A variable camber trailing edge and leading edge for an aircraft wing

Abstract

The invention provides a trailing edge with adjustable degrees of curvature for an aircraft wing. The aircraft wing comprises a middle wing part with the fixed degree of curvature. The middle wing part comprises a main beam. The trailing edge with the adjustable degrees of curvature comprises a rear beam, a plurality of trailing edge pole group structures and a trailing edge driving mechanism, wherein the trailing edge pole group structures are arranged in parallel. The rear beam is connected with the rear end of the main beam. The trailing edge driving mechanism comprises rockers driven by a driving device. One ends of the rockers are connected with the rear beam in a rotatable mode, and the other ends of the rockers are connected with the trailing edge pole group structures in a rotatable mode. The trailing edge pole group structures are plane pole group structures based on 5R closed-loop units and respectively have one degree of freedom. Each trailing edge pole group structure comprises a plurality of pairs of 5R closed-loop units, a plurality of networking triangular units, a tail-end 4R closed-loop unit and a tail-end triangular unit. Each pair of 5R closed-loop units comprises the upper 5R closed-loop unit and the lower 5R closed-loop unit. Meanwhile, the invention provides a leading edge with adjustable degrees of curvature for the aircraft wing.

Description

technical field [0001] The invention relates to a variable camber trailing edge and leading edge for an aircraft wing. Background technique [0002] Human beings have always dreamed that an airplane can flap its wings in the air like a falcon, and then circle and disappear into the blue sky and white clouds. It can meet the flight environment (such as altitude, speed, climate, etc.) when performing different tasks (such as cruising, hovering, attacking, etc.). ) of different requirements. Traditional aircraft adopt methods of changing the shape of the wing, such as leading-edge slats, trailing-edge flaps, variable sweep angles, and variable airfoil cambers, to adapt to different flight states such as takeoff and landing, cruising, and high-speed flight. Strive to obtain more ideal performance. [0003] After the 1980s, the research represented by the United States, such as the 1981 US Patent 4,286,761, used electric drive to change the wing, and planned to adjust the local...

AI Technical Summary

Problems solved by technology

However, memory titanium alloy is usually used for flexible deformation, which has disadvantages such as high cost, heavy weight, and low expandability. The key is to achieve flexible deformation without too much rigidity, which is different from the high rigidity performance required by aircraft to resist harsh environments. Inconsistency will greatly reduce the safety of the aircraft; while the mechanical multi-chip multi-stage series adjustment scheme has shortcomings such as heavy weight and difficult wing skin installation. In addition, the wing contains a large number of mechanical sheet structures that reduce the concealment of the aircraft. especially fighter jets

Therefore, these technical solutions have limited functions, low efficiency, low security, poor invisibility and are difficult to adapt to changes in a wide range of flight conditions

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