CN216887196U - Variant mechanism of aircraft wing - Google Patents

Abstract

The utility model discloses a morphing mechanism of an airplane wing, and particularly relates to the field of structural design of aircrafts. A morphing mechanism of an airplane wing comprises an actuator, wherein the actuator is provided with a speed reducer, the speed reducer is connected with a front wing beam, the front wing beam is connected with a middle wing beam, and a connecting plate is connected with a rear wing beam; the wing middle beam is connected with a first trailing edge, the wing rear beam is provided with a second trailing edge, the wing rear beam is connected with a third rib plate and a fourth rib plate, a third trailing edge is connected between the fourth rib plate and the third rib plate, a guide rail is connected between the fourth rib plate and the second rib plate as well as between the fourth rib plate and the third rib plate, the guide rail is connected with a guide rail connecting rod, and the guide rail connecting rod is connected with a guide rail mounting plate; the areas enclosed by the front wing beam, the middle wing beam, the rear wing beam, the third rib plate and the fourth rib plate are covered with skins. The technical scheme of the utility model solves the problem that the existing variant aircraft can only realize single-parameter change, can be used for continuously changing the wing structure of the aircraft and keeps the optimal aerodynamic performance.

Description

Variant mechanism of aircraft wing

Technical Field

The utility model relates to the field of aircraft structure design, in particular to a morphing mechanism of an aircraft wing.

Background

The aircraft has a fixed structure in the flying process, so the flying performance of the aircraft cannot be changed, and the aircraft with the fixed structure often has certain limitation when different tasks are executed or the aircraft is in different flying environments, so that the optimal flying performance cannot be always kept.

In view of the above situation, the morphing aircraft has been produced, and the existing morphing aircraft mainly includes large-scale morphing aircraft such as variable sweep, folding wing, telescopic wing, and the like, and small-scale morphing aircraft such as variable leading edge, variable trailing edge, variable wingtip, and the like. For example, variable sweep aircraft: the flight speed domain of the variable sweep wing aircraft such as B1-B, F14, Mig-23 and the like comprises subsonic speed, transonic speed and supersonic speed. The structure is in a high-aspect-ratio and low-sweepback angle configuration during subsonic flight, and is in a low-aspect-ratio and high-sweepback configuration during transonic and supersonic flight, so that the optimal pneumatic efficiency is achieved. The folding wing and the telescopic wing adjust the configuration of the aircraft by changing the wing surface and the aspect ratio of the wing. Typical are "MAK-10" and "MAK-123" flex wing morphing aircraft, and U.S. Rockschid Martin also developed a tester on the folding wing. The research on folding wings and telescopic wings is also more common and deeper in China. The method is characterized in that small-scale deformation such as changing a front edge, a rear edge and a wing tip is achieved through a mechanical mechanism, and intelligent materials are adopted for achieving the deformation at present.

The variant aircraft described above has the following drawbacks:

1) cannot achieve continuous deformation, and therefore cannot maintain an optimal aerodynamic configuration throughout the flight;

2) the mechanism is complicated, which brings weight loss;

3) the parameters of the variants are limited. If the variable sweep can only realize the change of sweep angle and aspect ratio, the telescopic wing and the folding wing can only realize the change of airfoil surface machine and aspect ratio, but can not realize the coordination change of all configuration parameters of the wing.

SUMMERY OF THE UTILITY MODEL

The utility model aims to provide a morphing mechanism of an airplane wing, which solves the problem that the existing morphing aircraft can only realize single-parameter change.

In order to achieve the purpose, the technical scheme of the utility model is as follows: the morphing mechanism of the airplane wing comprises an actuator, wherein an actuator mounting plate is connected onto the actuator, a speed reducer positioned on the other side of the actuator mounting plate is connected onto the actuator, a speed reducer output part is arranged on the speed reducer, the speed reducer output part is in bolted connection with a wing front beam arranged on the front edge of the wing, a plurality of first rib plates distributed at intervals are rotatably connected onto the wing front beam, a connecting plate is arranged at the free end of each first rib plate, a middle beam rotating shaft is arranged between two adjacent connecting plates, wing middle beams positioned on two adjacent sides of the first rib plates are symmetrically arranged on the connecting plate, second rib plates positioned on opposite sides of the first rib plates are further arranged on the connecting plate, and all the second rib plates are jointly and rotatably connected with a wing rear beam; the aircraft wing comprises a front wing girder, a middle wing girder, a rear wing girder, two third rib plates, a rear wing girder, two guide rail connecting rods, two guide rail connecting plates and two guide rail mounting plates, wherein the front wing girder is provided with a wing control surface outside the front wing girder, the first rib plate, the second rib plate and the middle wing girder which are close to the wing control surface are jointly connected with a first rear edge, the rear wing girder is provided with a second rear edge which is close to the first rear edge, the rear wing girder is rotatably connected with two third rib plates which are distributed at intervals, a rear wing triangular area girder is connected between the two third rib plates, the rear wing girder is also connected with a fourth rib plate, the third rear edge which is close to the second rear edge is connected between the fourth rib plate and the adjacent third rib plate, the fourth rib plate and the middle wing girder, the second rib plate, the rear wing girder and the third rib plates which are close to one side of an actuator are jointly connected with guide rail connecting rods, the free ends of the two guide rail connecting rods are jointly connected with a guide rail mounting plate, and the guide rail mounting plates are in bolted connection with a horizontal mounting seat, the horizontal mounting seat of the speed reducer is arranged on the speed reducer; and the skin covers the areas enclosed by the front wing beam, the first rib plate, the second rib plate, the middle wing beam, the rear wing beam, the third rib plate and the fourth rib plate.

Compared with the prior art, the beneficial effect of this scheme:

according to the scheme, through single-power input, the airplane can simultaneously change the sweepback angle, the aspect ratio and the wing area of the wing according to the flying working condition in the flying process, and can be locked in a corresponding state, so that the airplane can keep the optimal pneumatic efficiency.

Drawings

FIG. 1 is a top view of a morphing mechanism of an aircraft wing of the present invention in an initial state;

FIG. 2 is a plan view of the decelerator in this embodiment;

FIG. 3 is an isometric view of the speed reducer of the present embodiment;

FIG. 4 is a top view of the front spar of the present embodiment;

FIG. 5 is a top view of the wing center sill of this embodiment;

fig. 6 is a top view of the wing back spar in this embodiment.

Detailed Description

The present invention will be described in further detail below by way of specific embodiments:

reference numerals in the drawings of the specification include: the device comprises an actuator 1, an actuator mounting plate 2, a speed reducer 3, a guide rail connecting rod 4, a guide rail mounting plate 5, a guide rail 6, a third rear edge 7, a second rear edge 8, a skin 9, a first rear edge 10, a wing control surface 11, a wing front edge 12, a rotating shaft joint 13, a first ribbed plate 14, a connecting plate 15, a wing middle beam 16, a second ribbed plate 17, a wing rear beam 18, a third ribbed plate 19, a wing rear triangular area beam 20, a fourth ribbed plate 21, a sliding block 22, a speed reducer horizontal mounting seat 23, a speed reducer output part 24, a worm gear 25, a worm gear spline shaft 26, a speed reducer connecting part 27, a middle beam rotating joint 28, a middle beam rotating shaft 29, a rear beam switching rotating shaft 30, a wing front beam 31, a speed reducer vertical mounting seat 32 and a worm 33.

Examples

As shown in figures 1 to 6: the variant mechanism of the aircraft wing comprises an actuator 1, wherein an actuator mounting plate 2 is connected to the actuator 1, a speed reducer 3 located on the other side of the actuator mounting plate 2 is arranged on the actuator 1, and a coaxial connector is connected between the speed reducer 3 and the actuator 1. The reduction gear 3 adopts worm wheel 26 worm reduction gear 3, realizes slowing down the torsion angle of input through worm wheel 26 and worm, enlargies the moment of torsion of input simultaneously, and the last symmetry of reduction gear 3 is equipped with the vertical mount pad 33 of reduction gear. The reducer 3 is connected with a reducer output 25 through a worm gear 26 spline shaft, so that rotation is transmitted to the reducer output 25; the output part of the speed reducer 3 is connected with a speed reducer connecting piece 27 through a bolt, the speed reducer connecting piece 27 is connected with a wing front beam 32 arranged on the wing front edge 12, and the wing front beam 32 does fixed-shaft circular motion around a spline shaft of the worm wheel 26.

The front wing beam 32 is provided with six first ribbed plates 14 which are distributed at intervals, a rotating shaft joint 13 is arranged between each first ribbed plate 14 and the front wing beam 32, and the rotating shaft joint 13 is rotatably connected with the first ribbed plates 14; the free end of each first ribbed plate 14 is provided with a connecting plate 15, a middle beam rotating shaft 29 is connected between two adjacent connecting plates 15, the left side and the right side of each connecting plate 15 are symmetrically provided with middle wing beams 16, the free ends of the two middle wing beams 16 at the outermost edges are provided with middle beam rotating joints 28, and the middle beam rotating joints 28 close to the speed reducer 3 and the adjacent first ribbed plates 14 are connected with sliding blocks 23 in a rotating mode together. The connecting plate 15 is further provided with five second rib plates 17 located on the opposite sides of the first rib plates 14, each second rib plate 17 is rotatably connected with a rotating shaft connector 13, all the rotating shaft connectors 13 are rotatably connected with a wing back beam 18 together, the right side of the wing back beam 18 is provided with a back beam switching rotating shaft 31, and a sliding block 23 is rotatably connected between the back beam switching rotating shaft 31 and the adjacent second rib plate 17 together.

The left side of the wing leading edge 12 is provided with a wing control surface 11 positioned outside a wing front beam 32. The first rib plate 14, the middle beam rotary joint 28 and the second rib plate 17 which are close to the airfoil control surface 11 are connected with a first trailing edge 10 together, the left side of the airfoil back beam 18 is provided with a second trailing edge 8 which is close to the first trailing edge 10, the rear side of the airfoil back beam 18 is provided with two rotating shaft joints 13 which are arranged at intervals, each rotating shaft joint 13 is rotatably connected with a third rib plate 20, a rear triangular area beam 21 is connected between the two third rib plates 20, and a sliding block 23 is connected between the rear triangular area beam 21 and the third rib plate 20 which is close to the speed reducer 3 together. The one end that is close to second trailing edge 8 on the triangle district roof beam 21 behind the wing still is connected with fourth floor 22, be connected with the third trailing edge 7 that is close to second trailing edge 8 between fourth floor 22 and the adjacent third floor 20, the one end of keeping away from third trailing edge 7 on the fourth floor 22 still rotates and is connected with slider 23, common sliding connection has guide rail 6 on all sliders 23, guide rail 6's both ends all are equipped with the support, all rotate on every support and be connected with guide rail 6 connecting rod 4, two guide rail 6 connecting rods 4 remain parallel throughout, the free end of two guide rail 6 connecting rods 4 is connected with guide rail 6 mounting panel 5 jointly, 5 bolted connection of guide rail 6 mounting panel has speed reducer horizontal erection seat, speed reducer horizontal erection seat sets up on the speed reducer. The skin 9 covers the areas enclosed by the front wing beam 32, the first ribbed plate 14, the second ribbed plate 17, the middle wing beam 16, the rear wing beam 18, the third ribbed plate 20, the rear wing triangular area beam 21 and the fourth ribbed plate 22, and the skin 9 is a silica gel flexible skin 9.

In the working process of the scheme, the output torque of the actuator 1 is transmitted to the speed reducer 3 after the actuator 1 is started, the speed reducer 3 reduces the input torsion angle and amplifies the input torque, then the rotation is transmitted to the output part of the speed reducer 3 by means of the turbine spline shaft, and finally the rotation is transmitted to the wing front beam 32 through the speed reducer connecting piece 27 connected to the output part of the speed reducer 3, so that the wing front beam 32 can do fixed-shaft circular motion around the turbine spline shaft. Then the wing front beam 32 transmits the rotation moment to the first rib plate 14, the connecting plate 15, the wing middle beam, the second rib plate 17, the wing rear beam 18, the third rib plate 20, the wing rear triangle area beam 21 and the fourth rib plate 22 by the aid of the rotating shaft joint 13 on the wing front beam, at this time, the wing front beam 32, the first rib plate 14, the connecting plate 15, the wing middle beam, the second rib plate 17, the wing rear beam 18, the third rib plate 20, the wing rear triangle area beam 21 and the fourth rib plate 22 form a single-degree-of-freedom plane link mechanism, and therefore the whole plane link mechanism can be controlled by only one power source. The resulting rotational force is transmitted to the four sliders 23 so that the sliders 23 slide on the slide rails, and the sliders 23, the two guide rails 6, the links 4, and the guide rail 6 mounting plates 5 constitute a parallelogram linkage.

The adjustment of simultaneously changing the sweep angle, the aspect ratio and the wing area of the wing can be finished by controlling the output rotation parameters of the actuator 1, so that the airplane can keep the optimal aerodynamic performance. Because the speed reducer 3 adopts worm gear transmission, so the speed reducer 3 has self-locking function, when the deformation reaches the required state, stable self-locking can be formed, and the stability of the current pneumatic configuration is kept. The skin 9, being elastic, can change its area as the mechanism moves and remain taut all the time, the whole airfoil can provide the lift required for flight.

The foregoing are merely examples of the present invention and common general knowledge of known specific structures and/or features of the schemes has not been described herein in any greater detail. It should be noted that, for those skilled in the art, without departing from the structure of the present invention, several changes and modifications can be made, which should also be regarded as the protection scope of the present invention, and these will not affect the effect of the implementation of the present invention and the practicability of the patent. The scope of the claims of the present application shall be determined by the contents of the claims, and the description of the embodiments and the like in the specification shall be used to explain the contents of the claims.

Claims (1)

1. A morphing mechanism of an aircraft wing, characterized by: the wing structure comprises an actuator, wherein an actuator mounting plate is connected onto the actuator, a speed reducer positioned on the other side of the actuator mounting plate is connected onto the actuator, a speed reducer output part is arranged on the speed reducer, the speed reducer output part is in bolted connection with a wing front beam arranged on the front edge of a wing, a plurality of first rib plates distributed at intervals are connected onto the wing front beam in a rotating mode, a connecting plate is arranged at the free end of each first rib plate, a middle beam rotating shaft is arranged between every two adjacent connecting plates, wing middle beams positioned on two adjacent sides of the first rib plates are symmetrically arranged on the connecting plates, second rib plates positioned on opposite sides of the first rib plates are further arranged on the connecting plates, and wing rear beams are connected onto all the second rib plates in a rotating mode; the aircraft wing comprises a front wing girder, a middle wing girder, a rear wing girder, two third rib plates, a rear wing girder, two guide rail connecting rods, two guide rail connecting plates and two guide rail mounting plates, wherein the front wing girder is provided with a wing control surface outside the front wing girder, the first rib plate, the second rib plate and the middle wing girder which are close to the wing control surface are jointly connected with a first rear edge, the rear wing girder is provided with a second rear edge which is close to the first rear edge, the rear wing girder is rotatably connected with two third rib plates which are distributed at intervals, a rear wing triangular area girder is connected between the two third rib plates, the rear wing girder is also connected with a fourth rib plate, the third rear edge which is close to the second rear edge is connected between the fourth rib plate and the adjacent third rib plate, the fourth rib plate and the middle wing girder, the second rib plate, the rear wing girder and the third rib plates which are close to one side of an actuator are jointly connected with guide rail connecting rods, the free ends of the two guide rail connecting rods are jointly connected with a guide rail mounting plate, and the guide rail mounting plates are in bolted connection with a horizontal mounting seat, the horizontal mounting seat of the speed reducer is arranged on the speed reducer; and the skin covers the areas enclosed by the front wing beam, the first rib plate, the second rib plate, the middle wing beam, the rear wing beam, the third rib plate and the fourth rib plate.

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