WO2021109312A1 - 一种变体飞行器 - Google Patents

一种变体飞行器 Download PDF

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Publication number
WO2021109312A1
WO2021109312A1 PCT/CN2020/000188 CN2020000188W WO2021109312A1 WO 2021109312 A1 WO2021109312 A1 WO 2021109312A1 CN 2020000188 W CN2020000188 W CN 2020000188W WO 2021109312 A1 WO2021109312 A1 WO 2021109312A1
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Prior art keywords
wing section
aircraft
variable wing
variant
variable
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PCT/CN2020/000188
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English (en)
French (fr)
Inventor
刘衍涛
徐京海
曹元宝
曾加刚
仲唯贵
解望
田旭
刘毅
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中国直升机设计研究所
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Application filed by 中国直升机设计研究所 filed Critical 中国直升机设计研究所
Publication of WO2021109312A1 publication Critical patent/WO2021109312A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/38—Adjustment of complete wings or parts thereof
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C5/00—Stabilising surfaces
    • B64C5/06—Fins
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/06—Adjustable control surfaces or members, e.g. rudders with two or more independent movements

Definitions

  • the invention belongs to the technical field of aircraft design, and specifically relates to a variant aircraft.
  • the ratio of the wingspan to the average chord length is called the aspect ratio, which can also be expressed as the ratio of the square of the wingspan to the area of the wing.
  • the lift coefficient of an aircraft with a large aspect ratio is relatively large, which can reduce the ratio of induced drag to the drag, increase the efficiency of the wing, and increase the range; the aircraft with a small aspect ratio has a small lift coefficient and low drag, which is reflected in the fast flight speed.
  • the maneuverability is more flexible.
  • the aspect ratio increases, the induced drag of the wing will decrease, which can improve the maneuverability of the aircraft and increase the subsonic range, but the wave resistance will increase, which affects the supersonic flight performance of the flight.
  • the wing area is the same, and under the same conditions, a wing with a larger aspect ratio has higher lift, which can reduce the take-off and landing distance of the aircraft.
  • subsonic aircraft generally use large aspect ratio wings, mainly for long-range, low-maneuverability aircraft.
  • the B-52 bomber has an aspect ratio of 6.5
  • the U-2 reconnaissance aircraft The aspect ratio of the UAV is 10.6, and the aspect ratio of the Global Hawk UAV is 25; while the aspect ratio of the supersonic fighter is smaller, which can achieve high-speed flight and complete high-maneuverability tactical actions, generally 2.0-4.0.
  • Aircraft with a fixed aspect ratio are generally used for fixed purposes, and can only achieve one aspect of low speed, high efficiency or high speed and high maneuverability, and cannot combine the advantages of low speed, high efficiency, and high speed and high maneuverability. Therefore, in order to meet the needs of different flight conditions, deformed wing technology has been developed.
  • existing deformable wing technologies such as CN201711299673.1, a telescopic deformable wing, and CN201711299674.6, a folding wing, all use flexible skins, have many fulcrums, and have small wingspan changes, which cannot meet the needs of low speed and large wingspan. , And when the load is large, the flexible skin becomes larger, and a stable aerodynamic shape cannot be guaranteed, which affects the overall flight performance.
  • an existing variable wingspan aircraft adopts the folding method by erecting and folding the inner wing while folding the outer wing to the horizontal direction, so that the center of gravity is below the wing. Therefore, the center of gravity appears relative to the center of rotation during rolling flight.
  • a reverse restoring torque, and the gravity G of the aircraft has a large adjustment force ⁇ L relative to the rudder surface, so it has a great influence on the effect of the roll attitude adjustment
  • the aircraft with a fixed aspect ratio is generally used for fixed purposes, it can only achieve one aspect of low speed, high efficiency or high speed and high maneuverability, and cannot integrate the advantages of low speed, high efficiency and high speed and high maneuverability.
  • a variant aircraft including a fuselage, an inner variable wing section, an outer variable wing section, a high-speed wing section, and a morphing mechanism; wherein the inner variable wing section, the outer variable wing section, and the high-speed wing section are sequentially After rotating and connecting, they are symmetrically arranged on both sides of the middle of the fuselage; the inner variable wing section and the outer variable wing section constitute a variable wing section, and the variable operation is realized through the variable mechanism; the inner variable wing section, the outer variable wing section and the high-speed wing section Rudder surfaces are provided on the top.
  • the specific variant operation of the variant aircraft proposed in the present invention is: at low speed, the variant mechanism is extended, and the inner variable wing section, the outer variable wing section and the high-speed wing section together form a large aspect ratio wing.
  • the aircraft at this time The control is the same as the flying wing aircraft.
  • the rudder surface is used to adjust the pitch and roll attitude of the aircraft. Among them, the rudder surfaces on both sides are adjusted in the same direction, that is, the pitch attitude of the aircraft can be adjusted by deflection upward or downward at the same time; the rudder surfaces on both sides are reversed.
  • Directional adjustment that is, turning upward and downward to adjust the roll attitude of the aircraft; turning the rudder surface on the same side up and down reversely can adjust the yaw attitude of the aircraft.
  • the variant mechanism gradually shrinks to narrow the lower surface of the inner and outer variable wing sections.
  • both the inner and outer variable wing sections become half airfoils.
  • the inner variable wing section and the outer variable wing section stand up to become a vertical tail, and the rudder on the vertical tail
  • the surface is used to adjust the heading and attitude of the aircraft.
  • the aircraft is transformed into a flying wing aircraft with a vertical tail, and the yaw attitude adjustment is changed.
  • the rudder surface on the same side of the high-speed wing section performs up and down reverse deflection; at the same time, it is formed by the inner/outer variable wing section.
  • the rudder surface on the vertical tail of the vertical tail deflects left and right to cooperate with the realization of yaw attitude control.
  • the variant aircraft proposed by the present invention adopts variable wings with enlarged wingspan during low-speed flight, and the aerodynamic force is small during low-speed flight.
  • the variable wings carry the air
  • the power is small, which can improve the flight efficiency and shorten the take-off and landing roll distance; at high speeds, it is transformed into a high-speed configuration, and the inner wing is folded and assembled into a vertical tail.
  • the vertical tail is added to the flying wing aircraft, which further improves the maneuverability at high speed.
  • the adopted variant mechanism is at the position of the wing beam, which can carry the aerodynamic force of the wing.
  • the force transmission structure is more reliable and efficient than the multi-section folding rod, which can effectively ensure the force transmission effect of the wing, and the wing is flat and straight as a whole ,
  • the bending moment of the locking mechanism is small, which can reduce the strength requirements of the locking mechanism and reduce the weight of the body.
  • Figure 1 is an axial view of the variant aircraft of the present invention at low speed
  • Figure 2 is a top view of the variant aircraft of the present invention at low speed
  • Figure 3 is a front view of the variant aircraft of the present invention at low speed
  • Figure 4 is a side view of the variant aircraft of the present invention at low speed
  • Figure 5 is a schematic view of the structure of the variable wing section of the present invention.
  • Figure 6 is an axial view of the present invention in a variant
  • Figure 7 is a schematic diagram of the present invention retracting the variable ribs in a variant
  • FIG. 8 is a schematic diagram of the present invention zooming in on two variable wing sections when it is modified
  • Figures 9-12 are respectively an axial view, a top view, a front view and a side view of the present invention at high speed.
  • FIG. 1 the specific configuration of a variant aircraft is shown in Figure 1.
  • the aircraft includes a fuselage 1, and an inner variable wing section 2, an outer variable wing section 3, and a high-speed symmetrical arrangement on both sides of the fuselage.
  • the wing section 4, the inner variable wing section 2 and the outer variable wing section 3 realize the variant control through the variant mechanism 6.
  • the inner variable wing section 2 and the fuselage 1 are connected by rotation; each wing section is connected by rotation;
  • the variable wing section 2 and the outer variable wing section 3 constitute a variable wing section, and the morphing operation is realized by the morphing mechanism 6;
  • the high-speed wing section 4 is provided with a first rudder surface 7 which is a flat tail rudder surface, and the inner variable wing section 2.
  • the outer variable wing section 3 is provided with a second rudder surface 27 and a third rudder surface 37 respectively.
  • the inner variable wing section 2 includes a rigid upper wing surface 21, a flexible lower wing surface 22, a fixed wing rib 23, a variable wing rib 24, a rudder control mechanism 25 and a second rudder surface 27.
  • the rigid upper wing surface 21 is arranged above the fixed wing rib 23
  • the flexible lower wing surface 22 is arranged below the variable wing rib 24
  • the variant mechanism is arranged below the front end of the variable wing rib 24
  • the rudder surface 27 is located at the rear end of the inner variable wing section 2.
  • variable wing section 2 is hingedly connected to one side of the fuselage.
  • the structure of the outer variable wing section 3 is similar.
  • One side is hinged with the inner variable wing end, which can be stretched side by side or folded under the expansion and contraction of the variant mechanism.
  • the other side is also hingedly connected with the high-speed wing section 4. To facilitate folding, stretching and deformation.
  • the variant mechanism is a telescopic rod body, one end of which passes through the mounting groove of the lower variable wing rib 24 of the inner variable wing section 2 and is connected to the fuselage.
  • the other end is located under the outer variable wing section 3 and the variable wing rib is fixedly connected to the high-speed wing section 4, and serves as the high-speed wing end spar load-bearing and force transmission mechanism, which can carry the aerodynamic force of the wing and effectively ensure the wing
  • the force transmission effect of the wing, and the overall straightness of the wing effectively guarantees high-speed flight performance, and the bending moment of the locking mechanism is small, which can reduce the strength requirements of the locking mechanism and reduce the weight of the body.
  • the variant mechanism is a multi-section telescopic rod body, the length and extension of which are controlled by the internal control system of the fuselage through an internal circuit.
  • the flight attitude is shown in Figure 1-4.
  • the variant mechanism 6 is extended, and the inner variable wing section 2, the outer variable wing section 3 and the high-speed wing section 4 are set straight together.
  • the variant mechanism 6 is in an extended state, and is located below the flexible lower wing surface of the inner variable wing section 2 and the outer variable wing section 3.
  • the control of the aircraft at this time is the same as that of a flying-wing aircraft. It is controlled by the first rudder surface 7 provided on the inner variable wing section 2, the outer variable wing section 3 and the high-speed wing section 4. The rudder surfaces on both sides are adjusted in the same direction.
  • the pitch attitude of the aircraft can be adjusted by deflection upward or downward at the same time; the rudder surfaces on both sides can be adjusted in reverse, that is, the rudder surface on the same side can be deflected upward and downward to adjust the roll attitude of the aircraft; Yaw attitude.
  • variable wing segment becomes a vertical tail, so that the vertical tail and the wing are on the same spar, so the structural strength is high, the heading balance, stability and maneuverability are good, and the vertical tail is rectangular, and its area is With a wing area of 30% to 70%, the large vertical tail can greatly improve the high-speed flight stability and maneuverability of the UAV.
  • the rudder surface on the variable wing section is used for the heading and attitude adjustment control of the aircraft, which can effectively solve the problem of the large turning radius of the flying wing layout aircraft.
  • the flexible lower wing surface is accommodated inside the inner variable wing section 2 and the outer variable wing section 3, which can effectively avoid deformation and damage caused by high loads during high-speed movement.
  • variable wing rib 24 is made of memory metal, which can be retracted into the projection surface of the fixed wing rib 23 through material memory deformation or manipulation mechanism, while the flexible lower wing surface 22 is also retracted to the fixed wing rib.
  • the lower surface of the airfoil becomes flat; the deformation mechanism 6 shrinks to narrow the lower surfaces of the inner variable wing section 2 and the outer variable wing section 3, so that the lower surfaces of the inner variable wing section 2 and the outer variable wing section 3 The surfaces are attached together, and the variable wing section becomes a vertical tail.
  • the second rudder surface 27 of the inner variable wing section 2 and the third rudder surface 37 of the outer variable wing section 3 are combined into a vertical tail rudder surface 8 for Improve the aircraft's heading and attitude adjustment effect, and can effectively protect the flexible lower wing surface between the inner variable wing section 2 and the outer variable wing section 3 to avoid damage from excessive load during high-speed flight.
  • the wing has only the high-speed wing section 4 on the original outer side, which becomes a high-speed configuration aircraft. It has a small aspect ratio wing and vertical tail, which can achieve high speed. High maneuverability, and relatively low-speed flying wing layout has more vertical tails, further improving the maneuverability in high-speed conditions.
  • the flight attitude is shown in Figure 9-12.
  • the variant mechanism is safely retracted and the variable wing segments on both sides of the fuselage are pulled into a complete symmetrical airfoil.
  • the aircraft variant is For flying wing aircraft with vertical tails, the adjustment of the yaw attitude is changed.
  • the rudder surface on the same side of the high-speed wing section performs up and down reverse deflection; at the same time, the rudder surface on the vertical tail formed by the inner/outer variable wing section performs left and right Deflection to cooperate to achieve yaw attitude control.
  • the heading adjustment is based on the original one-side wing rudder surface up and down reverse adjustment.
  • the deflection adjustment of the vertical tail rudder surface is added.
  • the yaw adjustment torque is increased, which can improve the agility of the heading and attitude adjustment. Improve the slow adjustment of the yaw attitude of the flying wing aircraft.
  • the rotational connection between the variable wing section and the fuselage, and between the inner variable wing section 2, the outer variable wing section 3, and the high-speed wing section 4 can be articulated, specifically through a hinge Articulation or other means of articulation.

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Abstract

一种变体飞行器，包括机身（1）、内变翼段（2）、外变翼段（3）、高速翼段（4）、变体机构（6）；其中，内变翼段（2）与机身（1）转动连接；各翼段之间转动连接；内变翼段（2）与外变翼段（3）构成可变翼段，通过变体机构（6）实现变体操作；内变翼段（2）、外变翼段（3）和高速翼段（4）上均设置有舵面；变体飞行器在低速时使用大展弦比，实现高效率飞行并且缩短滑跑距离；在高速时变体为小展弦比飞行器，降低阻力，提高机动性，综合实现高速高机动的目标，提高了飞行器的飞行速度和机动性。

Description

一种变体飞行器 技术领域
本发明属于飞行器设计技术领域，具体涉及一种变体飞行器。
背景技术
翼展和平均弦长的比值叫展弦比，也可以表示为翼展的平方与机翼面积的比值。大展弦比的飞机升力系数比较大，可以减小诱导阻力所占阻力的比例，提高机翼效率，增加航程；小展弦比的飞机升力系数小，阻力也小，则表现在飞行速度快，机动性较为灵活，展弦比增大时，机翼的诱导阻力会降低，从而可以提高飞机的机动性和增加亚音速航程，但波阻就会增加，影响飞行的超音速飞行性能。
机翼面积相同，在相同条件下，展弦比大的机翼升力大，可以减小飞机的起飞和降落距离。根据不同展弦比的飞行特点，亚音速飞机一般选用大展弦比的机翼，主要为大航程、低机动性的飞机，例如B-52轰炸机的展弦比为6.5，U-2侦察机的展弦比为10.6，全球鹰无人机的展弦比为25；而超音速战斗机展弦比则较小，可实现高速飞行、完成高机动性战术动作，一般为2.0-4.0。
选用固定展弦比的飞行器一般都是固定用途，仅能实现低速高效率或高速高机动性的一个方面，无法综合低速高效率和高速高机动性两方面的优点。因此为了满足不同飞行状态需求，发展出现了变形机翼技术。然而如现有变形机翼技术如CN201711299673.1一种伸缩变形机翼、CN201711299674.6一种折叠机翼，均采用柔性蒙皮，支点多，翼展变化小，无法满足低速大翼展的需求，且载荷较大时，柔性蒙皮形变大，无法保证稳定的气动外形，影响整体飞行性能。
另外，某现有的变翼展飞行器采用的折叠是通过向上竖立折叠内侧机翼同时将外侧机翼折叠到水平方向，使得重心在机翼下方，故在滚转飞行时，重心 相对旋转中心出现一个反向的恢复力矩，并且飞行器的重力G相对舵面的调整力ΔL大，故对滚转姿态调节效果的影响大
发明内容
本发明的目的：由于选用固定展弦比的飞行器一般都是固定用途，仅能实现低速高效率或高速高机动性的一个方面，无法综合低速高效率和高速高机动性两方面的优点，故提出一种变体飞行器，在低速时使用大展弦比，实现高效率飞行并且缩短滑跑距离；在高速时变体为小展弦比飞行器，降低阻力，提高机动性，综合实现高速高机动的目标。
本发明的技术方案：一种变体飞行器，包括机身，内变翼段，外变翼段，高速翼段，变体机构；其中，内变翼段、外变翼段、高速翼段依次转动连接后，对称设置在机身中部两侧；内变翼段与外变翼段构成可变翼段，通过变体机构实现变体操作；内变翼段、外变翼段和高速翼段上均设置有舵面。
本发明提出的变体飞行器，具体变体操作是：在低速时，变体机构伸展，内变翼段、外变翼段与高速翼段共同组成大展弦比的机翼，此时的飞行器操纵与飞翼飞行器一样，舵面用于飞行器俯仰姿态和滚转姿态的调节；其中，两侧舵面同向调节，即同时向上或向下偏转可调整飞行器的俯仰姿态；两侧舵面反向调节，即一边向上一边向下偏转可调整飞行器的滚转姿态；同侧舵面进行上下反向偏转可调整飞行器的偏航姿态。
从低速到高速的过渡，变体机构逐渐收缩以拉近内变翼段和外变翼段的下表面，在拉近过程中，内变翼段和外变翼段均变为半个翼型，其中下表面向上回收变成平面，在完全拉近贴合后，形成一个完整的对称翼型，此时，内变翼段和外变翼段向上立起变为垂尾，垂尾上的舵面用于飞行器的航向姿态调整操纵。
在高速时，飞行器变体为带垂尾的飞翼飞行器，偏航姿态的调整有所变化，由高速翼段的同侧舵面进行上下反向偏转；同时，由内/外变翼段形成的垂尾上的舵面进行左右偏转来配合实现偏航姿态操纵。
本发明的有益技术效果：本发明提出的一种变体飞行器，在低速飞行时采用扩大机翼展长的可变机翼，低速飞行时气动力小，此时的可变机翼承载的气动力小，能提高飞行效率并且缩短起降滑跑距离；在高速时，变体为高速构型，将内侧机翼折叠拼合成垂尾，不仅可以所见展弦比提高飞行速度和机动性，同时相对飞翼飞行器还增加了垂尾，进一步提高了高速状态下的机动性。另外，采用的变体机构在机翼梁位置，可承载机翼的气动力，传力结构相对多段折叠杆更为可靠高效，能有效的保证机翼的传力效果，并且机翼整体平直，锁定机构受到的弯矩小，可降低对锁定机构的强度要求，可减轻机体重量。
附图说明
图1是本发明变体飞行器在低速时的轴视图；
图2是本发明变体飞行器在低速时的俯视图；
图3是本发明变体飞行器在低速时的前视图；
图4是本发明变体飞行器在低速时的侧视图；
图5是本发明可变翼段的构造示意图；
图6是本发明在变体时的轴视图；
图7是本发明在变体时收起可变翼肋的示意图；
图8是本发明在变体时拉近两个可变翼段的示意图；
图9-图12分别是本发明在高速时的轴视图、俯视图、前视图和侧视图。
编号说明：1-机身，2-内变翼段，3-外变翼段，4-高速翼段，6-变体机构，7-第一舵面，8-垂尾舵面，21-刚性上翼面，22-柔性下翼面，23-固定翼肋，24-可变翼肋，25-舵面操纵机构，27-第二舵面，37第三舵面。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例仅仅是本发明一部分实施例，而不是全部实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本发明保护的范围。
参见附图1-12，一种变体飞行器的具体构型如图1所示，该飞行器包括机身1，以及机身两侧对称设置的内变翼段2、外变翼段3、高速翼段4，内变翼段2与外变翼段3通过变体机构6实现变体控制；其中，内变翼段2与机身1通过转动连接；各翼段之间通过转动连接；内变翼段2与外变翼段3构成可变翼段，通过变体机构6实现变体操作；高速翼段4上设置有为平尾舵面的第一舵面7，所述内变翼段2、外变翼段3上分别设置有第二舵面27、第三舵面37。
所述内变翼段2包括刚性上翼面21、柔性下翼面22、固定翼肋23、可变翼肋24、舵面操纵机构25和第二舵面27。其中，刚性上翼面21设置在固定翼肋23上方，柔性下翼面22设置在可变翼肋24下方，变体机构设置在可变翼肋24前端下方，舵面操纵机构25和第二舵面27位于内变翼段2后端。
另外，所述内变翼段2与机身一侧之间为铰接连接。
外变翼段3的结构类似，其一侧与内变翼端之间铰接，在变体机构伸缩下可伸展并列或折叠对合，另一侧与高速翼段4之间也为铰接连接，以便于折叠、伸展变形。
所述变体机构为可伸缩杆体，其一端穿过内变翼段2的下方可变翼肋24的安装槽，并与机身连接。另一端位于外变翼段3下方可变翼肋，并与高速翼段4固定连接，并作为高速翼端翼梁承载和传力机构，可承载机翼的气动力，能有效的保证机翼的传力效果，并且与机翼整体平直，有效保证高速飞行性能，且锁定机构受到的弯矩小，可降低对锁定机构的强度要求，减轻机体重量。同时，所述变体机构与内外变翼段二者铰接部之间具有一定间隙，避免干涉。所述变体机构为多节可伸缩杆体，其长短伸缩通过内部电路由机身内控制系统控制。
飞行器飞行过程中，在低速状态下，飞行姿态如图1-4所示，此时，变体机构6伸展，内变翼段2、外变翼段3与高速翼段4平直设置共同组成大展弦比的机翼，变体机构6处于伸展状态，位于内变翼段2、外变翼段3的柔性下翼面下方。此时的飞行器操纵与飞翼飞行器一样，通过内变翼段2、外变翼段3 与高速翼段4上的设置的第一舵面7进行操纵，其中，两侧舵面同向调节，即同时向上或向下偏转可调整飞行器的俯仰姿态；两侧舵面反向调节，即一边向上一边向下偏转可调整飞行器的滚转姿态；同侧舵面进行上下反向偏转可调整飞行器的偏航姿态。
飞行器从低速到高速的过渡，飞行姿态如图6、图8所示，此时，变体机构6逐渐收缩以拉近内变翼段2和外变翼段3的下表面，在拉近过程中，内变翼段2和外变翼段3均变为半个翼型，二者的柔性下翼面向上回收折叠，在完全拉近贴合后，形成一个完整的对称翼型。此时，可变翼段变为垂尾，使得该垂尾与机翼在同一翼梁上，因此结构强度高，航向平衡、稳定性及操纵性好，且该垂尾为矩形，其面积为机翼面积的30％～70％，该大垂尾能够大幅提升该无人机高速飞行的稳定性和操纵性。可变翼段上的舵面用于飞行器的航向姿态调整操纵，能够有效解决飞翼布局飞行器的转弯半径大的问题。同时，柔性下翼面收容在内变翼段2和外变翼段3贴合内部，可以有效避免高速运动时的高载荷导致的变形和破损。
在拉近过程中，可变翼肋24由记忆金属制成，可通过材料记忆形变或操纵机构操纵收至固定翼肋23的投影面内，同时柔性下翼面22也跟随收至固定翼肋23的下表面，翼型下表面变为平面；变体机构6收缩以拉近内变翼段2和外变翼段3的下表面，使内变翼段2和外变翼段3的下表面贴合在一起，可变翼段变为垂尾，此时内变翼段2的第二舵面27和外变翼段3的第三舵面37组合成垂尾舵面8，用于提高飞行器的航向姿态调整效果，同时并可以有效保护位于内变翼段2和外变翼段3之间的柔性下翼面，避免高速飞行时受到载荷过大的损伤。相对于原来的飞翼构型，航向姿态调整速度更快，机翼仅有原来外侧的高速翼段4，变为高速构型飞行器，拥有小展弦比的机翼和垂尾，可实现高速高机动性，并且相对低速时的飞翼布局多了垂尾，进一步提高了高速状态下的机动性。
在高速时，飞行姿态如图9-图12所示，此时，变体机构安全收缩，将机 身两侧的可变翼段拉成一个完整的对称翼型，此时，飞行器变体为带垂尾的飞翼飞行器，偏航姿态的调整有所变化，由高速翼段的同侧舵面进行上下反向偏转；同时，由内/外变翼段形成的垂尾上的舵面进行左右偏转来配合实现偏航姿态操纵。高速状态下，航向调整由原来单纯的一侧机翼舵面上下反向调整的基础上增加了垂尾舵面的偏转调整，偏航调整力矩增大，可提高航向姿态调整的敏捷性，显著改善飞翼布局飞行器的偏航姿态调整慢的情况。
上述变体飞行器实际设计时，可变翼段与机身之间以及内变翼段2、外变翼段3、高速翼段4之间的转动连接可采用铰接的连接方式，具体可通过铰链铰接或其他方式铰接。
以上所述，仅为本发明的具体实施例，对本发明进行详细描述，未详尽部分为常规技术。但本发明的保护范围不局限于此，任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到的变化或替换，都应涵盖在本发明的保护范围之内。本发明的保护范围应以所述权利要求的保护范围为准。

Claims (10)

  1. 一种变体飞行器，其特征在于：包括机身，内变翼段，外变翼段，高速翼段，变体机构；其中，机身、内变翼段、外变翼段、高速翼段顺次连接设置，内变翼段与外变翼段构成可变翼段，通过设置在可变翼段下方的变体机构的伸缩实现变体操作，当内变翼段、外变翼段折叠后，对称垂直设置在机身两侧，作为用于调整飞行航向的垂尾。
  2. 根据权利要求1所述的变体飞行器，其特征在于：所述内变翼段包括刚性上翼面、柔性下翼面、固定翼肋、可变翼肋、舵面操纵机构和舵面，所述刚性上翼面设置在固定翼肋上方，柔性下翼面设置在可变翼肋下方，变体机构设置在可变翼肋前端下方，舵面操纵机构和舵面位于内变翼段后端。
  3. 根据权利要求2所述的变体飞行器，其特征在于：变体机构、舵面操纵机构均与设置在机体内部的机载伺服控制系统连接，由其控制。
  4. 根据权利要求3所述的变体飞行器，其特征在于：所述可变翼肋由记忆合金制成。
  5. 根据权利要求4所述的变体飞行器，其特征在于：所述内变翼段与机身、内变翼段与外变翼段、外变翼段与高速翼段之间通过铰接连接。
  6. 根据权利要求5所述的变体飞行器，其特征在于：所述内变翼段、外变翼段和高速翼段上均设置有舵面。
  7. 根据权利要求6所述的变体飞行器，其特征在于：飞行器俯仰姿态和滚转姿态的调节方式是：机身两侧舵面同向调节，即同时向上或向下偏转可调整飞行器的俯仰姿态；两侧舵面反向调节，即一边向上一边向下偏转可调整飞行器的滚转姿态；同侧舵面进行上下反向偏转可调整飞行器的偏航姿态。
  8. 根据权利要求7所述的变体飞行器，其特征在于：飞行器在低速飞行时，变体操作方法为：变体机构伸展，内变翼段、外变翼段与高速翼段共同组成大展弦比的机翼，此时的飞行器操纵与飞翼飞行器一样。
  9. 根据权利要求8所述的变体飞行器，其特征在于：飞行器从低速到高速 的过渡时，变体操作方法为：变体机构逐渐收缩以拉近内变翼段和外变翼段的下表面，在拉近过程中，内变翼段和外变翼段均变为半个翼型，其中下表面向上回收变成平面，完全拉近贴合后，逐渐形成一个完整的对称翼型；内变翼段和外变翼段向上立起变为垂尾，垂尾上的舵面用于飞行器的航向姿态调整操纵。
  10. 根据权利要求9所述的变体飞行器，其特征在于：飞行器高速时，变体操作方法为：变体机构安全收缩，将机身两侧的可变翼段拉成一个完整的对称翼型，此时，飞行器变体为带垂尾的飞翼飞行器，偏航姿态的调整有所变化，由高速翼段的同侧舵面进行上下反向偏转；同时，由内/外变翼段形成的垂尾上的舵面进行左右偏转来配合实现偏航姿态操纵。
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