RU2706678C1 - Adaptive aerodynamic structure and aircraft wing based thereon - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: group of inventions relates to aircraft engineering. Adaptive aerodynamic structure contains cellular blocks, each of which is made of interconnected cells of hexagonal shape by means of hinges of double action and located between mesh blocks of intermediate links, made in the form of two pairs of adjacent elements, between which the first connecting element is made, which is made with hole. Each adjacent element of one pair is connected by double-acting hinge with face of cell of hexagonal shape of one cellular block, and each adjacent element of the other pair is connected by hinge of double action to the hexagonal cell hexagonal cell face edge of the other cellular unit. Adaptive structure contains a servo drive and a drive connected to the latter and located in intermediate links and made in the form of in-series located hinges of double action, connected to each other by the second binding elements passing through the hole of the first binding element. Wing of aircraft comprises adaptive aerodynamic structure and alternating cellular units and intermediate links located in central part of wing between fore and tail parts.

EFFECT: group of inventions is aimed at improvement of efficiency of aerodynamic parameters of the wing.

7 cl, 8 dwg

Description

This group of inventions relates to the field of aerodynamics and can find application in aeronautical engineering, for example, in structures of a transformable bearing surface of adaptive wings, providing a given smooth change in their profile.

For flight aerodynamic characteristics of aircraft, wing geometry, its surface area and section profile are of great importance. To improve flight performance, including in take-off and landing modes, various measures are being taken to increase the lift of the wing of the aircraft, in particular the so-called wing mechanization.

The technology of adaptive wing (morphing / adaptive airfoil) is also used, which allows you to smoothly change the curvature of the streamlined surface of the wing and, thereby, reduce aerodynamic drag (fuel consumption) and aerodynamic loads, and improve quality in various flight modes.

Known adaptive transformable aerodynamic structure containing a grid of elongated tubular cells, each of which has cell walls with a hexagonal cross section, thus forming a honeycomb structure, each wall extends perpendicular to the plane of the cell cross section from the first end to the peripheral end, where the first end and the peripheral end is closed, forming a sealed cell; the specified honeycomb structure, limited on one side by a fixed external border skin and on the opposite side by a free border; said cell walls have a material structure that radially deforms along a plane of a cross section that responds to changes in environmental pressure; while the fixed external border sheathing has a material structure for a change that responds to the deformation of these cell walls (patent US 8366057 B2, publication date 02/05/2013).

The disadvantages of the known adaptive transformable aerodynamic structure include the possibility of deformation (profile change) in only one plane - radial, which reduces the possibility of improving the aerodynamic qualities of the wing.

A known elastic structure of an adaptive wing of an aircraft, capable of changing its contours, which contains a support element, a first elastic variable frame element having a corresponding first external surface and a first internal surface, and a second elastic variable frame element having a corresponding second external surface and a second internal surface . The first and second outer surfaces communicate with the corresponding first and second compatible surfaces. The connecting elements are connected by the first end to the first inner surface, and the second end to the second inner surface. A frame connector connects the first resilient variable frame member to a support member. The drive exerts a force on the second variable frame member relative to the support member, which results in a corresponding change in the contour of the first and second compatible surfaces (US Pat. No. 7,384,016 B2, published June 10, 2008).

The disadvantage of the known elastic structure of the adaptive wing of the aircraft are limited options for changing the curvature of the wing surface, as well as the presence of deformations due to the elastic structure of the wing.

As the closest analogue for the inventive adaptive aerodynamic structure, an adaptive aerodynamic surface (structure) is selected, comprising a panel including profile segments and a profile conversion mechanism connected to them, which consists of links connected in a chain. The links n and n + 2 are additionally connected by a mechanical link so that the rotation of the link n leads to the rotation of the link n + 2 in the opposite direction. The mechanical connection is made by gearing, X-shaped chain gearing, X-shaped cable gearing, by means of a Z-shaped linkage. The gear ratio of the mechanical connection of the links n and n + 2 is different for different pairs. Separate segments of the profile are connected to the conversion mechanisms of the profile (patent RU 2657062 C1, published from 06/08/2018).

The disadvantage of the closest analogue is the lack of deformation in the longitudinal section of the wing, which leads to a limitation of the aerodynamic efficiency of the wing. In addition, there is no possibility of changing the settings of the shape of the wing profile during the movement of the aircraft. To create a different wing geometry, it is necessary to reconfigure the wing profile change.

A variable wing profile is known, comprising a support element and an outer skin, the support element comprising a longitudinally fixed spar that extends from the root region to the outer end region, several adaptive frame segments in the transverse direction, each of which contains a plurality of triangular compartments strung together which are formed by guide elements of a fixed length and guide elements with an adjustable length, and the frame segments are connected to a fixed bathrooms spar and keep the outer skin (application US 2016159456 A1, publication date of 06.09.2016).

A disadvantage of the known wing profile can be attributed to the fact that in the frame segment the strength properties are realized due to the load on the guide elements with an adjustable length, which can reduce the energy efficiency of the wing element drive.

The aerodynamic profile of the wing is known, comprising the wing of the wing and the tail of the wing, while near the bow of the wing and the supporting element of the bow is a deformation device that contains many elastic connecting elements connected at their respective first ends to the corresponding upper bearing surface and to the corresponding its second ends are servo-driven, and between the tail of the wing and the supporting element of the bow is an additional deformation device and which is provided with a plurality of elastic connecting members (patent US 6,491,262 B1, published on 10.12.2002).

A disadvantage of the known wing profile is the lack of a technical solution that provides the desired geometry of the wing in a longitudinal section, which limits the aerodynamic efficiency of the wing.

As the closest analogue, an adaptive wing of an aircraft was chosen, which contains a bearing surface, which is a thin-walled skin, including a central part with a fixed shell and a structurally movable wing part connected with it, containing at least slats and flaps equipped with actuators and control devices, made with the possibility of rotation and fixing the position of the moving parts relative to the fixed shell. The skin is made of two layers and is additionally provided with an external movable shell, structurally connected through slots made on the side of the fixed shell adjacent to the movable shell, with a device for controlling the position of the movable shell, additionally located in the inner space of the wing skin bounded by a fixed shell of the central part, with the possibility of change the shape and profile of the cross section of at least the upper surface of the movable shell (patent RU 155659 U1, published October 20, 2015).

The disadvantages of the closest analogue are the low aerodynamic efficiency indicators, due to the lack of the ability to change the wing geometry in the longitudinal direction, as well as the limitations in changing the wing geometry due to the fact that the flaps deviate, and the geometry of the central part of the wing changes slightly. The disadvantages of the closest analogue include the complexity of the wing structure and control systems.

The task of the claimed group of inventions is to create a new adaptive controlled aerodynamic structure (surface) used as a cellular aggregate, for example, an adaptive wing of an aircraft, and providing a smooth (non-step) and coordinated change (transformation) of the configuration of the profile and surface of the wing in the longitudinal and transverse planes that provide improved aerodynamic quality of the wing.

The technical result of the group of inventions is to increase the aerodynamic performance of the wing due to the achievement of smooth and consistent bending of the wing, in turn, due to the use of a cellular aerodynamic structure as a placeholder for the wing, as well as simplifying the design of the aerodynamic structure and its control system.

In accordance with paragraph 1 of the claims, the technical result is achieved in that the adaptive aerodynamic structure containing at least two cellular blocks, each of which is made of at least two hexagonal cells, the cell being connected by one side face to an adjacent cell by means of a double-acting hinge and an opposite side face with another neighboring cell by means of a double-acting hinge, and at least one intermediate link located between the cellular blocks but, made in the form of at least two pairs of adjacent elements, between which there is a first connecting element made with an opening, moreover, adjacent elements of one pair are connected by double-acting hinges with two faces of the hexagonal cell of one cellular block, and adjacent elements of another pair connected by double-acting hinges with two faces of the hexagonal-shaped cell of another cellular block, the structure comprising at least one drive located between the cellular blocks and made in the form e sequentially located at least two double-acting hinges connected to each other by a second connecting element passing through the opening of the first connecting element, and connected to the drive, at least one servo drive.

Moreover, according to the invention, the drive can be made hydraulic or pneumatic or electromechanical.

Moreover, according to the invention, the drive may contain a traction cable.

Moreover, according to the invention, the drive may comprise a chain drive.

Moreover, according to the invention, the drive may include a belt drive.

In accordance with paragraph 6 of the claims, the technical result is achieved in that the wing of the aircraft containing an adaptive aerodynamic structure made according to claim 1, wherein the structure is made by alternating cellular blocks and intermediate links and is located in the central part of the wing between the nose and tail sections.

Moreover, according to the invention, the servo drive can be located in the bow, and the extreme second connecting element of the drive is located in the tail of the wing.

The present group of inventions is illustrated by drawings (Fig. 1-8), an example of the adaptive aerodynamic structure and wing based on it on which, however, is not the only possible, but clearly demonstrate the possibility of achieving the claimed technical result.

Figure 1 shows part of an adaptive structure; 2 shows one embodiment of a double-acting hinge connecting two cells of a hexagonal shape, in FIG. 3 is an adaptive structure integrated in an aircraft wing; FIG. 4 shows the location of the drive in an adaptive structure; FIG. 5 is a diagram of a change in the geometry of an aircraft wing; FIG. 6 is an image of a double-acting hinge of an adaptive structure drive, FIG. 7 drive adaptive structure, in FIG. 8 is an external view of a fragment of the adaptive wing with a demonstration of the “twist effect”.

The basis of the proposed group of inventions is the design of the skeleton of the adaptive wing and the use of a reconfigurable cellular wing filler in the form of a cellular structure in conjunction with actuators, which are designed to provide simplification of the structure design and a given angle of a coordinated change of position between elements in the structure of the adaptive wing.

The reconfigurable adaptive wing cellular filler is a controllable dynamic spatial structure (flexo mesh), the movable joints of the cells of which comprise double-acting hinges (hinges with hidden topological surfaces). The design of double-acting hinges, as a mechanical assembly, is characterized by the presence of elastic reciprocal bonds and a continuously changing axis of rotation.

According to the invention, the adaptive aerodynamic structure 1 contains cellular blocks 2, each of which is made of at least two cells 3 of a hexagonal shape (Fig. 1). In FIG. 1 shows a structure 1 containing two mesh units 2, two cells 3 each, in FIG. Figure 3 shows the structure 1, which contains two cellular blocks 2 of four cells 3. The number of blocks 2 and cells 3 in them is determined by the size of the wing of the aircraft. Cell 3 is connected by one of its lateral faces to an adjacent cell of block 2 by means of a double-acting hinge 4 and by an opposite side edge to another adjacent cell of the same block 2 by means of a double-acting hinge 4 (Fig. 1, 2).

The aerodynamic structure 1 contains intermediate links 5 located between the cellular blocks 2 (Fig. 1). Link 5 is made in the form of two pairs of adjacent elements 6 and 7, between which is located the first connecting element 8, made with a hole 9 (Fig. 1, 4). Two adjacent elements 6 of one pair are connected by two double-acting hinges 10 with two faces of the hexagonal-shaped cell 3 of one mesh block 2, and two adjacent elements 7 of the other pair are connected by double-action hinges 11 with two faces of the hexagonal-shaped cell 3 of the other mesh block 2 (Fig. thirteen).

Adaptive aerodynamic structure 1 also contains actuators 12 located between the cellular blocks 2 (Fig. 3-5). The drive 12 is made in the form of sequentially located hinges 13 double action. The hinges 13 are connected to each other by second connecting elements 14 passing through the holes 9 of the first connecting elements 8 (Fig. 3-7). The structure 1 also contains at least one servo drive 15, which is associated with the drive 12.

The drive 12 can be made hydraulic or pneumatic or electromechanical, mechanical, using electromechanical, piezoelectric, pneumatic and hydraulic actuators, as well as “materials with memory”. When performing the drive 12 electromechanical, it may contain a traction cable 16 (Fig. 5, 7).

The double-acting hinges 4, 10, 11 and 13 can have different designs, for example, the hinges 4, 10 and 11 can be made flat, and the hinges 13 can be made cylindrical. Cells 3 of hexagonal shape, forming a cellular structure, can be made deformable in the ribs.

In accordance with a second aspect of the invention, an aircraft wing is claimed which comprises an adaptive aerodynamic structure 1. Structure 1 is made by alternating between cellular blocks 2 and intermediate links 5 and is located in the central part 17 of the wing between the nose 18 and tail 19. In accordance with one embodiment, the servo drive 15 is located in the bow 18, and the extreme second connecting element 14 of the drive 12 is located in the tail portion 19 of the wing (Fig. 3, 4).

The coupling of the drive 12 (mechatronic unit) with elements of a reconfigurable cellular aggregate (i.e., with mesh blocks and intermediate links) is made in the form of a sliding rotary joint (Fig. 6). This type of movable joint is designed to compensate for the deformation of the cellular aggregate in the process of changing its spatial shape, as a result of the operation of adjacent mechatronic nodes. In the inventive adaptive aerodynamic structure, its spatial position is controlled by tension-weakening of the traction cable 16, thrown through a pulley connected to the shaft of the servo drive 15 (Fig. 5-7), bending the mesh structure of the wing and, thereby, changing its geometry taking into account the aerodynamic and technological requirements for the design, with a smooth transition of the system from one position to another (Fig. 5 and 8).

The coordinated operation of the actuators 12 and servos 15 integrated into the structure of a reconfigurable cellular aggregate provides the required changes in position between the wing structure elements (Fig. 5, 8).

Claims (7)

1. Adaptive aerodynamic structure containing at least two cellular blocks, each of which is made of at least two hexagonal cells, the cell being connected by one side face to an adjacent cell by a double acting hinge and an opposite side face with another adjacent cell by means of a double-acting hinge, and at least one intermediate link located between the cellular blocks, made in the form of at least two pairs of adjacent elements, between which there is a The first connecting element is made with an opening, moreover, adjacent elements of one pair are connected by double-acting hinges with two faces of a hexagonal cell of one mesh block, and adjacent elements of another pair are connected by double-action hinges with two faces of a hexagonal cell of another mesh block, contains at least one drive located between the cellular blocks and made in the form of sequentially located at least two double-acting hinges, connected nennyh with each other a second connecting member extending through the aperture of the first coupling element and coupled with a drive, at least one actuator. 2. The adaptive aerodynamic structure according to claim 1, characterized in that the drive is made hydraulic or pneumatic, or electromechanical. 3. The adaptive aerodynamic structure according to claim 2, characterized in that the drive contains a traction cable. 4. The adaptive aerodynamic structure according to claim 2, characterized in that the drive comprises a chain gear. 5. The adaptive aerodynamic structure according to claim 2, characterized in that the drive comprises a belt drive. 6. The wing of the aircraft containing an adaptive aerodynamic structure made according to claim 1, wherein the structure is made by alternating cellular blocks and intermediate links and is located in the central part of the wing between the nose and tail. 7. The wing of the aircraft according to claim 6, characterized in that the servo is located in the bow, and the extreme second connecting element of the drive is located in the tail of the wing.

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