible skin 5, and the I-shaped beam 6 can move so as to change the position of the maximum thickness of the airfoil; one end of the telescopic connecting rod 7 is connected with the flexible skin 5, the other end of the telescopic connecting rod 7 is connected with the I-shaped beam 6, and the telescopic connecting rod 7 performs telescopic motion under the action of a driver, so that the flexible skin 5 is driven to deform, parameters such as bending degree of an airfoil are changed, and the airfoil shape represented by the flexible skin 5 is changed.
The transonic flight dominant wing profile, the supersonic flight dominant wing profile and the hypersonic flight dominant wing profile which are designed by the invention are introduced through experiments below, and the aerodynamic characteristic difference between the transonic flight dominant wing profile, the hypersonic flight dominant wing profile and the reference wing profile is described:
as shown in tables 1,2 and 3, respectively: the main aerodynamic characteristics of the transonic flight dominant airfoil and the reference airfoil NACA64A-204 at the design point; the main aerodynamic characteristics of the supersonic flight dominant airfoil and the reference airfoil NACA64A-204 at the design point; the main aerodynamic properties of the hypersonic flight dominant airfoil and the reference airfoil NACA64A-204 at the design point.
Table 1 main aerodynamic characteristics of transonic flight dominant airfoil and reference airfoil NACA64A-204 at design point: (h=9km, ma=0.8, re=7.61×10) 6 ，Alpha＝1.5°)
| Wing profile | Coefficient of lift | Coefficient of resistance | Moment coefficient | Lift-drag ratio |
| NACA64A-204 | 0.597 | 0.00840 | -0.0663 | 71.1 |
| Transonic flight dominant airfoil | 0.640 | 0.00779 | -0.0865 | 82.2 |
Table 2 main aerodynamic properties of supersonic flight dominant airfoil and reference airfoil NACA64A-204 at design point: (h=10 km, ma=2, re=1.70×10) 7 ，Alpha＝4°)
| Wing profile | Coefficient of lift | Coefficient of resistance | Moment coefficient | Lift-drag ratio |
| NACA64A-204 | 0.1518 | 0.02713 | 0.0172 | 5.60 |
| Supersonic flight dominant airfoil | 0.1579 | 0.02042 | 0.0091 | 7.73 |
Table 3 main aerodynamic properties of hypersonic flight dominant airfoil and reference airfoil NACA64A-204 at design point: (h=26 km, ma=6, re=4.23×10) 6 ，Alpha＝5°)
| Wing profile | Coefficient of lift | Coefficient of resistance | Moment coefficient | Lift-drag ratio |
| NACA64A-204 | 0.0471 | 0.01397 | 0.0031 | 3.36 |
| Hypersonic flight dominant airfoil | 0.0575 | 0.00834 | -0.0009 | 6.89 |
FIG. 1 is a comparison of the geometry of an airfoil combination and a NACA64A-204 reference airfoil of the present design.
Referring to fig. 3 to 7, and table 1, it is shown that: the transonic flight dominant airfoil of the invention has the advantages that under transonic conditions, lift coefficients under different attack angles are all improved, the stall attack angle is slightly improved, the lift coefficient under the design attack angle of 1.5 degrees is 0.640, the lift-drag ratio is 82.2, the lift coefficient is better than the lift coefficient of the reference airfoil by 0.597 and the lift-drag ratio by 71.1, the lift coefficient meeting the design index requirement is more than 0.6, and the lift-drag ratio is more than 80.
Referring to fig. 8 to 12 and table 2, in the supersonic flight dominant airfoil of the present invention, lift coefficients under different attack angles are all improved in a supersonic state, and lift coefficients are improved from 0.1518 to 0.1579 of the reference airfoil at a design attack angle of 4 ° and lift-drag ratio is improved from 5.60 to 7.73 of the reference airfoil, so that lift-drag ratio satisfying design indexes is improved.
Referring to fig. 13 to 17 and table 3, the hypersonic flight dominant wing profile of the present invention has lift coefficients at different angles of attack all improved in hypersonic conditions, and lift coefficients at 5 ° design angles of attack are improved from 0.0471 to 0.0575 of the reference wing profile, lift-drag ratio is improved from 3.36 to 6.89 of the reference wing profile, and lift-drag ratio satisfying design index is improved.
Therefore, compared with the reference aerofoils NACA64A-204, the three aerofoils designed by the invention have the advantages that the aerodynamic performance is improved under transonic speed, supersonic speed and hypersonic speed, and the aerofoils of the aerofoils can be changed by the aerofoil deformation mechanism in the flight process of the aircraft, so that the aircraft is suitable for flight at different speeds.
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 (5)
1. An airfoil combination for a morphing aircraft, wherein said airfoil combination comprises a transonic flight dominance airfoil, a supersonic flight dominance airfoil, and a hypersonic flight dominance airfoil;
the transonic flight dominant airfoil has a maximum thickness of 4.0% C, a maximum thickness position of 42.5% C, a maximum camber of 1.63% C, and a maximum camber position of 66.3% C;
the supersonic flight dominant airfoil profile has a maximum thickness of 4% C, a maximum thickness position of 49.4% C, a maximum camber of 0.83% C, and a maximum camber position of 74.5% C;
the hypersonic flight dominant airfoil profile has a maximum thickness of 4% C, a maximum thickness position of 53.4% C, a maximum camber of 1.12% C, and a maximum camber position of 73.9% C; wherein C is the chord length of the airfoil.
2. An airfoil combination for a morphing aircraft according to claim 1 wherein the geometric coordinate expressions of the airfoil upper surface and airfoil lower surface are:
wherein:
y up (x) Representing the upper surface ordinate of the airfoil;
y low (x) Representing the lower surface ordinate of the airfoil;
A upi expression coefficients representing the geometric coordinates of the upper surface of the airfoil; i=0, 1,2, …,8, representing a total of 9 expressionsA formula coefficient;
A lowi expression coefficients representing the geometric coordinates of the lower surface of the airfoil;
x represents the surface abscissa of the unit airfoil.
3. An airfoil combination for a variant aircraft according to claim 2, wherein the expression coefficients of the geometric coordinates of the transonic flight dominant airfoil are:
the expression coefficients of the geometric coordinates of the supersonic flight dominant airfoil are:
the expression coefficients of the geometrical coordinates of the hypersonic flight dominant airfoil are:
wherein:
A up0 、A up1 、A up2 、A up3 、A up4 、A up5 、A up6 、A up7 、A up8 representing the 0 th, 1 st, 2 nd, 3 rd, 4 th, 5 th, 6 th, 7 th and 8 th expression coefficients, respectively.
4. An airfoil combination for a morphing aircraft according to claim 1, wherein the three airfoils contained in the airfoil combination are adjusted to each other by an airfoil deformation mechanism.
5. An airfoil combination for a morphing aircraft according to claim 4, characterized in that the airfoil deformation mechanism comprises a flexible skin (5), an i-beam (6) and a telescopic link (7);
the appearance of the flexible skin (5) is in the shape of an airfoil, the I-shaped beam (6) is arranged in the flexible skin (5), and the I-shaped beam (6) can move so as to change the position of the maximum thickness of the airfoil; one end of the telescopic connecting rod (7) is connected with the flexible skin (5), the other end of the telescopic connecting rod (7) is connected with the I-shaped beam (6), and the telescopic connecting rod (7) performs telescopic motion under the action of a driver, so that the flexible skin (5) is driven to deform, and the airfoil shape represented by the flexible skin (5) is changed.
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| CN202311672480.1A CN117429596A (en) | 2023-12-07 | 2023-12-07 | Wing profile combination for a variant aircraft |
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| CN202311672480.1A CN117429596A (en) | 2023-12-07 | 2023-12-07 | Wing profile combination for a variant aircraft |
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