A wing-body blended aircraft

Abstract

The present invention discloses a wing-body fusion aircraft, belonging to the technical field of aircraft design. The wing-body fusion aircraft comprises a fuselage, a nose, a wing and two lift-enhancing devices, wherein the nose is arranged at the front end of the fuselage, the wing comprises a left wing and a right wing arranged on both sides of the fuselage, and the two lift-enhancing devices are symmetrically arranged on both sides of the fuselage, wherein one lift-enhancing device is located between the nose and the left wing, and the other lift-enhancing device is located between the nose and the right wing. When the wing-body fusion aircraft takes off and lands at a large angle of attack, the lift-enhancing device can be rotated to an anti-stall position at a first preset angle a with the leading edge of the fuselage and a lift-enhancing position at a second preset angle with the leading edge of the fuselage according to demand. By arranging the lift-enhancing device between the wing and the nose, the wing-body fusion aircraft can not only ensure sufficient lift in the low-speed take-off and landing stage, but also avoid the flow separation phenomenon at a large take-off angle of attack, thereby greatly improving its take-off and landing performance at a large angle of attack.

Description

Technical Field

[0001] The present invention relates to the technical field of aircraft design, and in particular to a wing-body fusion aircraft. Background Art

[0002] In order to achieve better aerodynamic performance, lower structural weight and better economy, more and more aircraft adopt wing-body fusion layout. Aircraft adopting wing-body fusion layout can be called wing-body fusion aircraft, which integrates the traditional fuselage structure with the wing structure and makes a smooth transition between the two.

[0003] The use of wing-body fusion layout is already a trend for future civil aircraft. However, existing wing-body fusion aircraft still face some problems that need to be solved. For example, since the fuselage of the wing-body fusion aircraft can also provide part of the lift, the area of ​​the wing-body fusion aircraft that generates lift is larger, which results in the design lift coefficient of this type of aircraft being smaller than that of conventional aircraft of the same seat class. Therefore, wing-body fusion aircraft often have the problem of insufficient lift during low-speed takeoff and landing. In order to overcome the problem of insufficient lift, wing-body fusion aircraft require a larger takeoff angle of attack. At a larger takeoff angle of attack, the fuselage is prone to flow separation and thus stall.

[0004] Therefore, how to achieve sufficient lift while avoiding flow separation at a larger takeoff angle of attack is a technical problem that needs to be urgently solved for wing-body fusion aircraft. Summary of the invention

[0005] The object of the present invention is to provide a wing-body blended aircraft, which has sufficient lift at low speed, can avoid flow separation at a larger take-off angle of attack, and has good take-off and landing performance at a large angle of attack.

[0006] To achieve this object, the present invention adopts the following technical solutions:

[0007] A wing-body blended aircraft, comprising:

[0008] body;

[0009] A nose, the nose being arranged at the front end of the fuselage;

[0010] Wings, the wings comprising a left wing and a right wing symmetrically arranged on both sides of the fuselage;

[0011] Two high-lift devices are symmetrically arranged on both sides of the fuselage, one of the high-lift devices is located between the nose and the left wing, and the other high-lift device is located between the nose and the right wing;

[0012] One end of each of the lift-enhancing devices close to the nose is rotatably connected to the fuselage, and the lift-enhancing devices are configured to be able to rotate to a recovery position set along the leading edge of the fuselage, an anti-stall position at a first preset angle a with the leading edge of the fuselage, and a lift-enhancing position at a second preset angle with the leading edge of the fuselage, wherein the second preset angle is greater than the first preset angle a.

[0013] Preferably, the first preset angle a is 90°-120°.

[0014] Preferably, a difference b between the second preset angle and the first preset angle a is 30°-50°.

[0015] Preferably, the lift-enhancing device includes a lift-enhancing wing panel, a first rotating frame and a second rotating frame, one end of the first rotating frame is rotatably connected to the fuselage, and the other end is connected to the front end of the lift-enhancing wing panel, one end of the second rotating frame is rotatably connected to the fuselage, and the other end is connected to the rear end of the lift-enhancing wing panel, and the first rotating frame is configured to be able to rotate under the drive of a power device.

[0016] Preferably, the length of the high-lift wing panel is equal to the distance between the nose and the wing.

[0017] Preferably, the lift-enhancing wing panel is an arc-shaped panel, which is formed by a first arc-shaped side, a second arc-shaped side and a straight side, and one end of the first arc-shaped side is connected to one end of the second arc-shaped side to form the rear end of the lift-enhancing wing panel;

[0018] The other end of the first arcuate side is connected to one end of the straight side, and the other end of the second arcuate side is connected to the other end of the straight side to form the front end of the high-lift wing panel.

[0019] Preferably, the width of the front end of the high-lift wing panel is greater than the width of the rear end of the high-lift wing panel.

[0020] Preferably, the high-lift device located at the anti-stall position is located at the lower side of the leading edge of the fuselage.

[0021] Preferably, the high-lift device located at the high-lift position is located at the lower side of the leading edge of the fuselage.

[0022] Beneficial effects of the present invention:

[0023] The present invention provides a wing-body fusion aircraft, which includes a fuselage, a nose, a wing, and two lift-enhancing devices, wherein the nose is arranged at the front end of the fuselage, the wing includes a left wing and a right wing arranged on both sides of the fuselage, and the two lift-enhancing devices are symmetrically arranged on both sides of the fuselage, wherein one lift-enhancing device is located between the nose and the left wing, and the other lift-enhancing device is located between the nose and the right wing, and one end of each lift-enhancing device close to the nose is rotatably connected to the fuselage. When the wing-body fusion aircraft takes off and lands at a large angle of attack, the lift-enhancing device can be rotated to an anti-stall position at a first preset angle a with the leading edge of the fuselage and a lift-enhancing position at a second preset angle with the leading edge of the fuselage according to demand, wherein the second preset angle is greater than the first preset angle a. By arranging the lift-enhancing device between the wing and the nose, the wing-body fusion aircraft can not only ensure sufficient lift in the low-speed take-off and landing stage, but also avoid the flow separation phenomenon at a large take-off angle of attack, thereby greatly improving its take-off and landing performance at a large angle of attack. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 It is a structural schematic diagram of the wing-body fusion aircraft provided by the present invention;

[0025] Figure 2 It is a schematic structural diagram of a lift-enhancing wing panel of a wing-body blended aircraft provided by the present invention;

[0026] Figure 3 It is a schematic diagram of the lift-enhancing device of the wing-body blended aircraft provided by the present invention at different positions.

[0027] In the figure:

[0028] 1. Fuselage; 2. Nose; 3. Right wing; 4. Left wing;

[0029] 5. lift-enhancing wing panel; 51. first arcuate edge; 52. second arcuate edge; 53. straight edge;

[0030] 6. The first rotating frame. DETAILED DESCRIPTION

[0031] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0032] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance. Among them, the terms "first position" and "second position" are two different positions.

[0033] In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection or a detachable connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, and it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0034] The present embodiment provides a wing-body blended aircraft, which has good take-off and landing performance when taking off and landing at a large angle of attack, and effectively avoids the occurrence of insufficient lift and stall due to flow separation.

[0035] like Figure 1 and Figure 2 As shown, the wing-body fusion aircraft includes a fuselage 1, a nose 2, wings, and two lift-enhancing devices. The nose 2 is arranged at the front end of the fuselage 1, and the wings include a left wing 4 and a right wing 3. The left wing 4 and the right wing 3 have the same shape, are symmetrically arranged on both sides of the fuselage 1, and are integrated with the fuselage 1, and have a smooth transition at the connection. The lift-enhancing device is used to improve the take-off and landing performance of the wing-body fusion aircraft. Specifically, the two lift-enhancing devices are symmetrically arranged on both sides of the fuselage 1, one of the lift-enhancing devices is located between the nose 2 and the left wing 4, and the other lift-enhancing device is located between the nose 2 and the right wing 3. The end of each lift-enhancing device close to the nose 2 is rotatably connected to the fuselage 1.

[0036] like Figure 3 As shown, in the initial state or the stable flight state, the high-lift device is arranged along the leading edge of the fuselage 1, and the position of the high-lift device is defined as the recovery position ( Figure 3 When the aircraft is in the take-off and landing state at a high angle of attack, each high-lift device can be rotated to an anti-stall position ( Figure 3 The position of the high-lift device indicated by the dotted line in FIG. 1 ) and the high-lift position ( Figure 3 The position of the lift-enhancing device indicated by the double-dotted line in the figure), wherein the second preset angle is greater than the first preset angle a, and the difference between the two is Figure 3 It should be noted that the two high-lift devices are always symmetrically arranged on both sides of the fuselage 1 during the rotation process.

[0037] Optionally, the first preset angle a is 90°-120°, for example, 90°, 100°, 110° or 120°. The difference b between the second preset angle and the first preset angle a is 30°-50°, that is, the second preset angle can be any angle between 120°-170°, for example, 121°, 130°, 150° or 170°. Optionally, the high-lift device located in the anti-stall position is located at the lower side of the leading edge of the fuselage 1. The high-lift device located in the high-lift position is located at the lower side of the leading edge of the fuselage 1 to further improve the take-off and landing performance of the wing-body fusion aircraft.

[0038] When the lift-enhancing device is rotated to the anti-stall position, on the one hand, the angle between the leading edge of the fuselage 1 and the incoming flow can be reduced, and the airflow can be guided to flow smoothly along the upper surface of the nose 2 or the leading edge of the fuselage 1; on the other hand, the curvature and chord length of the local cross-section airfoil along the span direction are also increased. At this time, the lift-enhancing device can form a gap with the leading edge surface of the wing, so that the airflow with higher pressure at the lower wing surface can be accelerated to flow to the upper wing surface through this gap, replenishing energy for the boundary layer of the upper wing surface, thereby reducing the pressure difference between the upper and lower surfaces, playing a role in delaying the separation of the airflow, and increasing the maximum lift coefficient and the critical angle of attack of the stall. When the lift-enhancing device transitions from the anti-stall position to the lift-enhancing position, due to the thin leading edge of the fuselage 1, it can form a stable leading edge detached vortex at a large angle of attack during takeoff and landing. Under the induction of the leading edge detached vortex, the lift of the rear section of the fuselage 1 of the wing-body fusion aircraft can be increased.

[0039] Specifically, Figure 2 As shown, in this embodiment, the high-lift device includes a high-lift wing panel 5, a first rotating frame 6 and a second rotating frame (not shown in the figure), one end of the first rotating frame 6 is rotatably connected to the fuselage 1, and the other end is connected to the front end of the high-lift wing panel 5, one end of the second rotating frame is rotatably connected to the fuselage 1, and the other end is connected to the rear end of the high-lift wing panel 5, and the first rotating frame 6 is configured to be able to rotate under the drive of the power device. Optionally, the power device can be a motor. The position where the first rotating frame 6 is connected to the fuselage 1 is different from the position where the second rotating frame is connected to the fuselage 1.

[0040] Furthermore, the first rotating frame 6 and the second rotating frame are both connecting rod mechanisms, the first rotating frame 6 is rotatably connected to the fuselage 1 through a first rotating shaft, the second rotating frame is rotatably connected to the fuselage 1 through a second rotating shaft, and the first rotating shaft and the second rotating shaft are arranged at intervals on the fuselage 1. By arranging the first rotating frame 6 and the second rotating frame as connecting rod mechanisms, the recovery and deployment of the high-lift wing panel 5 can be flexibly realized.

[0041] Alternatively, if Figure 2 As shown, the lift-enhancing wing panel 5 is an arc-shaped panel, which is formed by a first arc-shaped edge 51, a second arc-shaped edge 52 and a straight edge 53. One end of the first arc-shaped edge 51 is connected to one end of the second arc-shaped edge 52, and forms the rear end of the lift-enhancing wing panel 5. The other end of the first arc-shaped edge 51 is connected to one end of the straight edge 53, and the other end of the second arc-shaped edge 52 is connected to the other end of the straight edge 53, and forms the front end of the lift-enhancing wing panel 5. Such an arrangement makes the shape of the lift-enhancing wing panel 5 conform to fluid mechanics, which is conducive to improving the take-off and landing performance and flight performance of the wing-body fusion aircraft.

[0042] In summary, the lift-enhancing device installed on the wing-body fusion aircraft has the functions of both slats and winglets, and the appropriate deployment position can be selected according to needs, which comprehensively improves the take-off and landing performance of the aircraft at a large angle of attack. During take-off and landing, when the lift-enhancing device located at the leading edge of the fuselage 1 is deployed to the anti-stall position, it can reduce the relative angle of the incoming flow, replenish energy for the boundary layer on the upper surface of the fuselage 1, and delay the stall at a large angle of attack. When the lift-enhancing device is deflected to the lift-enhancing position, the leading edge vortex it generates can increase the lift generated by the fuselage 1 of the wing-body fusion aircraft.

[0043] Obviously, the above embodiments of the present invention are merely examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all the embodiments here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A wing-body blended aircraft, characterized in that: include: Body (1); A machine head (2), the machine head (2) being arranged at the front end of the machine body (1); Wings, the wings comprising a left wing (4) and a right wing (3) symmetrically arranged on both sides of the fuselage (1); Two high-lift devices are symmetrically arranged on both sides of the fuselage (1), one of the high-lift devices is located between the nose (2) and the left wing (4), and the other high-lift device is located between the nose (2) and the right wing (3); One end of each of the high-lift devices close to the nose (2) is rotatably connected to the fuselage (1), and the high-lift device is configured to be rotatable to a recovery position arranged along the leading edge of the fuselage (1), an anti-stall position at a first preset angle a with the leading edge of the fuselage (1), and a high-lift position at a second preset angle with the leading edge of the fuselage (1), wherein the second preset angle is greater than the first preset angle a; The high-lift device comprises a high-lift wing panel (5), a first rotating frame (6) and a second rotating frame, one end of the first rotating frame (6) being rotatably connected to the fuselage (1), and the other end being connected to the front end of the high-lift wing panel (5), one end of the second rotating frame being rotatably connected to the fuselage (1), and the other end being connected to the rear end of the high-lift wing panel (5), and the first rotating frame (6) being configured to be rotatable under the drive of a power device; The first preset angle a is 90°-120°.

2. The wing-body blended aircraft according to claim 1, characterized in that: A difference b between the second preset angle and the first preset angle a is 30°-50°.

3. The wing-body blended aircraft according to claim 1, characterized in that: The length of the lift-enhancing wing panel (5) is equal to the distance between the nose (2) and the wing.

4. The wing-body blended aircraft according to claim 1, characterized in that: The lift-enhancing wing panel (5) is an arc-shaped panel, which is formed by a first arc-shaped edge (51), a second arc-shaped edge (52) and a straight edge (53), one end of the first arc-shaped edge (51) is connected to one end of the second arc-shaped edge (52), and forms the rear end of the lift-enhancing wing panel (5); The other end of the first arcuate side (51) is connected to one end of the straight side (53), and the other end of the second arcuate side (52) is connected to the other end of the straight side (53), thereby forming the front end of the high-lift wing panel (5).

5. The wing-body blended aircraft according to claim 1, characterized in that: The width of the front end of the lift-enhancing wing panel (5) is greater than the width of the rear end of the lift-enhancing wing panel (5).

6. The wing-body blended aircraft according to any one of claims 1 to 5, characterized in that: The high-lift device located at the anti-stall position is located at the lower side of the leading edge of the fuselage (1).

7. The wing-body blended aircraft according to any one of claims 1 to 5, characterized in that: The high-lift device located at the high-lift position is located at the lower side of the leading edge of the fuselage (1).

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