CN211618063U - Aircraft wing and aircraft - Google Patents
Aircraft wing and aircraft Download PDFInfo
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- CN211618063U CN211618063U CN201922447728.XU CN201922447728U CN211618063U CN 211618063 U CN211618063 U CN 211618063U CN 201922447728 U CN201922447728 U CN 201922447728U CN 211618063 U CN211618063 U CN 211618063U
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Abstract
The utility model relates to an aircraft wing and aircraft, wherein, the aircraft wing includes main wing, single seam flap, first connecting rod L1 and second connecting rod L2, main wing bottom trailing edge A point fixed connection the one end of first connecting rod L1, first connecting rod is contained angle alpha with the vertical direction, and first connecting rod length is 1, and the other end O point of first connecting rod and the one end hinged joint of second connecting rod L2, the other end of second connecting rod L2 are fixed in single seam flap below, second connecting rod configuration are to rotate around O point, and rotatory maximum angle is contained angle beta, moreover, contained angle alpha is between 0 to 50, and first connecting rod length 1 is 1 with the long ratio of aircraft wing chord is 1: (8-12), contained angle beta is between 15 to 45. The utility model discloses definite aircraft wing, lift coefficient and lift-drag ratio all have great promotion.
Description
Technical Field
The utility model belongs to aircraft design field specifically is an aircraft wing and aircraft for single slit wing flap.
Background
When the airplane is subjected to wing aerodynamic design, on one hand, the performance of the airplane during cruising flight is considered; on the other hand, during take-off and landing, the flying speed is reduced as much as possible, and the sliding distance is shortened, which generally means that the wing has a larger lift coefficient, so that a movable surface, namely a high lift device, needs to be additionally arranged during design of the wing.
High lift devices are generally divided into leading edge high lift devices and trailing edge high lift devices depending on their position on the wing, and the research of this patent is directed to trailing edge high lift devices. The common trailing edge lift-increasing device is provided with a simple flap, a cracking flap, a fullerene flap, a double-slit flap and a multi-slit flap, and when the wing design is carried out on an airplane, the single-slit flap has the advantages of simple movement mechanism, low structure weight, contribution to pneumatic optimization and the like, and is widely applied.
The conventional high lift device of the airplane is mainly divided into two parts in the design process by researching the conventional research documents, firstly, parameters such as a seam parameter, a deflection angle and the like of the wing are obtained through pneumatic calculation, and then, a structure is designed to meet the requirement of pneumatic design. The design mode sometimes has the result of mismatching of structure and aerodynamics, and the problems of reduction of aerodynamic efficiency of the wing, structural interference during deflection and the like are caused. Therefore, an aerodynamic/structural integration of the trailing edge flap is very necessary.
SUMMERY OF THE UTILITY MODEL
Technical problem to be solved
In view of the above, the present invention provides an aircraft wing and an aircraft, so as to at least partially solve the above technical problems.
(II) technical scheme
According to an aspect of the present invention, an aircraft wing is provided, wherein, including main wing, single slit flap, first connecting rod L1 and second connecting rod L2, main wing bottom trailing edge a point fixed connection the one end of first connecting rod L1, first connecting rod is the contained angle α with the vertical direction, first connecting rod length is L, the other end O point of first connecting rod and the one end hinged joint of second connecting rod L2, the other end of second connecting rod L2 is fixed in single slit flap below, the second connecting rod configuration is to rotate around O point, the rotatory maximum angle is contained angle β, moreover, contained angle α is between 0 to 50 °, first connecting rod length L and aircraft wing chord length's ratio is 1: (8-12), contained angle β is between 15 to 45 °.
In a further embodiment, the other end of the second link L2 is fixed at the bottom midpoint of the single-slit flap.
In a further embodiment, the single-slit flap is configured to be rotationally deflected by the second link with a degree of freedom of 1.
In a further embodiment, the single-slot flap is field to aircraft wing chord length ratio of 1: 4.
In a further embodiment, the included angle α is between 10 ° and 45 °, the ratio of the first link length/to the aircraft wing chord length is 1: (9-11), and the included angle β is between 20 ° and 35 °.
In a further embodiment, the included angle α is between 40 ° and 45 °, the ratio of the first link length/to the aircraft wing chord length is 1: (9-11), and the included angle β is between 25 ° and 35 °.
In a further embodiment, the included angle α is between 44 and 45 °, the ratio of the first link length 1 to the aircraft wing chord length is 1: (9.5-10.5), and the included angle β is between 28 ° and 32 °.
According to another aspect of the utility model, still provide an aircraft, include the aircraft wing above.
(III) advantageous effects
The utility model discloses definite aircraft wing, lift coefficient and lift-drag ratio all have great promotion.
Drawings
Fig. 1 is an overall schematic view of an aircraft wing according to an embodiment of the present invention;
FIG. 2 is a schematic flow chart of a method for determining an aircraft wing for a single-slot flap according to an embodiment of the present invention;
fig. 3 is a schematic diagram of the mesh division in the flow diagram of fig. 2.
Detailed Description
Hereinafter, some examples will be provided to explain embodiments of the present invention in detail. The advantages and effects of the present invention will be more apparent through the following aspects of the present invention. The drawings attached hereto are simplified and serve as illustrations. The number, shape, and size of the components shown in the drawings may be modified depending on the actual situation, and the arrangement of the components may be more complicated. The present invention can be practiced or applied in other ways without departing from the spirit and scope of the present invention, and various changes and modifications can be made.
Moreover, the use of ordinal numbers such as "first," "second," etc., in the specification and claims to modify a claimed element, does not by itself connote any preceding element or act as a prelude to the more detailed description or representation of an element's sequence with another element or method of manufacture, and the use of such ordinal numbers is only used to distinguish one element having a certain name from another element having a same name.
In order to solve the problems mentioned in the prior art, the embodiment of the utility model provides a method for determining aircraft wing for single slit flap, the core of this method is that carry out the integrated design with flap structure size and flap aerodynamic performance, simple structure, control variable are few, do benefit to aerodynamic optimization.
According to the basic idea of the present invention, there is provided a method for determining an aircraft wing, wherein, comprising:
designing an airplane wing model, which comprises determining a main wing, a single-slit flap, a first connecting rod L1 and a second connecting rod L2, wherein the A point of the trailing edge of the bottom of the main wing is fixedly connected with one end of the first connecting rod L1, an included angle alpha is formed between the first connecting rod and the vertical direction, the length of the first connecting rod is L, the O point at the other end of the first connecting rod is hinged with one end of the second connecting rod L2, the other end of the second connecting rod L2 is fixed below the single-slit flap, the second connecting rod is configured to rotate around the O point, and the maximum rotation angle is an included angle beta;
carrying out meshing on the airplane wing model based on finite element software;
calculating aerodynamic parameters of the single-slit flap;
and screening the airplane wings meeting the set aerodynamic parameter conditions according to the task requirements.
Fig. 1 is an overall schematic view of an aircraft wing according to an embodiment of the present invention; as shown in FIG. 1, the single-slot flap connecting structure comprises two connecting rods L1 and L2, the top ends of the two connecting rods are respectively fixed on the point A of the trailing edge of the main wing and the point B of the flap, the tail ends of the two connecting rods are connected through a hinge, and the connecting point is O. During design analysis, the main wing is regarded as a fixed rigid body, the flap can rotate and deflect around the O point under the driving of the connecting rod L2, the degree of freedom is 1 (the flap can only rotate around the O point), and the design requirement is met.
The control variables of the flap integrated design consist of the following parameters: 1) the included angle alpha between the connecting rod L1 and the vertical direction; 2) link L1 length L; the link L2 is rotated by an angle β around point O. Since the central position O of the flap during rotation is determined by α and L, the length of L2 (position of the B point) does not affect the aerodynamic profile of the flap after rotation, so that the position of the B point is fixed at the midpoint below the flap during subsequent optimization.
One particular wing setting parameter may be: the total length of the main wing and the flap is C, the flap chord length is 0.25C, the flap connecting structure is composed of two connecting rods L1 and L2, the top ends of the two connecting rods are respectively fixed on the point A of the trailing edge of the main wing and the point B of the flap, the tail ends of the two connecting rods are connected through a hinge, and the connecting point is O. During design analysis, the main wing is regarded as a fixed rigid body, the flap can rotate and deflect downwards around the O point under the driving of the connecting rod L2, the degree of freedom is 1, and the design requirement is met.
FIG. 2 is a schematic flow chart of a method for determining an aircraft wing for a single-slot flap according to an embodiment of the present invention; referring to fig. 2, the subsequent optimization of parameters (i.e., determining a particular aircraft wing) can be divided into four steps:
firstly, compiling different flap shapes on finite element software according to different alpha, l and beta;
secondly, dividing structural grids on modeling software;
thirdly, calculating aerodynamic parameters of the single-slit flap;
and fourthly, performing cyclic iteration by taking the airfoil lift coefficient and the lift-drag ratio as optimization targets, screening out the flap profile with high aerodynamic efficiency, and completing the whole optimization process. Specifically, the steps can be implemented as follows:
in the first step, for example, Matlab software (existing software in the prior art) can be used, different flap profiles can be compiled according to different α, l and β, initial values can be set to α ═ 10 °, l ═ 0.05C and β ═ 10 °, the three parameters are main design parameters of the flap profile and have important influence on flight parameters and aerodynamic optimization of the aircraft, and the applicant selects specific parameters and corresponding variables determined through repeated experiments and careful consideration, so that on the premise of reducing the calculated amount by few control parameters, the subsequent aerodynamic optimization can still be accurately completed;
in the second step, for example, the icim software (finite element software existing in the prior art) may be subjected to mesh division, fig. 3 is a schematic diagram of mesh division in the flowchart shown in fig. 2, as shown in fig. 3, a full-structure mesh may be used for mesh division, the distance between the front, upper and lower parts of the far field is 30 times of chord length, the distance between the rear parts is 40 times of chord length, and the height of the mesh in the first layer is 10 times of chord length-5Doubling the chord length.
In the third step, calculating aerodynamic parameters of the single-slit flap may include importing a mesh file into Fluent software, setting parameters such as flight conditions, convergence conditions, iteration steps and the like, and completing related aerodynamic calculation; specifically, when the Fluent is calculated, the part mainly completes the calculation of flap aerodynamic force, the flight speed V is set to be 25m/s, the height H is set to be 1km, and the convergence residual error is less than 0.001;
and for the fourth step, which is a result screening process, the calculated data is obtained from the previous steps, the result is compared with the task requirement, the task requirement in the embodiment is that the lift coefficient of the airfoil is not less than 2.7 when the attack angle of 8 degrees is adopted, the lift-drag ratio is not less than 60, on the basis, the lift coefficient and the lift-drag ratio are simultaneously maximized to be set as the optimization target, and iteration is repeated to obtain the final optimized aerodynamic/structural shape of the single-slit flap. The mission requirements may of course also vary depending on the actual model and the actual requirements, but the dimensions in the mission requirements should include angle of attack, lift coefficient and lift-to-drag ratio.
After optimization, the values of the parameters are, for example, α ═ 45 °, l ═ 0.1C, and β ═ 30 °, and the lift coefficient at an attack angle of 8 ° is compared with the lift-drag ratio, and as a result, as shown in table 1, it can be seen that the lift coefficient of the optimized flap is improved by 10.00% compared with the original flap, and the lift-drag ratio is improved by 52.18%, so that the optimization effect is obvious.
TABLE 1
| Coefficient of lift | Lift to drag ratio | |
| Original flap | 2.60 | 51.23 |
| Optimized flap | 2.86 | 77.96 |
The above are merely exemplary parameter point values and the applicant has found that the corresponding optimization is still significant when the angle α is set between 0 ° and 50 °, the ratio of the first link length/to the aircraft wing chord length is set to 1: (8-12), and the angle β is set between 15 ° and 45 °.
Correspondingly, the embodiment of the present invention further provides an aircraft wing, wherein the aircraft wing includes a main wing, a single-slot flap, a first link L1 and a second link L2, the main wing bottom trailing edge a point is fixedly connected to one end of the first link L1, the first link forms an included angle α with the vertical direction, the first link has a length L, the other end O point of the first link is hinged to one end of the second link L2, the other end of the second link L2 is fixed below the single-slot flap, the second link is configured to rotate around the O point, the maximum rotation angle is an included angle β, the included angle α is between 0 ° and 50 °, the ratio of the first link length L to the aircraft wing chord length is 1: (8-12), and the included angle β is between 15 ° and 45 °.
Optionally, the included angle α is between 10 ° and 45 °, the ratio of the first link length l to the aircraft wing chord length is 1: (9-11), and the included angle β is between 20 ° and 35 °.
Further optionally, the included angle α is between 40 ° and 45 °, the ratio of the first link length/to the aircraft wing chord length is 1: (9-11), and the included angle β is between 25 ° and 35 °.
The above-mentioned embodiments, further detailed description of the objects, technical solutions and advantages of the present invention, it should be understood that the above-mentioned embodiments are only specific embodiments of the present invention, and are not intended to limit the present invention, and any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (8)
1. The aircraft wing is characterized by comprising a main wing, a single-slit flap, a first connecting rod L1 and a second connecting rod L2, wherein the A point of the rear edge of the bottom of the main wing is fixedly connected with one end of the first connecting rod L1, the first connecting rod forms an included angle alpha with the vertical direction, the length of the first connecting rod is L, the O point at the other end of the first connecting rod is hinged with one end of the second connecting rod L2, the other end of the second connecting rod L2 is fixed below the single-slit flap, the second connecting rod is configured to rotate around the O point, the maximum rotation angle is an included angle beta, the included angle alpha is between 0 and 50 degrees, the ratio of the length L of the first connecting rod to the chord length of the aircraft wing is 1 to (8-12), and the included angle beta is between 15 and 45 degrees.
2. The aircraft wing as claimed in claim 1, characterized in that the other end of the second link L2 is fixed at the bottom midpoint of the single-slot flap.
3. The aircraft wing of claim 1, wherein the single-slot flap is configured to rotate with a second link to deflect downward with a degree of freedom of 1.
4. An aircraft wing according to claim 1, wherein the single slot flap field to aircraft wing chord length ratio is 1: 4.
5. An aircraft wing as claimed in claim 1, wherein the angle α is between 10 ° and 45 °, the ratio of the first link length/to the aircraft wing chord length is 1: (9-11), and the angle β is between 20 ° and 35 °.
6. An aircraft wing as claimed in claim 4, wherein the angle α is between 40 ° and 45 °, the ratio of the first link length/to the aircraft wing chord length is 1: (9-11), and the angle β is between 25 ° and 35 °.
7. An aircraft wing as claimed in claim 1, wherein the angle α is between 44 and 45 °, the ratio of the first link length/to the aircraft wing chord length is 1: (9.5-10.5), and the angle β is between 28 ° and 32 °.
8. An aircraft comprising an aircraft wing as claimed in any one of claims 1 to 7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922447728.XU CN211618063U (en) | 2019-12-27 | 2019-12-27 | Aircraft wing and aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922447728.XU CN211618063U (en) | 2019-12-27 | 2019-12-27 | Aircraft wing and aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211618063U true CN211618063U (en) | 2020-10-02 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922447728.XU Active CN211618063U (en) | 2019-12-27 | 2019-12-27 | Aircraft wing and aircraft |
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| CN (1) | CN211618063U (en) |
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- 2019-12-27 CN CN201922447728.XU patent/CN211618063U/en active Active
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