Wing, aircraft, wing design method, storage medium and electronic equipment

Abstract

The invention discloses a wing, an aircraft, a wing design method, a storage medium and electronic equipment. The wing comprises a wing body and a control piece, and the control piece comprises a first end, a second end, a third end and a fourth end, the second end is arranged on one side of the first end, and a first surface is formed between the second end and the first end; wherein a preset angle is formed between the first surface and the upper surface of the wing body, and a preset height is formed between the first end and the second end. The wing can eliminate the head lowering pitching moment while having a larger maximum lift coefficient, and has the advantages of increasing the lift of the wing, reducing the area requirement of the wing, reducing the balancing loss of the pitching moment, being convenient to realize the balancing of the pitching moment and the like.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of wing design, in particular to a wing, an aircraft, a wing design method, a storage medium and an electronic device. BACKGROUND

[0002] The wing profile of the wing used by the fixed-wing aircraft generally has a relative thickness of about 10%-20% and a positive camber, which can obtain a larger maximum lift coefficient.

[0003] However, the inventors of the present application find that the wing with the wing profile having the positive camber feature has a low pitch moment, and in general, the greater the camber of the wing profile, the greater the lift of the wing, and the low pitch moment of the wing also increases with the increase of the camber, which causes the wing to have the following problems:

[0004] 1. For the aircraft with a tail, because of the existence of the low pitch moment, the trim moment needs to be balanced by the horizontal tail or the elevator, which will bring about the trim drag.

[0005] 2. For the aircraft without a tail, it is difficult to balance the low pitch moment of the wing, and it is often necessary to select a small-camber or camber-free wing profile, which will result in a decrease in the maximum lift coefficient.

[0006] 3. The decrease in the maximum lift coefficient of the aircraft needs to be compensated by increasing the wing area, which will cause the wing to have the disadvantages of increased structural weight, deviation from the optimized point during cruising flight, and the like, resulting in problems such as a decrease in the cruising lift-drag ratio, and ultimately leading to a decrease in various flight performances.

[0007] How to make the wing have a higher maximum lift coefficient while minimizing the magnitude of the low pitch moment is an important consideration for the wing design of the aircraft, especially for the aircraft without a tail. SUMMARY

[0008] According to a first aspect of the present application, a wing is provided, which comprises a wing body and a control tab, the control tab comprising: a first end arranged at a trailing edge of the wing body and connected with an upper surface of the wing body; a second end arranged at one side of the first end and forming a first surface with the first end; wherein the first surface has a preset angle with the upper surface of the wing body, and the first end and the second end have a preset height therebetween.

[0009] According to some embodiments of the first aspect of the present application, the preset angle is in the range of 90°≤θ≤180°, where θ is the preset angle.

[0010] According to some embodiments of the first aspect of the present application, the preset height is in the range of H≤0.06C, where H is the preset height, and C is the chord length of the wing profile of the wing body, and the wing profile is a two-dimensional cross section of the wing body.

[0011] According to some embodiments of the first aspect of the present application, the control tab has a preset thickness, and the preset thickness is in a range of T≤0.5H, where T is the preset thickness.

[0012] According to some embodiments of the first aspect of the present application, the wing includes at least two control tabs, and a sum of lengths of the at least two control tabs is less than or equal to a span of the wing body.

[0013] According to a second aspect of the present application, there is provided a flying vehicle, which includes a wing as described above.

[0014] According to a third aspect of the present application, there is provided a design method of a wing, which is used to design a wing as described above, and the wing includes a wing body and a control tab. The control tab has a first end and a second end, and a first surface is formed between the first end and the second end. The control tab has a preset height between the first end and the second end, and the first surface has a preset angle with an upper surface of the wing body. The method includes: determining an airfoil of the wing body according to flight requirements of a target flying vehicle, where the airfoil is a two-dimensional profile of the wing body; determining at least two preset heights of the control tab based on the airfoil of the wing body; determining at least two preset angles of the control tab based on the airfoil of the wing body; obtaining aerodynamic data information corresponding to the at least two preset heights and the at least two preset angles; determining a target height of the control tab in the at least two preset heights and a target angle of the control tab in the at least two preset angles according to the aerodynamic data information; and determining a design model of the wing based on the target height, the target angle of the control tab, and the airfoil of the wing body.

[0015] According to some embodiments of the third aspect of the present application, the preset height is in a range of H≤0.06C, the preset angle is in a range of 90°≤θ≤180°, the control tab has a preset thickness, and the preset thickness is in a range of T≤0.5H, where H is the preset height, C is a chord length of the airfoil of the wing body, θ is the preset angle, and T is the preset thickness.

[0016] According to a fourth aspect of the present application, there is provided a non-volatile computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the design method as described above.

[0017] According to a fifth aspect of the present application, there is provided an electronic device, which includes: one or more processors; a storage device configured to store one or more programs; and when the one or more programs are executed by the one or more processors, the one or more processors implement the design method as described above.

[0018] The technical scheme provided in the application can change the flow field of the trailing edge of the wing body by installing the control piece on the trailing edge of the wing body, and reduce the effective camber of the airfoil of the wing under the condition of small and medium attack angles. The application can significantly reduce the pitching moment of the airfoil of the wing, and realize zero pitching moment or even a lifting moment of the wing. In the case of stall under a large attack angle, the control piece can be in the airflow separation zone, so that the effect of the flow field on the wing is weakened, and the maximum lift coefficient of the wing is comparable to the maximum lift coefficient of the wing body.

[0019] The technical scheme provided in the application can make the wing have a large maximum lift coefficient while reducing or eliminating the pitching moment, and has the characteristics of increasing the lift of the wing, reducing the area requirement of the wing, reducing the loss of pitching moment trimming, and facilitating the realization of pitching moment trimming.

[0020] The technical scheme provided in the application is especially suitable for tailless fixed-wing aircraft, and can solve the problem that such fixed-wing aircraft cannot use a wing with a large pitching moment and a cambered airfoil, and can significantly improve the comprehensive flight performance of the aircraft. BRIEF DESCRIPTION OF DRAWINGS

[0021] In order to more clearly illustrate the technical schemes in the embodiments of the application, the drawings needed in the embodiment description will be briefly introduced. Obviously, the drawings in the following description are only some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0022] Figure 1 A structural schematic diagram of an airfoil of a wing according to an example embodiment of the application is shown;

[0023] Figure 2 A partially enlarged structural schematic diagram of an airfoil of a wing according to an example embodiment of the application is shown;

[0024] Figure 3 A flowchart of a design method of a wing according to an example embodiment of the application is shown;

[0025] Figure 4 A three-dimensional schematic diagram of a wing according to an example embodiment of the application is shown;

[0026] Figure 5 A comparison of pitching moment characteristics according to an example embodiment of the application is shown;

[0027] Figure 6 A comparison of lift characteristics according to an example embodiment of the application is shown;

[0028] Figure 7Pressure cloud map contrast according to an example embodiment of the present application is shown.

[0029] Reference Signs:

[0030] Wing 1, wing body 10, upper surface 11 of the wing body, control tab 20, first end 21, second end 22, first surface 23. DETAILED DESCRIPTION

[0031] Example embodiments now will be described more fully hereinafter with reference to the accompanying drawings; however, the example embodiments can be implemented in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the concept of the example embodiments to those skilled in the art. Like reference numerals refer to like elements throughout the several views, and descriptions of the same or similar elements can be omitted or simplified in some instances. The terminology used in the description presented below is intended to be interpreted in accordance with the principles of etymology and the dictionary.

[0032] The described features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. In the following description, numerous specific details are provided to give a thorough understanding of embodiments of the disclosure. One skilled in the relevant art will recognize, however, that the

[0033] Moreover, the terms "first", "second", third", etc. are used herein to describe various elements, regions, layers, sections, etc. and are not intended to, nor should they, imply a particular order or sequence among or between elements, regions, layers, sections, etc. that are described as "first", "second", "third", etc.

[0034] The terms "first", "second", etc. in the specification and claims of the present application and above-described drawings are intended to distinguish different objects, and are not intended to describe a particular order or sequence.

[0035] The technical solutions of the present application will be described clearly and completely below in combination with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without making creative efforts fall within the scope of protection of the present application.

[0036] According to a first aspect of the present application, the present application provides a wing. Figure 1 A structural schematic diagram of an airfoil of a wing according to an example embodiment of the present application is shown, Figure 2A partial enlarged structural schematic diagram of an airfoil of a wing is shown according to an example embodiment of the present application.

[0037] According to an example embodiment, referring to Figure 1 and Figure 2 , the wing 1 comprises a wing body 10 and a control fin 20, the control fin 20 comprising a first end 21 and a second end 22, the first end 21 being arranged at a trailing edge of the wing body 10 and connected with an upper surface 11 of the wing body.

[0038] The second end 22 is arranged at one side of the first end 21, and a first surface 23 is formed between the first end 21 and the second end 22. The first surface 23 has a preset angle with the upper surface 11 of the wing body, and the first end 21 and the second end 22 have a preset height.

[0039] According to an example embodiment, the airfoil of the wing body 10 is a two-dimensional cross section of the wing body 10, as shown in Figure 1 For example, a typical low-speed fixed-wing aircraft with a flight Mach number less than 0.3 is selected, and according to the flight requirements of the low-speed fixed-wing aircraft, such as a large lift, a small resistance, a moderate thickness of the airfoil, and a small pitch moment, etc., the airfoil of the wing body 10 is determined as a conventional low-speed airfoil with a relative thickness of 14%.

[0040] Exemplarily, as shown in Figure 2 , as shown in Figure 2 , the first surface 23 has a preset angle θ with the upper surface 11 of the wing body, and the first end 21 and the second end 22 have a preset height H, which is the straight-line distance between the first end 21 and the second end 22.

[0041] The technical scheme provided by the present application changes the flow field at the trailing edge of the wing 1 by adding the control fin 20 at the trailing edge of the wing body 10, and reduces the effective camber of the airfoil of the wing body 10 at small and medium angles of attack. On the one hand, the present application significantly reduces the pitch-down moment of the airfoil of the wing 1, and can achieve zero pitch moment or even a pitch-up moment of the wing; on the other hand, in the case of stall at a large angle of attack, the control fin 20 is in the airflow separation zone, so that the effect of the flow field on the wing 1 is weakened, and the maximum lift coefficient of the wing 1 is comparable to that of the wing body 10.

[0042] After the wing body 10 is added with the control fin 20, the pitch-down moment can be reduced or eliminated, and the maximum lift coefficient of the wing body 10 can be maintained, which can solve the problem that only a small-camber or camberless airfoil can be used to reduce the pitch-down moment of the wing, and is especially suitable for fixed-wing aircrafts without tail wings, and can significantly improve the overall flight performance of such aircrafts.

[0043] Optionally, the preset angle θ is in the range of 90°≤θ≤180°.

[0044] Exemplarily, the included angle between the control piece 20 and the wing body 10 is obtuse, and the control piece 20 is arranged above the trailing edge of the wing body 10, so that the control piece 20 can generate a blocking effect on the airflow.

[0045] Optionally, the preset height is in a range of H≤0.06C, H is the preset height, and C is a chord length of the airfoil of the wing body 10. As shown in the figure, Figure 1 The chord length of the airfoil of the wing body 10 is a straight-line distance between a leading edge of the airfoil of the wing body 10 and a trailing edge of the airfoil of the wing body 10.

[0046] By controlling the preset height, the lifting moment generated by the wing 1 can be controlled, which is beneficial to balance the pitching moment of the aircraft.

[0047] Optionally, the preset thickness of the control piece 20 is in a range of T≤0.5H, T is the preset thickness.

[0048] According to the example embodiment, the preset thickness of the control piece 20 is as small as possible under the condition that the structural strength and the structural rigidity of the control piece 20 in the airflow are met.

[0049] By reducing the preset thickness, the rigidity of the wing 1 disturbed by the airflow can be reduced, so that the drag of the wing 1 is reduced.

[0050] Optionally, the wing 1 includes at least two control pieces 20, the lengths of the at least two control pieces 20 are less than or equal to the span of the wing body 10, and the preset angles between the at least two control pieces 20 and the upper surface 11 of the wing body can be different.

[0051] The span of the wing body 10 is a straight-line distance between a wing tip at one end of the wing body 10 and a wing tip at the other end.

[0052] For example, based on engineering experience, the control piece 20 is allowed to be discontinuous in the case of encountering a fuselage, an engine nacelle, a gap between a control surface, and the like, and the control piece 20 can still maintain the original effect. For the root region of the trailing edge of the wing body 10, if the preset height generated in proportion is too large in size, not easy to implement, or not aesthetic, the size of the preset height can be locally reduced, at this time, the effect of the control piece 20 is reduced, and the preset height of the control piece 20 in other regions of the trailing edge of the wing body 10 can be increased to compensate.

[0053] According to the example embodiment, the greater the preset height H of the control piece 20 is, the greater the lifting moment that the wing 1 can generate, which is beneficial to balance the pitching moment of the aircraft.

[0054] According to the example embodiment, the closer θ is to 180°, the weaker the obstruction of airflow by wing 1 becomes. The height of control plate 20 needs to be increased to produce the same pitching moment effect, but the overall drag effect of wing 1 is reduced.

[0055] The technical solution provided in this application, by adding a control plate 20 to the trailing edge of the wing body 10, results in a smaller absolute value of the pitching moment coefficient Cm of the wing 1 airfoil with the control plate 20 than that without the control plate 20. Adding the control plate 20 significantly reduces the nose-down moment of the wing 1. The maximum lift coefficient Cl of the wing 1 airfoil after adding the control plate 20 is comparable to the maximum lift coefficient Cl of the wing body 10 airfoil. A local positive pressure is generated above the trailing edge of the wing 1 after adding the control plate 20, and a local negative pressure is generated below it. The downward pressure difference generated at the trailing edge of the wing 1 can counteract the nose-down moment.

[0056] The technical solution provided in this application enables the wing 1 to have a large maximum lift coefficient while reducing or eliminating pitching moment, and also has the characteristics of increasing wing lift, reducing wing area requirements, reducing pitching moment trim loss, and facilitating pitching moment trim.

[0057] The technical solution provided in this application is particularly applicable to tailless fixed-wing aircraft, which can solve the problem that such fixed-wing aircraft cannot use wings with cambered airfoils that have a large nose-down moment, and can significantly improve the overall flight performance of the aircraft.

[0058] According to a second aspect of this application, this application also provides an aircraft comprising the wings as described above.

[0059] According to a third aspect of this application, this application also provides a method for designing an airfoil. Figure 3 A schematic flowchart illustrating a wing design method according to an embodiment of this application is shown.

[0060] See Figure 3 The wing design method includes steps S101-S106.

[0061] In step S101, the airfoil of the wing body is determined according to the flight requirements of the target aircraft. The airfoil is a two-dimensional cross-section of the wing body.

[0062] For example, in step S101, the design system responds to user commands and determines the airfoil of the wing body according to the flight requirements of the target aircraft.

[0063] According to the example embodiment, the design system determines the airfoil of the wing body based on the design parameters of the wing body, such as lift, drag, pitching moment, structural thickness, and stall mode, in accordance with the design principles of fixed-wing aircraft.

[0064] According to the example embodiment, the airfoil of the wing body is a two-dimensional cross-section of the wing body. For example, the design system selects a typical low-speed fixed-wing aircraft with a flight Mach number of less than 0.3. Based on the flight requirements of low-speed fixed-wing aircraft, such as maximizing lift, minimizing drag, having moderate airfoil thickness, and minimizing pitching moment, the airfoil of the wing body is determined to be a conventional low-speed airfoil with a relative thickness of 14%.

[0065] In step S102, at least two preset heights of the control plate are determined based on the airfoil of the wing body.

[0066] For example, in step S102, the design system determines at least two preset heights of the control plate based on the airfoil of the wing body.

[0067] Optionally, the preset height range is: H≤0.06C, where H is the preset height and C is the chord length of the airfoil of the wing body.

[0068] According to the example embodiment, the greater the preset height of the control plate, the greater the pitching moment the wing can generate, which is beneficial for balancing the pitching moment of the aircraft.

[0069] For example, the design system determines the preset height of the control piece as H=0.01C, H=0.02C, and H=0.03C.

[0070] In step S103, at least two preset angles of the control plate are determined based on the airfoil of the wing body.

[0071] For example, in step S103, the design system determines at least two preset angles of the control plate based on the airfoil of the wing body.

[0072] Optionally, the preset angle range is: 90°≤θ≤180°, where θ is the preset angle. The angle between the control plate and the wing body is an obtuse angle, and the control plate is positioned above the trailing edge of the wing body, allowing the control plate 20 to obstruct airflow.

[0073] According to the example embodiment, the closer θ is to 180°, the weaker the obstruction of the airflow by the wing. The height of the control plate needs to be increased to produce the same pitching moment effect, but the overall drag effect of the wing is reduced.

[0074] For example, the design system determines that the preset angles of the control plate are θ = 90°, θ = 120° and θ = 150°.

[0075] Optionally, the preset thickness of the control sheet is in the range of T≤0.5H, where T is the preset thickness.

[0076] According to the example embodiment, while satisfying the structural strength and structural stiffness of the control sheet in the airflow, the preset thickness of the control sheet is as small as possible. For example, the material of the control sheet can be carbon fiber, aluminum, steel, etc.

[0077] For example, the design system determines that the material of the control plate is carbon steel. Under the premise of meeting the flight requirements of low-speed fixed-wing aircraft and the structural strength and rigidity of the control plate material, the preset thickness of the control plate is determined to be 2mm.

[0078] In step S104, aerodynamic data information corresponding to at least two preset heights and at least two preset angles is acquired.

[0079] For example, in step S104, the design system acquires aerodynamic data information corresponding to at least two preset heights and at least two preset angles.

[0080] According to the example embodiment, aerodynamic data corresponding to at least two preset heights and at least two preset angles can be obtained using CFD (Computational Fluid Dynamics) methods or wind tunnel testing. The aerodynamic data includes pitching moment, lift, and pressure.

[0081] For example, the design system uses CFD methods to calculate the aerodynamic data of the airfoil under nine possible combinations of conditions, including H=0.01C, H=0.02C, and H=0.03C, and θ=90°, θ=120°, and θ=150°. The aerodynamic data of the airfoil was obtained using ICEM CFD (Integrated Computer Engineering and Manufacturing code for Computational Fluid Dynamics) software and FLUENT (Computational Fluid Dynamics software).

[0082] In step S105, based on the aerodynamic data, the target height of the control plate is determined from at least two preset heights, and the target angle of the control plate is determined from at least two preset angles.

[0083] For example, in step S105, the design system determines the target height of the control plate from at least two preset heights and the target angle of the control plate from at least two preset angles based on aerodynamic data.

[0084] According to the example embodiment, the design system selects the target altitude and target angle of the control plates based on the aircraft's requirements for pitching moment, pressure, and lift. Typically, control plates that strongly reduce pitching moment also generate significant drag, requiring a trade-off. Two main aspects are considered: first, the required pitching moment value for the aircraft; and second, a reasonable combination of H and θ is chosen to achieve a good overall effect in terms of wing drag, control plate strength, and wing aesthetics.

[0085] According to the example embodiment, the design system determines the control plate based on the acquired aerodynamic data information (such as pitch moment, lift, and pressure).

[0086] For example, the design system compares the aerodynamic data of the airfoil of the wing body with the aerodynamic data of the airfoil of a symmetrical wing with the same relative thickness as the airfoil of the wing body to determine the target height H = 0.02C and the target angle θ = 150° of the control plate.

[0087] See Figure 4 The airfoil of the wing body has a pitching moment coefficient Cm of 0 compared to the airfoil of a symmetrical wing of the same thickness. After the addition of control plates, the pitching moment coefficient Cm of the wing airfoil shifts from -0.057 to near 0 in the range of 0°-5° of angle of attack, which is comparable to the pitching moment coefficient of the airfoil of a symmetrical wing of the same thickness.

[0088] Comparing the pitching moment coefficients of the airfoil on the wing body, the absolute value of the pitching moment coefficient of the airfoil with control plates is smaller than that of the airfoil without control plates. Adding control plates can significantly reduce the nose-down moment of the wing airfoil.

[0089] See Figure 5 Based on the comparison of lift characteristics, it can be seen that the maximum lift coefficient Cl of the airfoil after the addition of control plates is comparable to the maximum lift coefficient Cl of the airfoil of the wing body, and is significantly higher than that of the airfoil of a symmetrical wing of the same thickness.

[0090] See Figure 6 As can be seen from the comparison of the pressure cloud map of the trailing edge region of the wing airfoil, after the control plate was installed, a local positive pressure was generated above the trailing edge of the wing airfoil and a local negative pressure was generated below it. The downward pressure difference generated at the trailing edge of the wing airfoil is the reason for the nose-down moment.

[0091] In step S106, the design model of the wing is determined based on the target height and target angle of the control plate and the airfoil of the wing body.

[0092] For example, in step S106, the design system determines the design model of the wing based on the target height and target angle of the control piece and the airfoil of the wing body.

[0093] According to the example embodiment, the design system performs three-dimensional wing design on the airfoil of the wing after the addition of the control plate. The wing body plus the selected control plate can be used as a new wing, ensuring that the designed three-dimensional wing meets the flight requirements of the aircraft.

[0094] For example, the design system selects multiple cross-sections of the wing, and according to the determined parameter ratios of the target height and target angle, determines the actual height and angle values ​​of the control piece in each cross-section, generating a two-dimensional shape of the control piece within the cross-section. Based on the two-dimensional shapes of the control pieces in the above cross-sections, a three-dimensional control piece is generated.

[0095] Based on engineering experience, the control plate can be intermittent when encountering situations such as fuselage, engine nacelles, and control surface clearances, while still maintaining its original effectiveness. For the root region of the wing's trailing edge, if the proportionally generated preset height is too large, difficult to implement, or aesthetically unappealing, the preset height can be locally reduced. In this case, the control plate's effectiveness will be somewhat reduced, but this can be compensated for by increasing the preset height of the control plates in other areas of the wing's trailing edge.

[0096] The technical solution provided in this application alters the flow field at the trailing edge of the wing by adding control plates to the wing body, and reduces the effective camber of the airfoil at small to medium angles of attack. This application significantly reduces the nose-down moment of the wing airfoil, achieving zero pitching moment or even enabling the wing to have a nose-up moment. Furthermore, under high angle-of-attack stall conditions, the control plates can be positioned within the airflow separation zone, weakening the flow field's effect on the wing and making the wing's maximum lift coefficient comparable to that of the wing body itself.

[0097] The technical solution provided in this application enables the wing to have the maximum lift coefficient while reducing or eliminating pitching moment, and also has the characteristics of increasing wing lift, reducing wing area requirements, reducing pitching moment trim loss, and facilitating pitching moment trim.

[0098] The technical solution provided in this application is particularly applicable to tailless fixed-wing aircraft, which can solve the problem that such fixed-wing aircraft cannot use wings with cambered airfoils that have a large nose-down moment, and can significantly improve the overall flight performance of the aircraft.

[0099] According to a fourth aspect of this application, a non-volatile computer-readable storage medium is also provided, on which a computer program is stored, which, when executed by a processor, is capable of implementing the wing design method described above.

[0100] According to a fifth aspect of this application, an electronic device is also provided, comprising: one or more processors; and a storage device for storing one or more programs, which, when executed by the one or more processors, enable the one or more processors to implement the wing design method described above.

[0101] Finally, it should be noted that the above description is merely a preferred embodiment of this application and is not intended to limit this application. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions of the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. An aircraft wing, characterised in that, The wing comprises a wing body and a control tab, the control tab comprising: a first end disposed at a trailing edge of the wing body and connected to an upper surface of the wing body; a second end disposed at one side of the first end and forming a first surface with the first end; wherein the first surface has a preset angle with the upper surface of the wing body, and the first end and the second end have a preset height therebetween.

2. The airfoil of claim 1, wherein The preset angle is in a range of: 90°≤θ≤180°; wherein θ is the preset angle.

3. The airfoil of claim 1, wherein The preset height is in a range of: H≤0.06C; wherein H is the preset height, and C is a chord length of an airfoil of the wing body, the airfoil being a two-dimensional cross section of the wing body.

4. The wing of claim 3, wherein The control tab has a preset thickness; The preset thickness is in a range of: T≤0.5H; wherein T is the preset thickness.

5. The airfoil of claim 1, wherein The wing comprises at least two control tabs, and lengths of the at least two control tabs are less than or equal to a span length of the wing body.

6. An aircraft, characterized in that A wing comprising any one of the wings of claims 1-5.

7. A method of designing an airfoil, characterized by, A design method for designing a wing, the wing comprising a wing body and a control tab, the control tab having a first end and a second end, the first end and the second end forming a first surface therebetween, the first end and the second end having a preset height therebetween, the first surface having a preset angle with an upper surface of the wing body, the design method comprising: determining an airfoil of the wing body according to flight requirements of a target aircraft, the airfoil being a two-dimensional cross section of the wing body; determining at least two preset heights of the control tab based on the airfoil of the wing body; determining at least two preset angles of the control tab based on the airfoil of the wing body; obtaining aerodynamic data information corresponding to the at least two preset heights and the at least two preset angles; determining a target height of the control tab from the at least two preset heights and a target angle of the control tab from the at least two preset angles according to the aerodynamic data information; determining a design model of the wing based on the target height, the target angle of the control tab, and the airfoil of the wing body.

8. The design method of the wing according to claim 7, wherein: the preset height is in a range of: H≤0.06C; the preset angle is in a range of: 90°≤θ≤180°; the control tab has a preset thickness, and the preset thickness is in a range of: T≤0.5H; wherein H is the preset height, C is a chord length of an airfoil of the wing body, θ is the preset angle, and T is the preset thickness.

9. A non-transitory computer readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by a processor to implement the design method of the wing according to any one of claims 7-8.

10. An electronic device, comprising: comprising: one or more processors; a storage device for storing one or more programs; when the one or more programs are executed by the one or more processors, the one or more processors implement the design method of the wing according to any one of claims 7-8.

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