WO2018171089A1 - 基于自展开折叠翼技术的超大展弦比飞机 - Google Patents

基于自展开折叠翼技术的超大展弦比飞机 Download PDF

Info

Publication number
WO2018171089A1
WO2018171089A1 PCT/CN2017/092726 CN2017092726W WO2018171089A1 WO 2018171089 A1 WO2018171089 A1 WO 2018171089A1 CN 2017092726 W CN2017092726 W CN 2017092726W WO 2018171089 A1 WO2018171089 A1 WO 2018171089A1
Authority
WO
WIPO (PCT)
Prior art keywords
wing
movable wing
movable
fixed
aspect ratio
Prior art date
Application number
PCT/CN2017/092726
Other languages
English (en)
French (fr)
Inventor
陈海昕
周肖鹏
Original Assignee
清华大学
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from CN201720294253.3U external-priority patent/CN206644995U/zh
Priority claimed from CN201710179386.0A external-priority patent/CN106927022B/zh
Application filed by 清华大学 filed Critical 清华大学
Priority to EP17902568.9A priority Critical patent/EP3604122B1/en
Priority to US16/492,126 priority patent/US11180239B2/en
Publication of WO2018171089A1 publication Critical patent/WO2018171089A1/zh

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/32—Wings specially adapted for mounting power plant
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/38—Adjustment of complete wings or parts thereof
    • B64C3/54—Varying in area
    • B64C3/546—Varying in area by foldable elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C39/00—Aircraft not otherwise provided for
    • B64C39/08—Aircraft not otherwise provided for having multiple wings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/10—Drag reduction

Definitions

  • the present invention relates to the field of aircraft technology and, more particularly, to an oversized aspect ratio aircraft based on self-expanding folding wings.
  • the advantage of the oversized aspect ratio wing is that it can achieve lower cruising induced drag, which is used in gliders, long-haul drones, and high-altitude transport carriers. Therefore, continuing to increase the wingspan and aspect ratio on an organic basis is expected to further improve aircraft efficiency and mission performance.
  • the increase of conventional cantilever wing span is limited by airport take-off and landing conditions, low-altitude unstable airflow, aircraft structural strength and stiffness, and maneuverability required by the aircraft.
  • the potential for increase and decrease of drag is not fully realized.
  • the layout of the super-large aspect ratio/wing-wing aircraft is realized by folding, telescopic, making, diagonal pulling, double/multiple fuselage, etc., therefore, solving the problem of the super large aspect ratio wing in the layout.
  • the form of implementation is the focus of aircraft types such as high-altitude long-haul aircraft.
  • the present invention aims to solve at least one of the technical problems existing in the prior art.
  • the present invention proposes an oversized aspect ratio aircraft based on self-expanding folding wings, which has a large aspect ratio and is highly adaptable.
  • An oversized aspect ratio aircraft based on a self-expanding folding wing technique includes: a fuselage; a fixed wing, the fixed wing is disposed on the fuselage; and a movable wing assembly, the movable wing assembly is disposed at
  • the fixed wing includes a first movable wing and a second movable wing movable between a deployed position and a folded position, and the first movable wing and the second movable wing are respectively provided with a pneumatic rudder surface and a distribution Propulsion system, when the aircraft takes off, the first movable wing and the second movable wing are in a folded position, and the aircraft is a two-wing type; when the aircraft is raised to a predetermined height, the first movable wing and the second movable wing are deflected by the aerodynamic steering surface thereof The generated aerodynamic forces and moments and the thrust difference and torque generated by the distributed propulsion system, the deflection is moved to the deployed
  • An oversized aspect ratio aircraft based on a self-expanding folding wing technique is provided on a fixed wing
  • the first movable wing and the second movable wing which can be moved in the unfolded position and the folded position enable the aircraft to greatly reduce the cruising resistance when flying at high altitude, realize long-time flight, and enable the aircraft to adapt to different widths when taking off or landing. Runway, and can also take off and land in harsh weather conditions.
  • the first movable wing and the second movable wing respectively extend outward along the extension of the fixed wing and are respectively connected to both ends of the fixed wing
  • the first movable wing and the second movable wing respectively extend inwardly from the upper side of the fixed wing along the extension of the fixed wing.
  • the orthographic projection of the first movable wing and the second movable wing in the plane of the fixed wing is substantially in line with the fixed wing.
  • the fixed wing comprises a first fixed wing on one side of the fuselage and a second fixed wing on the other side of the fuselage
  • the movable wing assembly further comprising: first a lever arm, the first end of the first lever arm being pivotally coupled to the first fixed wing, the second end of the first lever arm being pivotally coupled to the first movable wing; a two-arm arm, the first end of the second lever arm being pivotally coupled to the second fixed wing, and the second end of the second lever arm being pivotally coupled to the second movable wing.
  • an axis of the fuselage is perpendicular to an axis of the fixed wing, and rotations of the first end and the second end of the first lever arm and the first end and the second end of the second lever arm The axis is parallel to the axis of the fuselage.
  • At least one of the first fixed wing and the first movable wing has a first sliding slot extending along the extending direction thereof, and in the deployed position, at least a portion of the first lever arm is located at the In the first chute, at least one of the second fixed wing and the second movable wing has a second sliding slot extending along the extending direction thereof, and in the deployed position, at least one of the second lever arms A portion is located in the second chute.
  • the first chute includes a first fixed wing chute formed on an outer end of the first fixed wing and a first movable wing chute formed at an inner end of the first movable wing
  • the first The second chute includes a second fixed wing chute formed on an outer end of the second fixed wing and a second movable wing chute formed at an inner end of the second movable wing.
  • the distributed propulsion system is disposed on a side of the first movable wing and the second movable wing facing the fuselage head, the distributed propulsion system comprising a plurality of The first movable wing and the second movable wing are spaced apart and are rotatable propeller or ducted propulsion or jet propulsion.
  • the movable wing assembly further comprises: an engine or a jet propulsion device for driving rotation of the propeller or the ducted propulsion device, the engine being coupled to a flight control system on the fuselage.
  • the rear edges of the first movable wing and the second movable wing are arranged with the aerodynamic rudder surface, the aerodynamic rudder surface is driven by an actuator, the actuator and the The flight control system connection on the fuselage.
  • the actuator is an electric actuator or a hydraulic actuator.
  • FIG. 1 is a schematic view showing the structure of a super-large aspect ratio aircraft based on a self-expanding folding wing when the movable wing is in a folded state according to an embodiment of the present invention
  • FIG. 2 is a schematic view showing the structure of an oversized aspect ratio aircraft based on a self-expanding folding wing when the movable wing is in an incompletely extended state according to an embodiment of the present invention
  • FIG. 3 is a schematic view showing still another structural view of a super-large aspect ratio aircraft based on a self-expanding folding wing when the movable wing is in an incompletely extended state according to an embodiment of the present invention
  • FIG. 4 is another structural schematic view of an oversized aspect ratio aircraft based on a self-expanding folding wing when the movable wing is in an incompletely extended state, in accordance with an embodiment of the present invention
  • FIG. 5 is a schematic structural view of a super-large aspect ratio aircraft based on a self-expanding folding wing in a fully deployed state according to an embodiment of the present invention
  • FIG. 6 is a cross-sectional view of an oversized aspect ratio aircraft based on a self-expanding folding wing when the movable wing is in a folded state, in accordance with an embodiment of the present invention
  • FIG. 7 is a simplified model of a first active wing/second active wing of an oversized aspect ratio aircraft based on a self-expanding folding wing, in accordance with an embodiment of the present invention
  • FIG. 8 is a schematic diagram of a process of moving a movable wing of an oversized aspect ratio aircraft from a folded position to a deployed position based on a self-expanding folding wing, in accordance with an embodiment of the present invention.
  • a first movable wing 31 a first movable wing chute 311, a left wing 312, a right wing 313, a pneumatic rudder surface 314,
  • Propeller 34 vertical tail 35, horizontal tail 36, engine 37.
  • an oversized aspect ratio aircraft 100 based on a self-expanding folding wing technique includes a fuselage 10, a fixed wing 20, and a movable wing assembly.
  • the fixed wing 20 is provided on the body 10.
  • the movable wing assembly is disposed on the fixed wing 20 and includes a first movable wing 31 and a second movable wing 32 movable between a deployed position and a folded position, where the "folded position" refers to the first as shown in FIG.
  • the position where the movable wing 31 and the second movable wing 32 are located, the "deployed position” refers to the position where the first movable wing 31 and the second movable wing 32 are located as shown in FIG.
  • a pneumatic rudder surface 314 and a distributed propulsion system are provided on the first movable wing 31 and the second movable wing, respectively.
  • the first movable wing 31 and the second movable wing 32 are in a folded position, and the aircraft 100 is of a two-wing type.
  • the aircraft 100 is raised to a predetermined height, the first movable wing 31 and the second movable wing 32 are moved to the aerodynamic force and torque generated by the deflection of the aerodynamic rudder surface 314 at their corresponding positions, and the thrust difference and torque deflection generated by the distributed propulsion system are moved to The position is expanded, at which point the aircraft 100 is a super-large aspect ratio single-wing mechanism type.
  • the first movable wing 31 and the second movable wing 32 are deflected and moved to the folded position by the aerodynamic force and torque generated by the deflection of the aerodynamic rudder surface 314 and the thrust difference and torque generated by the distributed propulsion system. Restored to a two-wing type.
  • the deployment and folding of the movable wing assembly can be completed during flight.
  • the unfolding action and the folding action are realized by the aerodynamic forces and moments generated by the deflection of the aerodynamic rudder surface 314 on the movable wing and the thrust difference and torque generated by the distributed propulsion system. Additional unfolding, folding drive mechanism.
  • An oversized aspect ratio aircraft 100 based on a self-expanding folding wing technique by providing a first movable wing 31 and a second movable wing 32 on the fixed wing 20 that are movable in a deployed position and a folded position 100
  • the aircraft 100 can adapt to different widths of the runway when taking off or landing, and can also take off and land under harsh weather conditions.
  • FIGS. 1-10 Some specific embodiments of an oversized aspect ratio aircraft 100 based on a self-expanding folding wing technique in accordance with an embodiment of the present invention are described below in conjunction with FIGS.
  • an oversized aspect ratio aircraft 100 based on a self-expanding folding wing technique in accordance with some embodiments of the present invention includes a fuselage 10, a fixed wing 20, and a movable wing assembly.
  • a flight control system is provided in the fuselage 10.
  • the body 10 extends in the front-rear direction as shown in FIG.
  • the fixed wing 20 includes a first fixed wing 21 on one side of the fuselage 10 (on the right side as shown in FIG. 1) and a second fixed wing 22 on the other side of the fuselage 10 (left side as shown in FIG. 1).
  • the left end of the first fixed wing 21 is connected to the right end of the second fixed wing 22.
  • the side of the fixed wing 20 facing the head of the fuselage 10 is provided with a plurality of propellers 34 spaced apart along its spanwise direction (left-right direction as shown in FIG. 1), the axis of rotation of each propeller 34 and the corresponding mounting surface vertical.
  • the movable wing assembly includes a first movable wing 31, a second movable wing 32, a first lever arm 331 and a second lever arm 332.
  • first end of the first lever arm 331 is pivotally coupled to the first fixed wing 21 and the second end of the first lever arm 331 is pivotally coupled to the first movable wing 31.
  • the first end of the second lever arm 332 is pivotally coupled to the second fixed wing 22, and the second end of the second lever arm 332 is pivotally coupled to the second movable wing 32.
  • first end refers to the lower end of the first lever arm 331 / the second lever arm 332 as shown in FIGS. 2 and 3
  • second end refers to the first as shown in FIGS. 2 and 3.
  • the axis of the fuselage 10 is distributed perpendicular to the span of the fixed wing 20, the first and second ends of the first lever arm 331 and the axis of rotation of the first and second ends of the second lever arm 332 It is parallel to the axis of the body 10.
  • first lever arm 331 and the second lever arm 332 are always rotated relative to the fixed wing 20 in a plane perpendicular to the axis of the fuselage 10.
  • first movable wing 31 and the second movable wing 32 are respectively rotated relative to the first lever arm 331 and the second lever arm 332 in a plane perpendicular to the axis of the body 10.
  • the orthographic projections of the first movable wing 31 and the second movable wing 32 on the plane of the fixed wing 20 are substantially in line with the fixed wing 20. That is to say, during the movement of the first movable wing 31 and the second movable wing 32 from the deployed position to the folded position, respectively, the fixed wing 20 is always in the same plane.
  • the extension of the fixed wing 20 and the movable wing of the present invention is not limited thereto, and the fixed wing 20 and the first movable wing 21 and the second movable wing 32 may also be inclined rearward relative to the axis of the body 10, that is,
  • the inventive fixed wing 20 and the movable wing may also be in a swept wing layout.
  • the orthographic projection of the first movable wing 31 on the plane of the fixed wing 20 is substantially in line with the first fixed wing 21, and the orthographic projection of the second movable wing 32 on the plane of the fixed wing 20 It is substantially in line with the second fixed wing 22.
  • the first movable wing 31 and the second movable wing 32 are in a folded position, and can be regarded as a two-wing structure arranged in the up and down direction.
  • the first movable wing 31 and the second movable wing 32 are moved to the deployed position, and the first movable wing 31 and the second movable wing 32 respectively extend outward along the extension of the fixed wing 20 and respectively respectively and the fixed wing
  • the two ends of the 20 are joined to form a complete cantilevered single wing structure.
  • the first movable wing 31 and the second movable wing 32 are moved to the folded position, and the first movable wing 31 and the second movable wing 32 are respectively from the upper side of the fixed wing 20 along the fixed wing 20
  • the spanwise extension extends inwardly to form a double-wing structure arranged in the up and down direction.
  • the wing plane is close to the central axis of the fuselage 10, which enhances the ability to withstand low air flow disturbances, thereby ensuring that the aircraft 100 can take off and land under harsh weather conditions.
  • At least one of the first fixed wing 21 and the first movable wing 31 has a first sliding slot extending along the extending direction thereof, and in the deployed position, at least a portion of the first lever arm 331 is located at the first position. Inside the chute.
  • At least one of the second fixed wing 22 and the second movable wing 32 has a second chute extending along its span, and in the deployed position, at least a portion of the second lever arm 332 is located within the second chute.
  • the first chute includes a first fixed wing chute 211 formed on an outer end of the first fixed wing 21 and a first activity formed at an inner end of the first movable wing 31.
  • Wing chute 311 The first end of the first lever arm 331 is pivotally disposed in the first fixed wing slot 211, and the second end of the first lever arm 331 is pivotally disposed in the first movable wing slot 311.
  • the second chute includes a second fixed wing chute 221 formed on the outer end of the second fixed wing 22 and a second movable wing chute 321 formed at the inner end of the second movable wing 32.
  • the first end of the second lever arm 332 is pivotally disposed in the second fixed wing slot 221, and the second end of the second lever arm 332 is pivotally disposed in the second movable wing slot 321 .
  • first lever arm 331 When the aircraft 100 is flying at a high altitude, a portion of the first lever arm 331 is inserted into the first fixed wing chute 211, and the remaining portion is inserted into the first movable wing chute 311. A portion of the second lever arm 332 is inserted into the second fixed wing slot 221, and the remaining portion is inserted into the second movable wing slot 321 to make the structure of the wing more stable in flight.
  • the sides of the first movable wing 31 and the second movable wing 32 facing the head of the fuselage 10 are each provided with a distributed propulsion system.
  • the distributed propulsion system includes a plurality of distributed and rotatable intervals along its span.
  • the propeller 34, the axis of rotation of each of the propellers 34 on the movable wing is also perpendicular to the corresponding mounting plane.
  • the "expansion direction" herein refers to the longitudinal direction of the first movable wing 31 and the second movable wing 32.
  • an engine 37 connected to the flight control system in the fuselage 10 is provided in each of the first movable wing 31 and the second movable wing 32, respectively.
  • the engine 37 drives the propeller 34 to rotate, thereby generating a pulling force.
  • the first movable wing 31 and the second movable wing 32 can be moved between the deployed position and the folded position according to the flight state of the aircraft 100, which is convenient to operate.
  • the distributed propulsion system includes a plurality of ducted propulsion devices, such as ducted fan propellers, distributed along their spanwise spacing and rotatable.
  • the distributed propulsion system includes a plurality of jet propulsion devices distributed along its spanwise spacing, such as a turbojet or a turbofan engine.
  • the side of the first movable wing 31 and the second movable wing 32 facing the tail of the fuselage 10, that is, the rear edge of the movable wing is provided with a pneumatic rudder surface 314, first
  • the aerodynamic rudder surface 314 on the movable wing 31 and the second movable wing 32 is driven by an actuator (e.g., an electric actuator or a hydraulic actuator), wherein the actuator is coupled to a flight control system on the fuselage 10.
  • an actuator e.g., an electric actuator or a hydraulic actuator
  • the driving of the unfolding/folding action of the movable wing relies on the aerodynamic forces and moments generated by the deflection of the aerodynamic rudder surface 314 of the movable wing and the thrust difference and torque deflection and adjustment generated by the distributed propulsion system, thereby avoiding additional
  • the introduction of energy and machinery can reduce the load on the linkage.
  • the tail of the fuselage 10 is provided with a vertical tail 35 and a horizontal tail 36. This ensures the balance of the aircraft 100 and enables the aircraft 100 to be maneuvered.
  • the invention proposes a new concept of folding and unfolding of the movable wing, so that the super-large chord wing layout can be realized, and combined with self-expanding technology, comprehensive application of propulsion, pneumatic and flight control technologies, so that the wing does not need to be folded and unfolded. Additional mechanism drive, simple and reliable.
  • FIG. 7 shows the attitude of the aerodynamic rudder surface 314 during the deployment of the movable wing, and each of the movable wings can be regarded as a large aspect ratio straight wing with limited degrees of freedom, through the lever arm (as shown in FIG. 7).
  • the first arm 331) is connected to the fixed wing 20, and the movable wing is connected to the fuselage 10 electrical and flight control system through a cable, and the whole machine can be regarded as a large aspect ratio aircraft 100 and the left wing 312 and the right wing 313 A combined aircraft with a large aspect ratio and a straight wing.
  • the fixed wing 20 is first regarded as a fixed point, and the active wing is studied relative to the fixed wing 20 Relative movement. Finally, the movement of the fuselage 10 and the fixed wing 20 is superimposed on the basis of the relative motion of the movable wing to obtain the motion state of the movable wing.
  • the following description is made by taking the first movable wing 31 as an example.
  • the A end of the first lever arm is pivoted around the fixed wing 20 along the fuselage 10 .
  • Rotation of axially parallel axes The center of the first movable wing 31 is rotated about the axis parallel to the axial direction of the body 10 (the front-rear direction as shown in FIG. 7) around the B-end hinge point of the first lever arm 331.
  • the first movable wing 31 is translated in a plane perpendicular to the axial direction of the body 10.
  • the left wing 312 and the right wing 313 of the first movable wing 31 are respectively provided with a pneumatic rudder surface 314.
  • a pneumatic rudder surface 314 When the left 312 of the first movable wing 31 and the aerodynamic rudder surface 314 of the right wing 313 are deflected in the same direction, the upward lift or the downward direction can be provided. pressure.
  • the left wing 312 of the first movable wing 31 and the aerodynamic rudder surface 314 of the right wing 313 are differentially deflected, a rolling moment and a side force can be provided.
  • the pitch control torque deflected by the aerodynamic rudder surface 314 can eliminate the rotation of the midpoint of the first movable wing 31 and the B-end hinge point of the first lever arm 331 along an axis parallel to the left-right direction. .
  • the rotation of the midpoint of the first movable wing 31 and the B-end hinge point of the first lever arm 331 in an axis parallel to the up-and-down direction can be eliminated.
  • Figure 8 shows the self-expansion process of the first movable wing 31, wherein (1) shows the folded state of the first movable wing 31, and (11) shows the state when the first movable wing 31 is fully deployed, (2) (10) shows a transitional state in which the first movable wing 31 moves from the folded position to the deployed position.
  • the active wing of the super-large aspect ratio aircraft 100 based on the self-expanding folding wing technology according to the embodiment of the present invention is mainly self-expanding by the aerodynamic rudder surface 314 control and the distributed propulsion system, and the key point of the design is to coordinate the movable wing and the fixed wing 20 Multi-body movement between.
  • the overall design needs to consider the effects of centroid changes, lift, and lift center changes, thrust line changes, etc. on the stability and maneuverability of the aircraft 100 during deployment.
  • the flying wing should be equipped with flight attitude measurement and flight control equipment.
  • the active wing flight control system works in conjunction with the fuselage 10 flight control system to complete the unfolding and folding operation of the three-body combined aircraft limit freedom.
  • the aircraft 100 can be applied to a high-altitude long-time reconnaissance aircraft, and can also be applied to platforms such as transport aircraft, early warning aircraft, and fuel dispensers.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Toys (AREA)

Abstract

一种基于自展开折叠翼技术的超大展弦比飞机（100），包括：机身（10）；固定翼（20）；活动翼组件，活动翼组件包括第一活动翼（31）和第二活动翼（32），飞机起飞时，第一活动翼（31）和第二活动翼（32）处于折叠位置；飞行时，第一活动翼（31）和第二活动翼（32）依靠其气动舵面（314）偏转产生的气动力和力矩及分布式推进系统产生的推力差和力矩偏转移动至展开位置；在巡航结束需要着陆时，第一活动翼（31）和第二活动翼（32）依靠其气动舵面（314）偏转产生的气动力和力矩及分布式推进系统产生的推力差和力矩偏转移动至折叠位置。

Description

基于自展开折叠翼技术的超大展弦比飞机 技术领域
本发明涉及飞行器技术领域，更具体地，涉及一种基于自展开折叠翼的超大展弦比飞机。
背景技术
超大展弦比机翼的优点在于可实现较低的巡航诱导阻力，从而在滑翔机、长航时无人机、高空运输载机等方面获得应用。因此，在已有机型的基础上继续增大翼展和展弦比有望进一步改进飞机效率和任务性能。
常规悬臂机翼翼展的增大受机场起降条件、低空不稳定气流、飞机结构强度与刚度、飞机所需机动性能等限制，其增升减阻的潜力尚未完全发挥。为解决这些问题，超大展弦比/翼展飞机的布局，有通过折叠、伸缩、制成、斜拉、双/多机身等方式实现，因此，解决超大展弦比机翼在布局中的实现形式，是高空长航时飞机等机型涉及的重点。
然而，在现有机型基础上继续增大展弦仍存在很多的困难：例如，受跑道宽度、机库条件等限制；常规大展弦比机翼布局机动性较差，转弯半径大，进近需要保持较高航路精度；翼展大，起降阶段需要保持较高姿态精度以免翼尖触地，抗侧风能力交叉，起降对气象条件要求高；翼载较小，翼根结构压力大，低空飞行突风能力差。
发明内容
本发明旨在至少解决现有技术中存在的技术问题之一。为此，本发明提出一种基于自展开折叠翼的超大展弦比飞机，所述飞机的展弦比大，适应性强。
根据本发明实施例的基于自展开折叠翼技术的超大展弦比飞机，包括：机身；固定翼，所述固定翼设在所述机身上；活动翼组件，所述活动翼组件设在所述固定翼上且包括在展开位置与折叠位置之间可移动的第一活动翼和第二活动翼，所述第一活动翼和所述第二活动翼上分别设有气动舵面和分布式推进系统，在飞机起飞时，第一活动翼和第二活动翼处于折叠位置，飞机为双翼机构型；在飞机上升至预定高度，第一活动翼和第二活动翼依靠其气动舵面偏转产生的气动力和力矩及分布式推进系统产生的推力差和力矩，偏转移动至展开位置，飞机变为超大展弦比单翼机构型；在巡航结束，飞机着陆时，第一活动翼和第二活动翼依靠其气动舵面偏转产生的气动力和力矩及分布式推进系统产生的推力差和力矩，偏转移动至折叠位置，恢复双翼机构型。
根据本发明实施例的基于自展开折叠翼技术的超大展弦比飞机，通过在固定翼上设 置可以在展开位置和折叠位置移动的第一活动翼和第二活动翼，使飞机在高空飞行时大幅降低巡航阻力，实现长航时飞行，同时使飞机在起飞或着陆时能够适应不同宽度的跑道，并且还可以在较恶劣的气象条件下起降。
根据本发明的一个实施例，在所述展开位置，所述第一活动翼和所述第二活动翼分别沿所述固定翼的展向向外延伸且分别与所述固定翼的两端连接，在所述折叠位置，所述第一活动翼的和所述第二活动翼分别从所述固定翼的上方沿所述固定翼的展向向内延伸并对接。
根据本发明的一个实施例，所述第一活动翼和所述第二活动翼在所述固定翼所在平面的正投影与所述固定翼大致处于同一直线上。
根据本发明的一个实施例，所述固定翼包括位于所述机身一侧的第一固定翼和位于所述机身另一侧的第二固定翼，所述活动翼组件还包括：第一杆臂，所述第一杆臂的第一端与所述第一固定翼可枢转地连接，所述第一杆臂的第二端与所述第一活动翼可枢转地连接；第二杆臂，所述第二杆臂的第一端与所述第二固定翼可枢转地连接，所述第二杆臂的第二端与所述第二活动翼可枢转地连接。
可选地，所述机身的轴线与所述固定翼的轴线垂直分布，所述第一杆臂的第一端和第二端、所述第二杆臂的第一端和第二端的旋转轴线与所述机身的轴线平行。
可选地，所述第一固定翼和所述第一活动翼的至少一个上具有沿其展向延伸的第一滑槽，在所述展开位置，所述第一杆臂的至少一部分位于所述第一滑槽内，所述第二固定翼和所述第二活动翼的至少一个上具有沿其展向延伸的第二滑槽，在所述展开位置，所述第二杆臂的至少一部分位于所述第二滑槽内。
可选地，所述第一滑槽包括形成在所述第一固定翼外端上的第一固定翼滑槽和形成在所述第一活动翼内端的第一活动翼滑槽，所述第二滑槽包括形成在所述第二固定翼外端上的第二固定翼滑槽和形成在所述第二活动翼内端的第二活动翼滑槽。
根据本发明的一个实施例所述分布式推进系统设在所述第一活动翼和所述第二活动翼的朝向机身头部的一侧，所述分布式推进系统包括多个沿所述第一活动翼和所述第二活动翼的展向间隔分布且可转动的螺旋桨或涵道式推进装置或喷气式推进装置。
可选地，所述活动翼组件还包括：用于驱动所述螺旋桨或所述涵道式推进装置转动的发动机或喷气式推进装置，所述发动机与所述机身上的飞行控制系统连接。
根据本发明的一个实施例，所述第一活动翼和所述第二活动翼的后缘布置有所述气动舵面，所述气动舵面采用作动器驱动，所述作动器与所述机身上的飞行控制系统连接。
可选地，所述作动器为电作动器或液压作动器。
本发明的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得 明显，或通过本发明的实践了解到。
附图说明
本发明的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是根据本发明实施例的基于自展开折叠翼的超大展弦比飞机在活动翼处于折叠状态时的结构示意图；
图2是根据本发明实施例的基于自展开折叠翼的超大展弦比飞机在活动翼处于不完全伸出状态时的结构示意图；
图3是根据本发明实施例的基于自展开折叠翼的超大展弦比飞机在活动翼处于不完全伸出状态时的又一个结构示意图；
图4是根据本发明实施例的基于自展开折叠翼的超大展弦比飞机在活动翼处于不完全伸出状态时的另一个结构示意图；
图5是根据本发明实施例的基于自展开折叠翼的超大展弦比飞机的活动翼处于完全展开状态时的结构示意图；
图6是根据本发明实施例的基于自展开折叠翼的超大展弦比飞机在活动翼处于折叠状态时的剖视图；
图7是根据本发明实施例的基于自展开折叠翼的超大展弦比飞机的第一活动翼/第二活动翼的简化模型；
图8是根据本发明实施例的基于自展开折叠翼的超大展弦比飞机的活动翼从折叠位置向展开位置移动过程的原理图。
附图标记：
飞机100、
机身10、
固定翼20、
第一固定翼21、第一固定翼滑槽211、
第二固定翼22、第二固定翼滑槽221、
第一活动翼31、第一活动翼滑槽311、左翼312、右翼313、气动舵面314、
第二活动翼32、第二活动翼滑槽321、
第一杆臂331、第二杆臂332、
螺旋桨34、垂直尾翼35、水平尾翼36、发动机37。
具体实施方式
下面详细描述本发明的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本发明，而不能理解为对本发明的限制。
在本发明的描述中，需要理解的是，术语“中心”、“长度”、“宽度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”“内”、“外”、“轴向”、“径向”、“周向”、“展向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本发明和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本发明的限制。此外，限定有“第一”、“第二”的特征可以明示或者隐含地包括一个或者更多个该特征。在本发明的描述中，除非另有说明，“多个”的含义是两个或两个以上。
下面参考图1-图8描述根据本发明实施例的基于自展开折叠翼技术的超大展弦比飞机100。
如图1-图8所示，根据本发明实施例的基于自展开折叠翼技术的超大展弦比飞机100包括：机身10、固定翼20、活动翼组件。
固定翼20设在机身10上。活动翼组件设在固定翼20上且包括在展开位置与折叠位置之间可移动的第一活动翼31和第二活动翼32，这里的“折叠位置”是指如图1所示的第一活动翼31和第二活动翼32所处的位置，“展开位置”是指如图5所示的第一活动翼31和第二活动翼32所处的位置。第一活动翼31和第二活动翼上分别设有气动舵面314和分布式推进系统(未示出)。
在飞机100起飞时，第一活动翼31和第二活动翼32处于折叠位置，飞机100为双翼机构型。在飞机100上升至预定高度，第一活动翼31和第二活动翼32依靠其对应位置上的气动舵面314偏转产生的气动力和力矩以及分布式推进系统产生的推力差和力矩偏转移动至展开位置，此时飞机100为超大展弦比单翼机构型。飞机100巡航结束、着陆时，第一活动翼31和第二活动翼32依靠其气动舵面314偏转产生的气动力和力矩及分布式推进系统产生的推力差和力矩，偏转移动至折叠位置，恢复为双翼机构型。
活动翼组件的展开与折叠可在飞行过程中完成，展开动作与折叠动作依靠活动翼上的气动舵面314偏转产生的气动力和力矩以及分布式推进系统产生的推力差和力矩实现，不需要额外的展开、折叠驱动机构。
根据本发明实施例的基于自展开折叠翼技术的超大展弦比飞机100，通过在固定翼20上设置可以在展开位置和折叠位置移动的第一活动翼31和第二活动翼32，使飞机100 在高空飞行时大幅降低巡航阻力，实现长航时飞行，同时使飞机100在起飞或着陆时能够适应不同宽度的跑道，并且还可以在较恶劣的气象条件下起降。
下面结合图1-图6描述根据本发明实施例的基于自展开折叠翼技术的超大展弦比飞机100的一些具体实施例。
如图1-图6所示，根据本发明一些实施例的基于自展开折叠翼技术的超大展弦比飞机100包括机身10、固定翼20、活动翼组件。机身10内设有飞行控制系统。机身10沿如图1所示的前后方向延伸。
固定翼20包括位于机身10一侧(如图1所示的右侧)的第一固定翼21和位于机身10另一侧(如图1所示的左侧)的第二固定翼22，第一固定翼21的左端与第二固定翼22的右端连接。固定翼20的朝向机身10头部的一侧设有多个沿其展向(如图1所示的左右方向)间隔开布置的螺旋桨34，每个螺旋桨34的旋转轴线与对应的安装面垂直。
根据本发明的一些实施例，活动翼组件包括：第一活动翼31、第二活动翼32、第一杆臂331和第二杆臂332。
在一些示例中，第一杆臂331的第一端与第一固定翼21可枢转地连接，第一杆臂331的第二端与第一活动翼31可枢转地连接。第二杆臂332的第一端与第二固定翼22可枢转地连接，第二杆臂332的第二端与第二活动翼32可枢转地连接。这里的“第一端”是指如图2和图3所示的第一杆臂331/第二杆臂332的下端，“第二端”是指如图2和图3所示的第一杆臂331/第二杆臂332的上端。
在一些具体示例中，机身10的轴线与固定翼20的展向垂直分布，第一杆臂331的第一端和第二端、第二杆臂332的第一端和第二端的旋转轴线与机身10的轴线平行。
可以理解的是，第一杆臂331和第二杆臂332始终在与机身10的轴线垂直的平面内相对于固定翼20转动。同样地，第一活动翼31和第二活动翼32分别在与机身10的轴线垂直的平面内相对于第一杆臂331和第二杆臂332转动。
进一步地，第一活动翼31和第二活动翼32在固定翼20所在平面的正投影与固定翼20大致处于同一直线上。也就是说，第一活动翼31和第二活动翼32分别从展开位置向折叠位置的移动过程中，始终与固定翼20位于同一平面内。
当然，本发明的固定翼20和活动翼的展向并不限于此，固定翼20和第一活动翼21、第二活动翼32还可以相对于机身10的轴线向后倾斜设置，即本发明的固定翼20和活动翼也可以为后掠翼布局。活动翼在展开和折叠的过程中，第一活动翼31在固定翼20所在平面的正投影与第一固定翼21大致处于同一直线上，第二活动翼32在固定翼20所在平面的正投影与第二固定翼22大致处于同一直线上。
飞机100在起飞时，第一活动翼31和第二活动翼32处于折叠位置，可以看作上下方向布置的双翼结构。
飞机100在高空飞行时，第一活动翼31和第二活动翼32移动至展开位置，第一活动翼31和第二活动翼32分别沿固定翼20的展向向外延伸且分别与固定翼20的两端连接，从而形成完全的悬臂式单翼结构。由此增大展弦比，以获得较低的诱导阻力，实现机翼的层流减阻，进而大幅降低巡航阻力，实现长航时飞行。
飞机100在巡航结束，需要着陆时，第一活动翼31和第二活动翼32移动至折叠位置，第一活动翼31的和第二活动翼32分别从固定翼20的上方沿固定翼20的展向向内延伸并对接，从而形成上下方向布置的双翼结构。
由此，不仅可以在等级较低的机场起降，满足机场跑道宽度的要求，同时还具备相对较小的滚转转动惯量，由于在如图1-图5所示的左右方向上、机翼平面靠近机身10的中心轴线，使抗低空气流扰动能力增强，进而可以保证飞机100能够在较恶劣的气象条件下起降。
根据本发明的一个实施例，第一固定翼21和第一活动翼31的至少一个上具有沿其展向延伸的第一滑槽，在展开位置，第一杆臂331的至少一部分位于第一滑槽内。
类似地，第二固定翼22和第二活动翼32的至少一个上具有沿其展向延伸的第二滑槽，在展开位置，第二杆臂332的至少一部分位于第二滑槽内。由此，保证飞机100在飞行状态下，第一活动翼31和第二活动翼32处于展开位置时可以稳定地固定在固定翼20上，保证结构的稳定性。
在一些示例中，如图1-图5所示，第一滑槽包括形成在第一固定翼21外端上的第一固定翼滑槽211和形成在第一活动翼31内端的第一活动翼滑槽311。第一杆臂331的第一端可枢转地设在第一固定翼滑槽211内，第一杆臂331的第二端可枢转地设在第一活动翼滑槽311内。
类似地，第二滑槽包括形成在第二固定翼22外端上的第二固定翼滑槽221和形成在第二活动翼32内端的第二活动翼滑槽321。第二杆臂332的第一端可枢转地设在第二固定翼滑槽221内，第二杆臂332的第二端可枢转地设在第二活动翼滑槽321内。
飞机100在高空飞行时，第一杆臂331的一部分插接在第一固定翼滑槽211内，其余部分插接在第一活动翼滑槽311内。第二杆臂332的一部分插接在第二固定翼滑槽221内，其余部分插接在第二活动翼滑槽321内，使飞行状态时机翼的结构更加稳定。
根据本发明的一个实施例，第一活动翼31和第二活动翼32的朝向机身10头部的一侧分别设有分布式推进系统。
如图6所示，在一些示例中，分布式推进系统包括多个沿其展向间隔分布且可转动 的螺旋桨34，活动翼上的每个螺旋桨34的旋转轴线同样与对应的安装平面垂直。这里的“展向”是指第一活动翼31和第二活动翼32的长度方向。
进一步地，第一活动翼31和第二活动翼32内分别设有与机身10内的飞行控制系统连接的发动机37。发动机37驱动螺旋桨34转动，从而产生拉力。第一活动翼31和第二活动翼32可以根据飞机100的飞行状态在展开位置与折叠位置之间移动，操作方便。
由此，通过采用发动机37驱动活动翼上的螺旋桨34转动，再加上气动舵面314的配合作用，无需活动翼与固定翼20之间采用额外的展开、折叠驱动机构。
在一些可选的实施例中，分布式推进系统包括多个沿其展向间隔分布且可转动的涵道式推进装置，例如涵道式风扇螺旋桨。
在一些可选的实施例中，分布式推进系统包括多个沿其展向间隔分布的喷气式推进装置，例如涡轮喷气发动机或者涡轮风扇发动机。
根据本发明又一个实施例，如图6所示，第一活动翼31和第二活动翼32的朝向机身10尾部的一侧，即活动翼的后缘设有气动舵面314，第一活动翼31和第二活动翼32上的气动舵面314采用作动器(例如电作动器或液压作动器)驱动，其中，作动器与机身10上的飞行控制系统连接。若采用电作动器驱动气动舵面314，无需活动翼与固定翼20之间采用液压油管路连接，可以简化活动翼等结构。
根据本发明实施例的活动翼的展开/折叠动作的驱动均依靠活动翼的气动舵面314偏转产生的气动力和力矩以及分布式推进系统产生的推力差和力矩偏转与调整进行，可以避免额外能源与机构的引入，并可降低连杆机构的载荷。
根据本发明进一步的实施例，机身10尾部设有垂直尾翼35和水平尾翼36。由此保证飞机100的平衡，实现操纵飞机100进行机动飞行。
下面结合图7和图8详细描述根据本发明实施例的基于自展开折叠翼技术的超大展弦比飞机100的第一活动翼31/第二活动翼32在展开位置与折叠位置之间移动的原理。
本发明提出一种全新概念的活动翼的折叠展开方式，以使超大弦比机翼布局得以实现，并结合自展开技术，综合应用推进、气动、飞行控制技术，使机翼折叠与展开时无需额外机构驱动，简单可靠。
具体地，图7示出了活动翼展开过程中的气动舵面314的姿态，每个活动翼可以看作是有限自由度的大展弦比平直飞翼，通过杆臂(如图7中的第一杆臂331)与固定翼20连接，并且活动翼通过电缆与机身10电气、飞控系统连接，全机可看作是大展弦比飞机100与左翼312、右翼313两侧的大展弦比平直翼组成的组合式飞行器。
为研究活动翼的运动，首先将固定翼20看作固定点，研究活动翼相对于固定翼20 的相对运动。最后在活动翼相对运动基础上叠加机身10以及固定翼20的运动，得到活动翼的运动状态。
下面以第一活动翼31为例进行描述，如图7和图8所示，第一活动翼31在展开过程中，第一杆臂的A端绕固定翼20支点，沿与机身10的轴向平行的轴线的转动。第一活动翼31的中心绕第一杆臂331的B端铰接点，沿与机身10的轴向(如图7所示的前后方向)平行的轴线的转动。第一活动翼31在与机身10的轴向垂直的平面内平动。
第一活动翼31的左翼312、右翼313上分别设有气动舵面314，第一活动翼31的左翼312、右翼313的气动舵面314同向偏转时，可以提供向上的升力或向下的压力。第一活动翼31的左翼312、右翼313的气动舵面314差动偏转时，可以提供滚转力矩以及侧力。
第一活动翼31展开过程中，通过气动舵面314偏转的俯仰控制力矩，可以消除第一活动翼31的中点与第一杆臂331的B端铰接点沿与左右方向平行的轴线的转动。通过第一活动翼31左右两侧的螺旋桨34的力矩，可以消除第一活动翼31的中点与第一杆臂331的B端铰接点沿与上下方向平行的轴线的转动。
图8示出了第一活动翼31的自展开过程，其中(1)示出了第一活动翼31的折叠状态，(11)示出了第一活动翼31完全展开时的状态，(2)-(10)示出了第一活动翼31从折叠位置向展开位置移动的过渡状态。
根据本发明实施例的基于自展开折叠翼技术的超大展弦比飞机100的活动翼主要通过气动舵面314控制和分布式推进系统实现自展开，其设计关键点在于协调活动翼与固定翼20之间的多体运动。总体设计所需要考虑展开过程中的质心变化、升力以及升力中心变化、推力线变化等对飞机100稳定性和操纵性的影响。活动翼应安装飞行姿态测量与飞行控制设备，活动翼飞行控制系统与机身10飞行控制系统协同工作，完成三体组合式飞行器限制自由度的展开与折叠操纵。所述飞机100可以应用于高空长航时侦察机，也可推广应用于运输机、预警机、加油机等平台。
根据本发明实施例的飞机100的其他构成以及操作对于本领域普通技术人员而言都是已知的，这里不再详细描述。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本发明的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任何的一个或多个实施例或示例中以合适的方式结合。
尽管已经示出和描述了本发明的实施例，本领域的普通技术人员可以理解：在不脱 离本发明的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本发明的范围由权利要求及其等同物限定。

Claims (11)

  1. 一种基于自展开折叠翼技术的超大展弦比飞机，其特征在于，包括：
    机身；
    固定翼，所述固定翼设在所述机身上；
    活动翼组件，所述活动翼组件设在所述固定翼上且包括在展开位置与折叠位置之间可移动的第一活动翼和第二活动翼，所述第一活动翼和所述第二活动翼上分别设有气动舵面和分布式推进系统，
    在所述飞机起飞、着陆时，所述第一活动翼和所述第二活动翼依靠所述气动舵面偏转产生的气动力和力矩及所述分布式推进系统产生的推力差和力矩偏转移动至所述折叠位置，在所述飞机上升至预定高度，所述第一活动翼和所述第二活动翼依靠所述气动舵面偏转产生的气动力和力矩及所述分布式推进系统产生的推力差和力矩偏转移动至所述展开位置。
  2. 根据权利要求1所述的基于自展开折叠翼技术的超大展弦比飞机，其特征在于，在所述展开位置，所述第一活动翼和所述第二活动翼分别沿所述固定翼的展向向外延伸且分别与所述固定翼的两端连接，在所述折叠位置，所述第一活动翼和所述第二活动翼分别从所述固定翼的上方沿所述固定翼的展向向内延伸并对接。
  3. 根据权利要求2所述的基于自展开折叠翼技术的超大展弦比飞机，其特征在于，所述第一活动翼和所述第二活动翼在所述固定翼所在平面的正投影与所述固定翼大致处于同一直线上。
  4. 根据权利要求2所述的基于自展开折叠翼技术的超大展弦比飞机，其特征在于，所述固定翼包括位于所述机身一侧的第一固定翼和位于所述机身另一侧的第二固定翼，
    所述活动翼组件还包括：
    第一杆臂，所述第一杆臂的第一端与所述第一固定翼可枢转地连接，所述第一杆臂的第二端与所述第一活动翼可枢转地连接；
    第二杆臂，所述第二杆臂的第一端与所述第二固定翼可枢转地连接，所述第二杆臂的第二端与所述第二活动翼可枢转地连接。
  5. 根据权利要求4所述的基于自展开折叠翼技术的超大展弦比飞机，其特征在于，所述第一杆臂的第一端和第二端、所述第二杆臂的第一端和第二端的旋转轴线与所述机身的轴线平行。
  6. 根据权利要求4所述的基于自展开折叠翼技术的超大展弦比飞机，其特征在于，所述第一固定翼和所述第一活动翼的至少一个具有沿其展向延伸的第一滑槽，在所述展 开位置，所述第一杆臂的至少一部分位于所述第一滑槽内，
    所述第二固定翼和所述第二活动翼的至少一个具有沿其展向延伸的第二滑槽，在所述展开位置，所述第二杆臂的至少一部分位于所述第二滑槽内。
  7. 根据权利要求6所述的基于自展开折叠翼技术的超大展弦比飞机，其特征在于，所述第一滑槽包括形成在所述第一固定翼外端上的第一固定翼滑槽和形成在所述第一活动翼内端的第一活动翼滑槽，
    所述第二滑槽包括形成在所述第二固定翼外端上的第二固定翼滑槽和形成在所述第二活动翼内端的第二活动翼滑槽。
  8. 根据权利要求1-7中任一项所述的基于自展开折叠翼技术的超大展弦比飞机，其特征在于，所述分布式推进系统设在所述第一活动翼和所述第二活动翼的朝向机身头部的一侧，
    所述分布式推进系统包括多个沿所述第一活动翼和所述第二活动翼的展向间隔分布且可转动的螺旋桨或涵道式推进装置或喷气式推进装置。
  9. 根据权利要求8所述的基于自展开折叠翼技术的超大展弦比飞机，其特征在于，所述活动翼组件还包括：用于驱动所述螺旋桨或所述涵道式推进装置或喷气式推进装置转动的发动机，所述发动机与所述机身上的飞行控制系统连接。
  10. 根据权利要求1-9中任一项所述的基于自展开折叠翼技术的超大展弦比飞机，其特征在于，所述第一活动翼和所述第二活动翼的后缘布置有所述气动舵面，所述气动舵面采用作动器驱动，所述作动器与所述机身上的飞行控制系统连接。
  11. 根据权利要求10所述的基于自展开折叠翼技术的超大展弦比飞机，其特征在于，所述作动器为电作动器或液压作动器。
PCT/CN2017/092726 2017-03-23 2017-07-13 基于自展开折叠翼技术的超大展弦比飞机 WO2018171089A1 (zh)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP17902568.9A EP3604122B1 (en) 2017-03-23 2017-07-13 Aircraft with super high aspect ratio based on self-unfolding folding wing technology
US16/492,126 US11180239B2 (en) 2017-03-23 2017-07-13 Aircraft with super high aspect ratio based on self-unfolding folding wing technology

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CN201720294253.3U CN206644995U (zh) 2017-03-23 2017-03-23 基于自展开折叠翼技术的超大展弦比飞机
CN201710179386.0A CN106927022B (zh) 2017-03-23 2017-03-23 基于自展开折叠翼技术的超大展弦比飞机
CN201720294253.3 2017-03-23
CN201710179386.0 2017-03-23

Publications (1)

Publication Number Publication Date
WO2018171089A1 true WO2018171089A1 (zh) 2018-09-27

Family

ID=63586241

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/CN2017/092726 WO2018171089A1 (zh) 2017-03-23 2017-07-13 基于自展开折叠翼技术的超大展弦比飞机

Country Status (3)

Country Link
US (1) US11180239B2 (zh)
EP (1) EP3604122B1 (zh)
WO (1) WO2018171089A1 (zh)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021028368A1 (en) * 2019-08-15 2021-02-18 Bayer Aktiengesellschaft Method of spraying a field with an unmanned aerial vehicle
CN112977800A (zh) * 2021-03-24 2021-06-18 中国科学院力学研究所 一种高超声速飞行器用折叠机翼
CN113277063A (zh) * 2021-06-03 2021-08-20 中国人民解放军军事科学院国防科技创新研究院 一种折叠翼无人机空中投放控制系统设计方法
CN113511328A (zh) * 2021-08-24 2021-10-19 广东汇天航空航天科技有限公司 机翼折叠机构及飞行汽车

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018116147A1 (de) * 2018-07-04 2020-01-09 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Luftfahrzeug
US10894602B2 (en) * 2018-08-27 2021-01-19 Textron Innovations Inc. Unmanned aerial vehicles with compact storage mode
US10899446B2 (en) * 2018-08-27 2021-01-26 Textron Innovations Inc. Unmanned aerial vehicles with interchangeable wing modules
US10814958B2 (en) * 2018-08-27 2020-10-27 Textron Innovations Inc. Wing module having interior compartment
US20200079492A1 (en) * 2018-09-11 2020-03-12 Swift Engineering, Inc. Systems and methods for aerodynamic deployment of wing structures
US11530035B2 (en) * 2020-08-27 2022-12-20 Textron Innovations Inc. VTOL aircraft having multiple wing planforms
CN112389632A (zh) * 2020-11-06 2021-02-23 西安远超航空科技有限公司 一种圆柱齿轮传动式巡飞器折叠机构
CN114435045A (zh) * 2022-01-28 2022-05-06 北京大学 一种用于水空跨介质航行器的可变体空翼机构
CN115009507A (zh) * 2022-04-19 2022-09-06 清华大学 多连杆式单翼双翼变体飞行器
CN116101475B (zh) * 2022-09-07 2023-08-25 清华大学 宽速域变体双翼结构、宽速域飞行器
CN116853518B (zh) * 2023-06-29 2024-07-19 哈尔滨工业大学 可展收机翼阵列式随动加载装置、工作方法、加载系统

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3647163A (en) * 1969-11-19 1972-03-07 Thomas E Sweeney Foldable semirigid airfoil for airborne vehicles
WO2009093923A1 (ru) * 2008-01-21 2009-07-30 Sergey Nikolaevich Afanasyev Летательный аппарат
US8439314B1 (en) * 2006-11-06 2013-05-14 Sanjay Dhall Aircraft having offset telescopic wings
CN205633014U (zh) * 2016-05-25 2016-10-12 江苏数字鹰科技发展有限公司 一种折叠机翼垂直起降飞机
CN106927022A (zh) * 2017-03-23 2017-07-07 清华大学 基于自展开折叠翼技术的超大展弦比飞机

Family Cites Families (20)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1748262A (en) * 1929-01-04 1930-02-25 Wertz La Verne Franklin Aeroplane construction
US1842637A (en) * 1930-06-20 1932-01-26 Wertz La Verne Franklin Aeroplane construction
US2275777A (en) * 1939-05-08 1942-03-10 George M B Lane Heavier-than-air craft
US2288501A (en) * 1939-10-10 1942-06-30 Hamilton Hagar Airplane
US2402733A (en) * 1943-03-23 1946-06-25 Pemberton Cooley Jr Aircraft wing structure
US8657226B1 (en) * 2007-01-12 2014-02-25 John William McGinnis Efficient control and stall prevention in advanced configuration aircraft
US9545993B2 (en) * 2007-01-12 2017-01-17 John William McGinnis Aircraft stability and efficient control through induced drag reduction
US8387913B2 (en) * 2010-08-12 2013-03-05 Abe Karem Compact aircraft wing folding systems and methods
DE102010048139A1 (de) * 2010-10-11 2012-04-12 Eads Deutschland Gmbh Fluggerät mit variabler Geometrie
GB2524827A (en) * 2014-04-04 2015-10-07 Airbus Operations Ltd A passenger aircraft with a downwardly foldable wing tip device
US10054958B2 (en) * 2014-05-08 2018-08-21 Northrop Grumman Systems Corporation Vertical takeoff and landing (VTOL) unmanned aerial vehicle (UAV)
US9550567B1 (en) * 2014-10-27 2017-01-24 Amazon Technologies, Inc. In-flight reconfigurable hybrid unmanned aerial vehicle
US10377482B2 (en) * 2015-05-01 2019-08-13 Transition Robotics, Inc. Remotely controlled modular VTOL aircraft and re-configurable system using same
US20200010182A1 (en) * 2015-11-07 2020-01-09 Joseph Raymond RENTERIA Pivoting wing system for vtol aircraft
US9821909B2 (en) * 2016-04-05 2017-11-21 Swift Engineering, Inc. Rotating wing assemblies for tailsitter aircraft
US10814973B2 (en) * 2018-04-18 2020-10-27 Textron Innovations Inc. Aircraft having M-wing and gull wing configurations
US10864988B2 (en) * 2018-04-19 2020-12-15 Textron Innovations Inc. Aircraft having split wing and monoplane configurations
US10899446B2 (en) * 2018-08-27 2021-01-26 Textron Innovations Inc. Unmanned aerial vehicles with interchangeable wing modules
US10894602B2 (en) * 2018-08-27 2021-01-19 Textron Innovations Inc. Unmanned aerial vehicles with compact storage mode
US10814958B2 (en) * 2018-08-27 2020-10-27 Textron Innovations Inc. Wing module having interior compartment

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3647163A (en) * 1969-11-19 1972-03-07 Thomas E Sweeney Foldable semirigid airfoil for airborne vehicles
US8439314B1 (en) * 2006-11-06 2013-05-14 Sanjay Dhall Aircraft having offset telescopic wings
WO2009093923A1 (ru) * 2008-01-21 2009-07-30 Sergey Nikolaevich Afanasyev Летательный аппарат
CN205633014U (zh) * 2016-05-25 2016-10-12 江苏数字鹰科技发展有限公司 一种折叠机翼垂直起降飞机
CN106927022A (zh) * 2017-03-23 2017-07-07 清华大学 基于自展开折叠翼技术的超大展弦比飞机

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of EP3604122A4 *

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2021028368A1 (en) * 2019-08-15 2021-02-18 Bayer Aktiengesellschaft Method of spraying a field with an unmanned aerial vehicle
US20220340278A1 (en) * 2019-08-15 2022-10-27 Bayer Aktiengesellschaft Method of spraying a field with an unmanned aerial vehicle
CN112977800A (zh) * 2021-03-24 2021-06-18 中国科学院力学研究所 一种高超声速飞行器用折叠机翼
CN113277063A (zh) * 2021-06-03 2021-08-20 中国人民解放军军事科学院国防科技创新研究院 一种折叠翼无人机空中投放控制系统设计方法
CN113277063B (zh) * 2021-06-03 2022-03-08 中国人民解放军军事科学院国防科技创新研究院 一种折叠翼无人机空中投放控制系统设计方法
CN113511328A (zh) * 2021-08-24 2021-10-19 广东汇天航空航天科技有限公司 机翼折叠机构及飞行汽车
CN113511328B (zh) * 2021-08-24 2022-12-20 广东汇天航空航天科技有限公司 机翼折叠机构及飞行汽车

Also Published As

Publication number Publication date
EP3604122A1 (en) 2020-02-05
EP3604122C0 (en) 2023-06-14
EP3604122A4 (en) 2021-01-13
EP3604122B1 (en) 2023-06-14
US11180239B2 (en) 2021-11-23
US20200269967A1 (en) 2020-08-27

Similar Documents

Publication Publication Date Title
WO2018171089A1 (zh) 基于自展开折叠翼技术的超大展弦比飞机
CN106927022B (zh) 基于自展开折叠翼技术的超大展弦比飞机
US10293933B2 (en) Rotating wing assemblies for tailsitter aircraft
JP7457175B2 (ja) 電動垂直離着陸（ｖｔｏｌ）機用の翼傾斜作動システム
CN110869276B (zh) 竖向起降的机身
US20240166260A1 (en) Folded wing multi rotor
US7118066B2 (en) Tall V/STOL aircraft
US9387929B2 (en) Vertical takeoff and landing (“VTOL”) aircraft
US8690096B2 (en) Aircraft with dual flight regimes
US8387913B2 (en) Compact aircraft wing folding systems and methods
US20220169380A1 (en) Vtol tail sitting aircraft with rotor blown nonplanar wing configuration
US9878788B2 (en) Aircraft
US3039719A (en) Vertical take-off airplane
US20190176981A1 (en) Vertical Takeoff and Landing ("VTOL") Aircraft
US11407507B2 (en) Lift rotor system
CN206644995U (zh) 基于自展开折叠翼技术的超大展弦比飞机
CN106114847A (zh) 一种垂直起降飞行器
CN103754360B (zh) 一种类飞碟式旋翼机
CN108100233B (zh) 一种襟副翼
CN114889804B (zh) 变体飞翼飞行器
CN205952293U (zh) 巡航速度范围大的小型长航时无人机
CN113511333A (zh) 一种变体飞翼式飞机及其变体方法
CN217198643U (zh) 一种飞行器
US9637230B2 (en) Aircraft and convertible wing assembly
US20240174353A1 (en) Vertical take-off and landing aircraft based on variable rotor-wing technology and dual rotor-wing layout

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 17902568

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

ENP Entry into the national phase

Ref document number: 2017902568

Country of ref document: EP

Effective date: 20191023