CN209956210U

CN209956210U - Trailing edge jet vector propulsion deformation wing

Info

Publication number: CN209956210U
Application number: CN201920420587.XU
Authority: CN
Inventors: 郭士钧; 张曙光; 张飞豹; 贺媛媛; 黄伯源
Original assignee: Guangdong Institute Of Aeronautics And Astronautics Technology Research Institute
Current assignee: Aviation Equipment Research Institute Of Guangdong Academy Of Sciences; Guangdong Academy Of Sciences Zhuhai Industrial Technology Research Institute Co ltd
Priority date: 2019-03-29
Filing date: 2019-03-29
Publication date: 2020-01-17
Anticipated expiration: 2029-03-29

Abstract

The utility model provides a trailing edge jet vector impels and warp wing, this deformation wing include rigidity box section, elasticity box section and actuating mechanism. The pipeline arranged in the rigid box section can conduct high-pressure airflow generated by an aircraft engine to the driving mechanism distributed in the wing elastic box section, wherein the hollow elbow of the driving mechanism can conduct the high-pressure airflow to the trailing edge of the wing and jet out from the trailing edge of the wing at different angles to generate thrust, so that the purpose of distributed vector propulsion is achieved. Meanwhile, the driving mechanism can drive the elastic box section to deform, the shape of the wing is changed, and the aerodynamic efficiency, the stall angle of attack limit, the lift coefficient and the flight performance are improved.

Description

Trailing edge jet vector propulsion deformation wing

Technical Field

The utility model relates to an aircraft wing technical field especially relates to a trailing edge jet vector impels deformation wing.

Background

Both manned and unmanned aircraft are widely used in military and civilian applications. The aircraft mainly depends on wings to generate lift in a directional air flow field, the lift coefficient and the drag coefficient of the wings are different according to different wing profiles, and the ratio of the maximum lift coefficient to the maximum drag coefficient (lift-drag ratio) is generally used as a basis for judging whether the wing profiles are good or bad. The engine thrust system is typically outboard and separate from the wing. Under the condition of a given airflow speed, the wings generally adopt two modes to change the lift force to realize maneuvering flight. Firstly, the attack angle is changed; and secondly, changing the deflection angle of the control surface or the camber of the wing airfoil. The traditional configuration airplane usually changes the wing attack angle by changing the pitch angle by manipulating the tail wing deflection angle, or changes the deflection angle of the trailing edge control surface to achieve the effect of changing the equivalent attack angle or camber of the wing profile. The traditional control surface is basically a rigid body which is arranged on a wing back beam through a hinge, and a break angle is formed at the hinge joint of the traditional control surface and a wing main lifting surface when the traditional control surface deflects, so that the change of wing profile curvature is discontinuous, and the aerodynamic efficiency is low. When the deflection angle is too large, airflow separation occurs from a break point to a trailing edge, so that the lift coefficient is rapidly reduced, the operating efficiency is reduced, and even the wings stall phenomenon occurs. The seamless deformation wing capable of continuously changing camber has the characteristics of lift-drag ratio and stall incidence angle which are obviously higher than those of the traditional control surface, and can be expanded to wing leading edge camber change to achieve the purpose of lift increase. Has development potential and application prospect in the field of aircrafts. In recent years, the applicant researches an aircraft morphing wing, and the attack angle required by the maximum lift-drag ratio of the wing adopting the camber change of the wing leading edge and the wing flap trailing edge is 4.5 degrees in the take-off state, and the lift is improved by 5 percent compared with the lift of the wing adopting the deflection of the traditional rigid wing flap; when the camber of the wing leading edge and the flap trailing edge is adopted in a landing state, the flap declination angle can be reduced to 27 degrees from the traditional 35 degrees, and the lift can be improved by 2 percent. In a take-off state, if the original design attack angle of the wing is increased by 4 degrees, no obvious airflow separation still occurs on the trailing edge of the flap; however, as the angle of attack increases to 4.5 degrees, significant flow separation begins at the trailing edge of the flap and the wing enters a stall condition. However, if a tangential jet of air higher than the air flow velocity is provided on the upper surface of the flap trailing edge, the wing attack angle will increase by 8 degrees before the flap trailing edge begins to experience flow separation. This indicates that the lift coefficient of the morphing wing is greatly improved compared to the conventional wing with rigid body flaps.

Seamless camber wings are not a completely new concept. Humans have begun trying to try this wing in the early days of simulating bird flight. The white brothers have employed camber wings as early as one hundred years ago when successfully achieving the first powered flight of humans. However, as the weight and flying speed of the airplane are increased, the rigidity of the wing structure is greatly improved, so that the adoption of the variable camber wing technology is not practical enough, and a rigid traditional control surface is adopted. With the rapid development of materials and power technology and the urgent need of greatly improving the aerodynamic efficiency or lift-drag ratio and flight performance of modern aircrafts, the traditional rigid wing has difficulty in meeting the performance requirements of the modern aircrafts. Accordingly, the united states and european aviation fields have again risen from the beginning of this century to develop a booming to elastically deformable wing technology. However, the current morphing wing technology continues to change the geometrical profile of the wing to obtain the traditional concept of high lift or improving aerodynamic efficiency, and the maximum potential of the morphing wing technology cannot be explored.

SUMMERY OF THE UTILITY MODEL

Therefore, it is necessary to provide a trailing edge jet vector propulsion morphing wing based on a flight integration design concept for solving the problem of insufficient improvement of aerodynamic efficiency and flight performance in the conventional morphing wing technology.

The above purpose is realized by the following technical scheme:

a trailing edge jet vector propulsion morphing wing comprising:

deformation wing rigidity box section: the rigid box section is positioned between the front edge of the deformable wing and the rear spar of the wing, the rear spar is positioned at the middle rear part of the whole deformable wing, and the front spar of the wing is arranged in the rigid box section;

deformation wing elasticity box section: the elastic box section is located between the rear beam and the rear edge and fixedly connected to the rigid box section, the elastic box section comprises an upper skin and a lower skin, reinforcing ribs are fixedly arranged on the upper skin and the lower skin along the wingspan direction, a sliding connection mechanism is arranged between the upper skin and the lower skin and close to the rear edge, the sliding connection mechanism can enable the upper skin and the lower skin to relatively slide along the chord direction, a sliding door is arranged between the upper skin and the lower skin and close to the sliding connection mechanism in a sliding mode, the upper skin, the lower skin and the sliding door are surrounded to form a rear edge air chamber, and a gap is formed between the upper skin and the lower skin close to the rear edge;

a driving mechanism: the actuating mechanism set up in the wing inside warp, actuating mechanism includes: driver, hollow return bend, biography power dish and biography power slide mechanism, the front portion of hollow return bend set up in on the wing back-porch to can rotate around the return bend central line, the driver can drive hollow return bend rotates, it sets up to pass the power dish in on the hollow return bend, pass the power dish with go up the skin and pass through with the strengthening rib strip on the skin down biography power slide mechanism connects, it can drive to pass the power dish when rotating go up the skin and take place to deform with lower skin, the one end of hollow return bend is passed the sliding door stretches into the trailing edge air chamber, be used for to trailing edge air chamber carries high-pressure draught.

In one embodiment, the hollow elbow is provided with a plurality of force transmission discs at intervals from the front end to the tail end, and the interval distance is 5% -8% of the chord length.

In one embodiment, the front end of the hollow elbow close to the rear beam mounting part is provided with a gear, and the hollow elbow can rotate around the central line of the hollow elbow close to the front end of the rigid box section by any angle not larger than 90 degrees clockwise or anticlockwise under the action of the driver.

In one embodiment, a plurality of the drive mechanisms are arranged inside the wing at a distance along the span direction, wherein the distance is 40% -60% of the length of the wing chord, but not less than 1.5 times of the maximum displacement of the deformed trailing edge in the vertical direction.

In one embodiment, the hollow elbow in the driving mechanism can rotate independently, or the hollow elbows in a plurality of driving mechanisms can rotate in a combined manner.

In one embodiment, the hollow elbow is a bullhorn-shaped hollow elbow, the bullhorn-shaped hollow elbow comprises at least a variable diameter pipe, the variable diameter pipe is positioned between the wing back spar and the trailing edge, and the diameter of the variable diameter pipe continuously changes within the range of 30% -40% of the distance between the upper skin and the lower skin.

In one embodiment, the ox horn-shaped hollow elbow further comprises a section of equal-diameter pipeline, the equal-diameter pipeline is located at the joint of the front end of the elbow and the rear wing beam, and the length of the equal-diameter pipeline is 10% -15% of the total length of the ox horn-shaped hollow elbow.

In one embodiment, the wall thickness of the hollow elbow varies continuously over 10% -20% of the diameter of the hollow elbow.

In one embodiment, the sliding door is provided with a sliding door through hole, and the tail end of the hollow elbow is rotatably arranged in the sliding door through hole.

In one embodiment, the length of the sliding door is 2 times of the maximum displacement of the wing in the vertical direction after deformation, and is less than twice of the distance between two adjacent hollow elbows.

In one embodiment, the distance from the end of the hollow elbow to the trailing edge of the morphing wing is 2% to 5% of the wing chord length.

In one embodiment, the hollow elbow is located within the trailing edge plenum at a length of between 5% and 8% of the chord length.

The utility model has the advantages that:

the utility model provides a trailing edge jet vector impels and warp wing, this deformation wing include rigidity box section, elasticity box section and actuating mechanism. The hollow elbow in the driving mechanism can receive high-pressure airflow and eject high pressure from the rear edge of the airplane at different angles along with the change of the curvature of the deformation wing, so that the aim of distributed propulsion is fulfilled; meanwhile, a driver in the driving mechanism can enable the hollow elbow to rotate, the hollow elbow drives a skin on the elastic box section to deform through the force transmission disc, the camber and the appearance of the wing are further changed, and the aerodynamic efficiency, the stall angle of attack limit and the lift coefficient of the aircraft are improved.

Drawings

Fig. 1 is a schematic structural diagram of a first embodiment of the present invention;

fig. 2 is a schematic partial structure diagram of a second embodiment of the present invention;

fig. 3 is a schematic view of a partial structure of a third embodiment of the present invention.

1-a rigid box section; 11-wing front spar; 12-wing back spar; 13-a load bearing member; 2-a resilient box section; 211-upper skin; 212-lower skin; 22-reinforcing ribs; 23-a slide block; an upper skin slider-231; a lower skin slider-232; 24-a sliding door; 241-sliding door through hole; 25-trailing edge plenum; 26-a gap; 27-a resilient pad; 28-slide rail reinforcing bars; 3-a drive mechanism; 311-gear; 31-a high pressure gas stream conduit; 32-a drive mechanism straight pipeline; 33-hollow elbow; 331-a bull horn shaped hollow elbow; 34-a force-transmitting disc; a 35-C shaped snap.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail by the following embodiments in combination with the accompanying drawings. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the invention.

The numbering of the components themselves, such as "first", "second", etc., is used herein only to distinguish between the objects depicted and not to have any sequential or technical meaning. The term "connected" and "coupled" when used in this application, unless otherwise indicated, includes both direct and indirect connections (couplings). In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and simplicity of description, and do not indicate or imply that the device 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 present invention.

In the present application, unless expressly stated or limited otherwise, the first feature may be directly on or directly under the second feature or indirectly via intermediate members. Also, a first feature "on," "over," and "above" a second feature may be directly or diagonally above the second feature, or may simply indicate that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature may be directly under or obliquely under the first feature, or may simply mean that the first feature is at a lesser elevation than the second feature.

Referring to FIG. 1, a trailing edge jet vector propulsion morphing wing is shown according to the present embodiment. As shown, the trailing edge jet vector propulsion morphing wing includes at least: a rigid box section 1, an elastic box section 2 and a driving mechanism 3. The rigid box section 1 is used as a main bearing structure and is arranged in front of the whole rear edge jet-propelled vector propulsion deformation wing; the elastic box section 2 is made of elastic materials, is arranged at the rear part of the wing back beam and is fixedly connected with the rigid box section 1, and the shape of the elastic box section 2 can be changed within a certain range, so that the bending degree and the shape of the whole trailing edge jet vector propulsion deformation wing are changed; the driving mechanism 3 is arranged inside the rear edge jet-propelled vector propulsion deformation wing and can drive the elastic box section 2 to deform; the end of the hollow elbow in the driving mechanism 3 is arranged at the rear edge of the deformation wing, and the air flow can be sprayed outwards at different angles. The trailing edge jet vector propulsion deformation wing is used for replacing the traditional wing and the traditional deformation wing, the elastic box section 2 can be driven to deform through the driving mechanism 3 when the aircraft takes off, lands and maneuvers, the shape of the trailing edge jet vector propulsion deformation wing is changed, the stall attack angle is increased, and the lift coefficient is improved; the driving mechanism 3 can jet air outwards along various directions at a plurality of positions of the trailing edge jet type vector propulsion deformation wing for vector propulsion, thereby improving the circulation control efficiency of the wing and further improving the flight performance of the aircraft.

Specifically, referring to fig. 1, a wing front spar 11 and a wing rear spar 12 are disposed inside the rigid box section 1, and the wing rear spar 12 is further provided with a mounting hole for mounting the driving mechanism 3. Inside the rigid box section 1, similar to a conventional stationary vane, there is also provided a carrier member 13 for supporting the driving mechanism 3 and the high-pressure gas flow duct 31. The rigid box section 1 is connected with an aircraft and is used as a main bearing part for transferring the lifting force generated by the wings to the aircraft body.

The outer surface of the elastic box section 2 is formed by a skin 21, which comprises an upper skin 211 and a lower skin 212, the distance (i.e. the wing profile thickness) between the upper skin 211 and the lower skin 212 gradually decreases from front to back along the chord direction, the wing profile thickness of the elastic box section 1 at the connection with the rigid box section 1 is equal to the wing profile thickness of the rigid box section 1, and a certain distance is kept between the upper skin 211 and the lower skin 212 at the rear edge of the deformation wing, so that a gap 26 is formed. The upper skin 211 and the lower skin 212 are respectively provided with a reinforcing rib 22, and the reinforcing rib 22 is connected with the driving mechanism 3 to play roles of structural reinforcement and force transmission. A sliding connection mechanism is further provided between the upper skin 211 and the lower skin 212 near the trailing edge of the wing, and the sliding connection mechanism serves to connect and support the upper skin 211 and the lower skin 212, so that the trailing edge gap 26 maintains a certain width, and sliding movement of a certain distance between the upper skin 211 and the lower skin 212 in the chord direction is enabled. A sliding door 24 is also arranged between the upper skin 211 and the lower skin 212 at the front of the sliding connection mechanism, and the sliding door 24 can slide in the spanwise direction. Upper and

lower skins

211, 212, the sliding connection, and the sliding door 24 enclose a trailing edge plenum 25. The upper skin 211 and the lower skin 212 can be elastically bent and deformed to change the shape of the trailing edge jet vector propulsion deformation wing.

The drive mechanism 3 includes: a driver, a hollow elbow 33 and a force transfer plate 34. The hollow elbow 33 is rotatably arranged in the mounting hole of the wing back beam 12, and the axis of the part of the hollow elbow 33 close to the rigid box section 1 and the axis of the part far away from the rigid box section 1 form a certain angle. The rear end of the high-pressure air flow pipeline 31 is connected with the driving mechanism straight pipeline 32, the other end of the high-pressure air flow pipeline is connected with a high-pressure air source, and air flow in the high-pressure air source can be conveyed into the hollow elbow pipe 33. The high-pressure air source can be from common air flow generating devices such as an aircraft engine, an APU (Auxiliary Power Unit), an electric Power fan or an air compressor and the like. The driver is arranged in the rigid box section 1 and can drive the hollow elbow 33 to rotate. The hollow elbow 33 is also provided with a force transmission disc 34, and the force transmission disc 34 is always connected with the reinforcing ribs 22 on the upper skin 211 and the lower skin 212. The driving mechanism 3 can drive the elastic box section 2 to deform, and the hollow elbow 33 in the elastic box section can also eject high-pressure airflow from the rear edge of the deformation wing at a required angle along with the change of the curvature of the deformation wing, so that vector propulsion is carried out, and the stall attack angle is increased.

In one embodiment, the trailing edge jet vector propulsion morphing wing technology is suitable for different sizes and wing airfoils of different aircrafts, and the specific chord length and span are determined by relevant designers according to design requirements. For navigation aircrafts such as small and medium-sized unmanned planes, the size of the trailing edge jet vector propulsion deformation wing is relatively small; while for some large military and civilian aircraft, the trailing edge jet vector propulsion morphing wing is relatively large in size. Typically, the trailing edge jet vector propulsion morphing wing has a chord length dimension in the range of 0.03m to 3m and a span to chord ratio of 4 to 30.

Referring to fig. 1 and 2 (a part of the skin of fig. 2 is not shown), in one embodiment, the hollow elbow 33 includes a straight pipe 32 portion and a variable-diameter oxhorn-shaped hollow elbow 331 portion, the straight pipe 32 portion is close to the high-pressure airflow pipe 31, and the length of the straight pipe 32 portion accounts for 10% -15% of the total length of the hollow elbow 33. The variable diameter elbow part is divided into the end part from the rear end of the straight pipeline 32 to the oxhorn-shaped hollow elbow 331, and the length of the oxhorn-shaped hollow elbow 331 is 85% -90% of the total length of the whole hollow elbow 33.

Referring to fig. 1, in one embodiment, the diameter of the hollow elbow 33 varies continuously in the range of 25% -40% of the distance between the upper skin 211 and the lower skin 212, wherein the diameter of the bull horn shaped hollow elbow 331 decreases in a direction away from the rigid box section 1. The wall thickness of the hollow elbow 33 varies continuously over 10% -15% of the horn-shaped hollow elbow diameter. The distance from the end of the hollow elbow 33 to the trailing edge of the morphing wing is 2-5% of the wing chord length. The length of the hollow elbow 33 in the trailing edge air chamber 25 is 5% -8% of the chord length.

Referring to fig. 1, in one embodiment, the outer diameter of the straight pipe 32 of the driving mechanism is slightly smaller than the inner diameter of the high-pressure air flow pipe 31 and is inserted into one end of the straight pipe 32, and a sealing member, such as an elastic sealing ring, is inserted between the inner wall of the high-pressure air flow pipe 31 and the outer wall of the straight pipe 32 to ensure the air tightness of the air flow pipe. It should be understood that the sealing manner of the driving mechanism straight pipe 32 and the high-pressure air flow pipe 31 may be other common air flow pipe sealing manners, such as packing sealing, labyrinth sealing, mechanical sealing, etc., and it is sufficient to ensure the air tightness of the air flow pipe after connection.

In one embodiment, referring to fig. 3 (fig. 3 shows a part of the skin, not shown), the sliding connection mechanism is composed of a pair of sliders 23, each slider 23 includes an upper skin slider 231 and a lower skin slider 232, the upper skin slider 231 is fixedly connected to the upper skin 211, and the lower skin slider 232 is fixedly connected to the lower skin 212. The upper skin slider 231 and the lower skin slider 232 are further provided with a sliding assembly, and the sliding assembly enables the upper skin slider 231 and the lower skin slider 232 to slide for a certain distance along the chord direction and be fixed along the direction perpendicular to the chord.

In one embodiment, the length of the sliding door 24 is 1.5 times to 2 times the distance between two adjacent hollow elbows 33, and the sliding doors 24 are arranged in the spanwise direction in the same number as the hollow elbows 33. Each sliding door is provided at a middle position thereof with a sliding door through hole 241, and the end of the hollow bent tube 33 passes through the sliding door through hole 241, and the hollow bent tube 33 can freely rotate in the sliding door through hole 241. The tail end of the hollow elbow 33 penetrates through the sliding door through hole 241 and extends into the trailing edge air chamber 25, the part of the hollow elbow 33 located in the trailing edge air chamber 25 is 5% -8% of the wing chord length, and the tail end of the hollow elbow 33 is 2% -5% of the wing chord length away from the trailing edge of the wing. The end of the hollow elbow 33 extends into the rear edge air chamber 25, the other end is connected with the high-pressure airflow pipeline 32, and the high-pressure airflow pipeline 32 inputs the high-pressure airflow into the hollow elbow 33, then the high-pressure airflow is sprayed into the rear edge air chamber 25 from the end of the hollow elbow 33, and then the high-pressure airflow is sprayed out from the gap 26.

Preferably, in order to ensure the air-tightness between the trailing air chamber 25 and the rest of the resilient box section 2, a sealing member, such as a resilient sealing ring, is provided between the outer wall of the hollow elbow 33 and the inner wall of the shutter through hole 241. Of course, the airtightness between the trailing edge air chamber 25 and the rest of the elastic box section 2 can also be ensured by other common sealing means, such as packing seal, labyrinth seal, mechanical seal, and the like.

Referring to fig. 1 to 3, in one embodiment, the upper skin 211 and the lower skin 212 are additionally provided with slide rail ribs 28 at positions near the front of the sliding block 23, and a certain distance is kept between the slide rail ribs 28 and the sliding block 23 to form a slide way for sliding the sliding door 24. The rear part of the hollow elbow 33 passes through the sliding door through hole 241 on the sliding door 24 and can rotate in the sliding door through hole 241, when the hollow elbow 33 rotates, the sliding door 24 is driven to slide in a slide way formed between the sliding rail rib 28 and the sliding block 23, and is always tightly attached to the sliding block 23 in the sliding process, so that the air tightness between the rear edge air chamber 25 and the rest part of the elastic box section 2 is ensured.

In one embodiment, as shown in fig. 2, in order to ensure the air tightness of the trailing edge air chamber 25, the cross section of the slide rail rib 28 is Z-shaped, a flange extending to the rigid box section 1 is arranged at one end of the slide rail rib 28 connected with the skin 21, and a flange extending to the direction of the trailing edge air chamber 25 is arranged at one end of the slide rail rib 28 away from the skin 21; correspondingly, the cross section of the sliding door 24 is in a C shape, the opening of the C-shaped sliding door faces the front edge of the wing, and the flanges extending forwards at the upper end and the lower end of the C-shaped sliding door are mutually overlapped with the flanges extending backwards of the Z-shaped sliding rail ribs 28, so that when the sliding door 24 is displaced to a certain extent, the sliding door can be well kept in contact with the sliding rail ribs 28, and the air tightness of the rear edge air chamber 25 is ensured.

Further, the cross section of the sliding door 24 is designed to be omega-shaped, the opening of the omega-shaped sliding door is arranged backwards, the cross section of the main body of the omega-shaped sliding door is semi-circular arc, and two semi-circular arc-shaped flanges with smaller sizes and extending forwards compared with the main body are arranged at two ends of the omega-shaped sliding door close to the sliding rail reinforcing ribs 28. The flanges on the two sides of the omega-shaped sliding door can be mutually buckled with the flanges extending backwards from the Z-shaped sliding rail reinforcing bars, and because the omega-shaped sliding door has certain elasticity, when the upper skin 211 and the lower skin 212 have certain dislocation in the chord direction, the omega-shaped sliding door and the sliding rail reinforcing bars 28 can always be tightly jointed.

It should be understood that the C-shaped or omega-shaped sliding door and Z-shaped sliding rail ribbing is just one practical way to implement the sliding door 24 and the reinforcing ribs 22, and the specific shape and structure of the sliding door 24 and the reinforcing ribs 22 may be other forms as long as the airtightness of the trailing edge air chamber 25 is ensured.

Referring to fig. 1 to 3, in one embodiment, the sliders 23 are provided in pairs, and include an upper skin slider 231 and a lower skin slider 232. The upper skin slider 231 is fixedly connected to the upper skin 211, the lower skin slider 232 is fixedly connected to the lower skin 212, and a sliding assembly is arranged between the upper skin slider 231 and the lower skin slider 232 and can enable the upper skin slider 231 and the lower skin slider 232 to displace along the chord direction, so that the upper skin slider 231 and the lower skin slider 232 cannot displace in the direction perpendicular to the butt joint surface and are always connected together. The arrangement of the plurality of sets of sliders 23 between the plurality of driving mechanisms 3 can keep the upper skin 211 and the lower skin 212 at a certain distance at the trailing edge of the wing all the time, forming the gap 26. A sliding assembly is further arranged between the upper skin sliding block 231 and the lower skin sliding block 232, the sliding assembly can ensure that the elastic box section 2 deforms, chord-direction relative displacement occurs between the upper skin 211 and the lower skin 212, and the size of the gap 26 cannot change greatly.

Specifically, the sliding assembly comprises a trapezoidal protrusion arranged on the upper skin slider 231 and a trapezoidal groove arranged on the lower skin slider 232, the width of the part, close to the upper skin slider 231, of the trapezoidal protrusion arranged on the upper skin slider 231 is smaller, and the width of the trapezoidal protrusion gradually increases along the direction away from the upper skin slider 231; the width of the part, close to the upper skin slider 231, of the trapezoidal groove arranged on the lower skin slider 232 is smaller, and the width of the trapezoidal groove is gradually increased along the direction far away from the upper skin slider 231. The trapezoidal protrusions and the trapezoidal grooves are installed in a matched mode, so that the upper skin slider 231 and the lower skin slider 232 can displace along the chord direction, and meanwhile, the upper skin slider 231 and the lower skin slider 232 cannot displace in the direction perpendicular to the slider butt joint face.

It should be understood that the trapezoidal protrusion disposed on the upper skin slider 231 and the trapezoidal recess disposed on the lower skin slider 232 are only one possible way to implement the slide assembly, and the slide assembly may be other common slide-fit manners, such as a Z-shaped groove and a Z-shaped protrusion, an L-shaped groove and an L-shaped protrusion, and the like. And the location of both the projections and the recesses can be on the upper skin slider 231 and the lower skin slider 232, but must be provided in pairs.

In one embodiment, to further ensure the air tightness of the trailing edge air chamber, the slider 23 is connected with a resilient pad 27 at an end adjacent to the sliding door 24. Because the upper skin 211 and the lower skin 212 will be displaced along the chord direction during the deformation of the elastic box section 2, the slider 23 will be displaced, resulting in a change in the distance between the slider 23 and the sliding door 24. The front end of the sliding block 23 is provided with an elastic cushion block 27, when the distance between the sliding block 23 and the sliding door 24 changes, the elastic cushion block 27 can be always tightly attached to the sliding block 23 and the sliding door 24 by means of the elasticity of the elastic cushion block 27, and the air tightness of the rear edge air chamber 25 is guaranteed.

Specifically, the length of the elastic cushion block is equal to the length of the slider 23 connected with the elastic cushion block, the height of the elastic cushion block is equal to the height of the slider 23 connected with the elastic cushion block, and the thickness of the elastic cushion block is 1-2 times of the maximum height of the slider 23 connected with the elastic cushion block. The material of the elastic cushion block can be rubber, and can also be other common elastic materials.

In one embodiment, a section of the straight conduit 32 of the driving mechanism is provided with a gear 311, and the driver drives the hollow elbow 33 to rotate through the driving gear 311. In the initial state, the rotation angle of the hollow elbow 33 is 0 degrees, the tail end of the hollow elbow 33 is far away from the aircraft main body compared with the front end, and the projection of the central line of the hollow elbow 33 on the cross section of the wing is coincided with the chord line of the initial wing profile, so that the wing profile curvature before deformation is ensured; the hollow elbow 33 can be rotated clockwise or counterclockwise by any angle not greater than 90 ° about the central axis of the straight conduit 32 portion thereof under the drive of the driver. Taking the right wing of the rear-view aircraft as an example, when the hollow elbow 33 rotates clockwise by 90 degrees from the initial position, the tail end of the elbow drives the trailing edge of the wing to move downwards, the deformation wing bends downwards to reach a first limit position, the plane of the central line of the hollow elbow 33 is vertical to the ground at the moment, the projection of the central line of the hollow elbow 33 on the cross section of the deformation wing is superposed with the middle chord line of the deformation wing after the maximum downward bending deformation, and the distance between the central axis of the straight pipeline 32 part of the driving mechanism and the vertical direction of the tail end of the hollow elbow 33 is the maximum eccentric distance; when the hollow elbow 33 rotates 90 degrees counterclockwise from the initial position, the tail end of the elbow drives the trailing edge of the wing to move upwards, the deformation wing bends upwards to reach the second limit position, the plane of the central line of the hollow elbow is perpendicular to the ground, and the projection of the central line of the hollow elbow on the cross section of the deformation wing is superposed with the middle chord line after the deformation wing bends upwards to the maximum extent. The driver can be one or more combination of electric driving device, mechanical driving device and hydraulic driving device. It should be understood that the connection of the gear 311 is only one of the connection ways of the driver and the hollow elbow 33, and the driver and the hollow elbow 33 can also be connected by a common connection way of a link mechanism, a chain, a belt and the like.

In one embodiment, referring to fig. 1 to 3, a plurality of driving mechanisms 3 are disposed inside the trailing edge jet vector propulsion morphing wing at intervals, the interval length is generally in the range of 40% to 60% of the wing chord length, but not less than 1.5 times the maximum vertical displacement of the trailing edge after morphing. The arrangement of the plurality of driving mechanisms 3 can realize distributed propulsion, disperse the thrust of the existing aircraft concentrated at 1-4 engines to the whole span range, and effectively improve the aerodynamic efficiency and the manipulation performance of the aircraft.

Further, the plurality of driving mechanisms 3 may rotate relatively independently by a certain angle or may rotate synchronously by the same angle, and the driving relationship of the plurality of driving mechanisms 3 is determined by the specific flight condition.

In one embodiment, the aircraft replaces the existing fixed wing with a trailing edge jet vector propulsion morphing wing. When the morphing wing is in an initial state, the hollow bent pipes 33 in each driving mechanism 3 are in an initial state of a 0-degree corner, the projection of the plane of the central line of the hollow bent pipe 33 and the cross section of the wing is consistent with the middle chord line of the original wing profile, and the tail ends of the hollow bent pipes 33 in the wings on two sides of the aircraft respectively point to the directions of the wing tips. When the aircraft is in a stable cruising flight state, all the hollow bent pipes 33 are in an initial state, and at the moment, the wing profile of the trailing edge jet vector propulsion deformation wing has the optimal designed lift-drag ratio and the optimal aerodynamic efficiency. When the wings need to increase the lift force, the hollow elbow 33 located in the right wing rotates 90 degrees clockwise, the trailing edge of the right morphing wing displaces downwards to reach the first limit position, meanwhile, the hollow elbow 33 located in the left wing rotates 90 degrees counterclockwise, and the trailing edge of the left morphing wing also displaces downwards to reach the first limit position. At this time, the ends of all the hollow bent pipes 33 are deviated to the ground, the whole trailing edge jet vector propulsion deformation wing has a curvature deviated to the ground, and the airflow ejected from the trailing edge of the wing is also deviated to the ground. Therefore, the change of the wing profile can increase the attack angle of the aircraft and increase the lift force, and meanwhile, the airflow sprayed out from the trailing edge of the wing can also provide downward vector thrust and increase the lift force of the wing. When the aircraft steers, for example, when the aircraft steers to the left, the thrust of the left wing should be reduced and the thrust of the right wing should be increased to generate a left-turning moment around the vertical axis of the gravity center of the aircraft, so as to achieve the purpose of steering. When the aircraft rolls, for example, the aircraft rolls leftwards around the longitudinal axis of the fuselage, the difference of the two deformed wings is adopted, the hollow elbow 33 positioned in the left outer section wing keeps an initial state or rotates clockwise upwards for a certain angle, the lift-drag ratio is reduced, meanwhile, the hollow elbow 33 positioned in the right outer section wing also rotates clockwise for a certain angle which is up to 90 degrees at most, the generated lift force is correspondingly increased, and the posture of the whole aircraft inclines leftwards and rolls.

In one embodiment, the force transfer disc 34 is irregular, the distance from the axis of the force transfer disc 34 to each point on the edge is determined by the design of the distance between the upper skin 211 and the lower skin 212 at the position of the force transfer disc 34, and the radius of each point on the edge of the force transfer disc 34 is designed under the condition that the force transfer disc 34 can be kept in contact with the reinforcing ribs 22 when the hollow bent pipe 33 rotates to different angles. The force transfer plate 34 is made of a metallic material or a composite material. The force transfer plate 34 is generally provided in plurality and is disposed on the hollow elbow 33 at a certain interval, and the interval length is generally 5% -8% of the wing chord length. The hollow bent pipe of the deformation wing is in a 0-degree rotation angle in the original wing shape state, and the included angle between the connecting line of the edge of each force transmission disc 34 and the contact point of the upper and lower reinforcing ribs 22 and the coordinate axis in the vertical direction at the mounting point is an initial mounting angle; when the hollow elbow rotates to 90 degrees, the included angle between the connecting line of the edge of each force transmission disc 34 and the contact point of the upper and lower reinforcing ribs 22 and the coordinate axis in the vertical direction at the mounting point is the maximum deformation mounting angle, and the mounting angle causes the dislocation of the upper and lower skins in the chord direction due to the change of the bending degree of the deformation wing. The initial setting angle and the maximum deformation setting angle of the setting point of each force transmission disc 34 on the elbow pipe are designed to ensure that the edges of the force transmission discs 34 are kept in contact with the upper reinforcing rib 22 and the lower reinforcing rib 22 after the initial wing shape and the maximum deformation. The edge of the force transmission disc 34 far away from the hollow elbow 33 is provided with a flange extending out from one side, and the cross section of the edge part of the force transmission disc 34 is L-shaped; correspondingly, the edge of the reinforcing rib 22 far away from the skin 21 is also provided with a protrusion, and the cross section of one end of the reinforcing rib 22 far away from the skin 21 is L-shaped or T-shaped. Meanwhile, each force transmission disc 34 is further provided with two C-shaped clamping pieces 35, the C-shaped clamping piece 35 close to the upper skin 211 is connected with the reinforcing rib 22 and the force transmission disc 34 on the upper skin 211, and the C-shaped clamping piece 35 close to the lower skin 212 is connected with the reinforcing rib 22 and the force transmission disc 34 on the lower skin 212. The C-shaped engaging member 35 includes a C-shaped engaging rod and rollers, and the rollers are respectively disposed at two ends of the C-shaped engaging rod. The C-shaped clamping rod is made of metal materials or composite materials, and the roller materials can be metal materials or high-strength plastics. The two rollers of the C-shaped detent element 35 are each clipped onto the L-shaped edge structure of the force transmission disk 34 and the L-shaped or T-shaped edge structure of the reinforcing rib 22, the L-shaped edge structure of the force transmission disk 34 and the L-shaped or T-shaped edge structure of the reinforcing rib 22 being located on the inside of the C-shaped detent element 35. In the process that the force transmission disc 34 rotates along with the hollow elbow pipe 33, the C-shaped clamping piece 35 has certain elasticity due to the C-shaped clamping rod, so that the roller can be always in contact with the force transmission disc 34 and the reinforcing ribs 22 and can slide along the reinforcing ribs 22.

In the rotation process of the hollow elbow 33, when the movement trend of the force transmission disc 34 is close to the skin 21, the L-shaped edge structure on the force transmission disc 34 is directly contacted with the L-shaped or T-shaped edge structure on the reinforcing rib 22, the pressure on the hollow elbow 33 is directly transmitted to the reinforcing rib 22 through the force transmission disc 34, the skin 21 is pushed to generate elastic bending deformation, and the elastic bending deformation is equivalent to the movement of the skin 21 when the hollow elbow 33 pushes the skin 21; when the force transmission disc 34 moves away from the skin 21, the C-shaped clamping piece 35 and the L-shaped edge structure are connected with the L-shaped or T-shaped edge structure on the reinforcing rib 22, so that the pulling force on the hollow elbow 33 is transmitted to the C-shaped clamping piece 35 through the force transmission disc 34, then transmitted to the reinforcing rib 22 through the C-shaped clamping piece 35, and finally the skin 21 is pulled to generate elastic bending deformation. Since skin 21 is divided into upper skin 211 and lower skin 212, the pushing and pulling of skin 21 by hollow elbow 33 described above always occurs simultaneously.

The technical features of the above embodiments can be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the above embodiments are not described, but should be considered as the scope of the present specification as long as there is no contradiction between the combinations of the technical features.

The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.

Claims

1. A trailing edge jet vector propulsion morphing wing, comprising:

2. The trailing edge jet vector propulsion morphing wing of claim 1, wherein the hollow elbow has a plurality of the force transfer discs spaced apart from the leading end to the trailing end by a distance of 5% to 8% of the chord length.

3. The trailing edge jet vector propulsion morphing wing of claim 1, wherein the front end of the hollow elbow near the rear beam mount is provided with a gear, and the hollow elbow is capable of rotating clockwise or counter-clockwise by any angle no greater than 90 ° about the centerline of the hollow elbow near the front end of the rigid box section under the action of the driver.

4. The trailing edge jet vector propulsion morphing wing of claim 1, wherein a plurality of the drive mechanisms are disposed at a distance along the span direction within the wing that is 40% to 60% of the wing chord length but not less than 1.5 times the maximum vertical displacement of the deformed trailing edge.

5. The trailing edge jet vector propulsion morphing wing of claim 4, wherein the hollow bends in the drive mechanism can rotate independently or in combination in multiple drive mechanisms.

6. The trailing edge jet vector propulsion morphing wing of claim 1, wherein the hollow elbow is a bull horn hollow elbow comprising at least a variable diameter conduit between the wing trailing beam and the trailing edge, the variable diameter conduit varying continuously in diameter over 30% -40% of the upper skin to lower skin spacing.

7. The trailing edge jet vector propulsion morphing wing of claim 6, wherein the hollow bull horn shaped elbow further comprises a section of constant diameter piping at the junction of the elbow front end and the wing trailing spar, the constant diameter piping having a length of 10% to 15% of the total length of the hollow bull horn shaped elbow.

8. The trailing edge jet vector propulsion morphing wing of claim 1, wherein the wall thickness of the hollow elbow varies continuously within a range of 10% to 20% of the hollow elbow diameter.

9. The trailing edge jet vector propulsion morphing wing of claim 1, wherein the sliding gate is provided with a sliding gate through hole, and the hollow elbow is rotatably provided at its distal end to the sliding gate through hole.

10. The trailing edge jet vector propulsion morphing wing of claim 1, wherein the length of the sliding gate is 2 times the maximum vertical displacement of the wing after morphing and less than twice the distance between two adjacent hollow bends.

11. The trailing edge jet vector propulsive morphing wing of claim 1, wherein the distance from the distal end of the hollow elbow to the trailing edge of the morphing wing is 2% to 5% chord length.

12. The trailing edge jet vector propulsive morphing wing of claim 1, wherein the hollow elbow is located within the trailing edge plenum at a length of 5% to 8% of a wing chord length.