An airfoil profile based aircraft decelerating plate

Abstract

The application provides an aircraft decelerator based on an airfoil profile, which comprises a fuselage, a decelerator body, a first actuating cylinder and a second actuating cylinder; the fuselage is provided with a containing groove on one side, and the decelerator body is movably connected with the containing groove; one end of the first actuating cylinder is connected with the containing groove, and the other end is connected with the bottom of the decelerator body; one end of the second actuating cylinder is connected with the containing groove, and the other end is connected with the middle or top of the decelerator body; the longitudinal profile of the decelerator body is an inverted airfoil. In working, the first actuating cylinder is started to lift the leading edge of the decelerator body to ensure that the leading edge of the decelerator body protrudes from the fuselage to a certain height; the second actuating cylinder is started to rotate the decelerator body around the fulcrum of the first actuating cylinder on the decelerator body to an opening angle; and the wind tunnel force test of different opening angles is carried out. The application has obvious drag-increasing effect and strong practicability.

Description

Technical Field

[0001] This invention relates to the field of aerospace technology, and in particular to an aircraft speed brake based on an airfoil profile. Background Technology

[0002] Aircraft speed brakes are aerodynamic devices used to decelerate aircraft, widely applied in fighter jets, commercial airliners, and reusable space launch vehicles. Fighter jets deploy speed brakes during landing to increase drag, shorten the takeoff distance, and improve landing characteristics. They can also be used for rapid deceleration before maneuvering turns. Commercial airliner speed brakes, also known as spoilers or drag plates, are installed on the upper surface of the wings to increase drag and shorten the landing distance during landing. Reusable space launch vehicles typically use multiple speed brakes to form a deceleration system, assisting in deceleration during recovery and descent. When not in use, these speed brakes can be embedded in the fuselage or wing via a recovery device and deployed to increase drag and decelerate when needed.

[0003] Existing methods for increasing drag in aircraft speed brakes mainly involve increasing the size of the speed brake and the opening angle. However, excessively large speed brake sizes and opening angles require additional support and hinge torque, leading to increased overall structural weight and flight control issues. Furthermore, existing speed brakes are mostly flat in longitudinal section, which cannot effectively increase the effective area of ​​vortices on the leeward side. Summary of the Invention

[0004] Based on the high lift-to-drag ratio characteristic of airfoils, this invention proposes a novel airspeed brake based on an airfoil profile. The longitudinal section of the airspeed brake is an inverted airfoil, with the lower edge of the airspeed brake serving as the leading edge of the airfoil. The side of the airfoil with a larger convex curvature is located on the leeward side of the airspeed brake, increasing the effective area of ​​the leeward side. By adjusting the distance between the lower edge of the airspeed brake and the fuselage, the flow bypasses the lower edge to form a lower edge vortex, similar to a leading edge vortex on an airfoil. The lower edge vortex can further reduce the negative pressure on the leeward side, thereby increasing the drag of the airspeed brake. Furthermore, due to the suction effect of the lower edge vortex, the hinge moment around the leading edge point does not increase while the drag increases, thus reducing the control difficulty.

[0005] This invention provides an aircraft speed brake based on an airfoil profile, comprising: a fuselage, a speed brake body, a first actuator cylinder, and a second actuator cylinder; a receiving groove is provided on one side of the fuselage, and the speed brake body is movably connected to the receiving groove; one end of the first actuator cylinder is connected to the receiving groove, and the other end is connected to the bottom of the speed brake body; one end of the second actuator cylinder is connected to the receiving groove, and the other end is connected to the middle or top of the speed brake body; the longitudinal section of the speed brake body is an inverted airfoil.

[0006] Preferably, the first actuating cylinder is connected to the speed reducer body via the speed reducer rotation shaft.

[0007] Preferably, the lower edge of the speed reducer body is the leading edge of an airfoil, and the side with a larger airfoil convex curvature is located on the leeward side of the speed reducer body.

[0008] Preferably, the fuselage is a cuboid.

[0009] Preferably, the receiving groove is a cuboid.

[0010] Preferably, the opening angle of the speed reducer body is 20° to 60°.

[0011] Preferably, the opening angle of the speed reducer body is 30°.

[0012] Preferably, the opening and closing angle of the speed reducer body is 45°.

[0013] Preferably, after startup, the leading edge of the speed reducer body protrudes 30mm from the machine body.

[0014] Preferably, the second actuating cylinder is a telescopic cylinder.

[0015] Compared with the prior art, the beneficial effects of the present invention are:

[0016] 1. The speed brake body adopts an airfoil profile, which increases the actual area of ​​the leeward side of the speed brake body, that is, the effective area of ​​the leeward vortex, thus increasing the drag.

[0017] 2. The first actuator makes the leading edge of the speed reducer body a certain height from the fuselage, which increases the flow around the lower edge to form a vortex on the lower edge of the speed reducer body located on the leeward side, thus increasing the negative pressure area on the leeward side and increasing the drag.

[0018] 3. The presence of vortex suction at the lower edge of the speed reducer increases the drag but does not increase the torque of the speed reducer body around the leading edge. Attached Figure Description

[0019] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0020] Figure 1 This is a left view of an aircraft speed brake based on an airfoil profile, according to an embodiment of the present invention.

[0021] Figure 2 This is a three-dimensional structural diagram of an aircraft speed brake based on an airfoil profile, according to an embodiment of the present invention.

[0022] Figure 3This invention relates to the drag-increasing effect of an airfoil-based speed brake in an embodiment of the aircraft.

[0023] Explanation of reference numerals in the attached figures:

[0024] 1: Body; 2: Gearbox body; 3: First actuator; 4: Gearbox rotating shaft; 5: Second actuator. Detailed Implementation

[0025] The technical solution of the present invention will be clearly and completely described below with reference to the embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] In the description of this invention, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limiting this invention.

[0027] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the stated features. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified. Furthermore, the terms "installed," "connected," and "linked" should be interpreted broadly; for example, they may refer to a fixed connection, a detachable connection, or an integral connection; they may refer to a mechanical connection or an electrical connection; they may refer to a direct connection or an indirect connection through an intermediate medium; and they may refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0028] like Figures 1 to 2As shown, the present invention provides an aircraft speed brake based on an airfoil profile, comprising: a fuselage 1, a speed brake body 2, a first actuating cylinder 3, and a second actuating cylinder 5. A receiving groove is provided on one side of the fuselage 1, and the speed brake body 2 is movably connected to the receiving groove; one end of the first actuating cylinder 3 is connected to the receiving groove, and the other end is connected to the bottom of the speed brake body 2; one end of the second actuating cylinder 5 is connected to the receiving groove, and the other end is connected to the middle or top of the speed brake body 2; the longitudinal section of the speed brake body 2 is an inverted airfoil. Preferably, the fuselage 1 is a cuboid, and the receiving groove is also a cuboid.

[0029] In some preferred embodiments, the first actuating cylinder 3 is connected to the speed reducer body 2 via the speed reducer rotating shaft 4.

[0030] In some preferred embodiments, the lower edge of the speed brake body 2 is the leading edge of an airfoil, and the side with a larger airfoil convex curvature is located on the leeward side of the speed brake body 2.

[0031] In some preferred embodiments, the opening and closing angle of the speed reducer body 2 is 20° to 60°. For example, the opening and closing angle of the speed reducer body 2 can be 20°, 25°, 30°, 35°, 40°, 45°, 50°, 55°, or 60°.

[0032] In some preferred embodiments, the leading edge of the speed reducer body 2 protrudes 1 to 30 mm from the fuselage.

[0033] In some preferred embodiments, the second actuating cylinder 5 is a telescopic cylinder.

[0034] The working principle of this invention is as follows: The first actuating cylinder 3 is activated, raising the leading edge of the speed reducer body 2 to ensure that the leading edge of the speed reducer body 2 protrudes 1 to 30 mm from the fuselage; based on the activation of the first actuating cylinder 3, the second actuating cylinder 5 is activated, causing the speed reducer body 2 to rotate around the fulcrum of the first actuating cylinder 3 on the speed reducer body 2, i.e., the speed reducer rotation shaft 4, to an opening angle θ; wind tunnel force measurement tests are conducted at opening angles θ = 20°, 30°, 45°, and 60°, yielding a superior drag-increasing effect compared to traditional flat plate speed reducers, such as... Figure 3 As shown.

[0035] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A speed brake for aircraft based on an airfoil profile, characterized in that, include: The fuselage (1), the speed brake body (2), the first actuator (3) and the second actuator (5); a receiving groove is provided on one side of the fuselage (1), and the speed brake body (2) is movably connected to the receiving groove; one end of the first actuator (3) is connected to the receiving groove, and the other end is connected to the bottom of the speed brake body (2); one end of the second actuator (5) is connected to the receiving groove, and the other end is connected to the middle or top of the speed brake body (2); the longitudinal section of the speed brake body (2) is an inverted airfoil; the lower edge of the speed brake body (2) is the leading edge of the airfoil, and the side with a larger airfoil convexity is located on the leeward side of the speed brake body (2); the leading edge of the speed brake body (2) protrudes from the fuselage (1) by 1-30mm.

2. The airfoil-based aircraft speed brake according to claim 1, characterized in that, The first actuator (3) is connected to the speed reducer body (2) via the speed reducer rotation shaft (4).

3. The aircraft speed brake based on airfoil profile according to claim 1, characterized in that, The fuselage (1) is a cuboid.

4. The airfoil-based aircraft speed brake according to claim 1, characterized in that, The receiving slot is a cuboid.

5. The airfoil-based aircraft speed brake according to claim 1, characterized in that, The opening and closing angle of the speed reducer body (2) is 20° to 60°.

6. The airfoil-based aircraft speed brake according to claim 5, characterized in that, The opening and closing angle of the speed reducer body (2) is 30°.

7. The airfoil-based aircraft speed brake according to claim 5, characterized in that, The opening and closing angle of the deceleration plate body (2) is 45°.

8. The airfoil-based aircraft speed brake according to claim 1, characterized in that, The second actuating cylinder (5) is a telescopic cylinder.

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