A design method for high-stowage rotary movable wings suitable for slender hypersonic aircraft

Abstract

The present invention discloses a design method for a high-stowage rate rotary movable wing suitable for a slender hypersonic aircraft. The method comprises establishing a coordinate model of the leading edge contour line of the aircraft body based on the relative positional relationship between the aircraft body and the load, determining the leading edge line of the aircraft body according to the established coordinate model, and selecting the rotation center of the movable wing; adopting a rotary movable wing change mechanism combining translation and rotation, obtaining an initial wing contour area using a combined translation and rotation motion mode, identifying an interference region based on the rotation center, and then deleting the interference region of the aircraft center axis to finally obtain the effective wing area. The method fully utilizes the narrow and long internal space of the aircraft body, effectively increases the wing stowage rate inside the aircraft body, maximizes the gain of the aircraft lift-to-drag ratio after the variable wing is rotary-adjusted and deployed, and does not interfere with the internal load when stowed. At the same time, the movable wing has a simple deformation structure and the lift-to-drag ratio of the movable wing during the rotary adjustment process is controllable.

Description

Technical Field

[0001] The present invention relates to the technical field of high Mach number aerospace integrated wings, and specifically to a design method for a high-stowage-rate rotary movable wing suitable for a slender hypersonic aircraft. Background Art

[0002] Hypersonic aircraft wing morphing technology is a key area of ​​military research and plays a crucial role in improving aircraft performance. Retractable wing technology is one of the main research areas. Traditional aircraft use a four-bar linkage as their basic unit. Through deformation, geometric parameters such as wingspan, aspect ratio, and wetted area can be changed, thereby affecting the aircraft's aerodynamic parameters and adapting the aircraft to different flight missions. Compared to traditional fixed wings, rotary movable wings significantly improve the maneuverability of hypersonic aircraft and effectively reduce the adverse effects of air wave drag. As hypersonic aircraft continue to increase in speed and multi-mission capabilities, more stringent requirements are placed on the dynamic and static performance, aerodynamic performance, and environmental adaptability of morphable wings. To adapt to the development of the aerospace industry, the development of morphable wings has placed different requirements. The design of wing structures is moving towards simplicity and lightweight. This requires wing structures to meet certain requirements for movement, strength, and stiffness while being as simple and compact as possible. Researchers at home and abroad are constantly exploring retractable wing structures that are simple and lightweight and can meet the various flight missions of aircraft.

[0003] A telescopic wing is an aircraft with a span-wise extension capability, which aims to modify the wing surface to achieve aerodynamic characteristics with a high lift-to-drag ratio to adapt to different flight mission requirements. As a form of morphing aircraft, telescopic wing morphing technology has garnered significant attention and recognition from scholars both domestically and internationally. Because aerodynamic characteristics continuously change as the wing extends and retracts, this time-varying aerodynamic force can impact flight dynamics and stability. Whether flying animals or man-made aircraft, to perform different missions or meet varying flight environments, they often need to adjust their morphology to achieve high efficiency, safety, and mission requirements. Traditional aircraft can only modify their wing's external structure through a single translational or rotational motion. However, this single motion method is difficult to meet the requirements of modern hypersonic aircraft and cannot meet the multi-environment, multi-mission design requirements of the next generation of aerospace vehicles. Summary of the Invention

[0004] The present invention provides a design method for high-stowage, rotary-adjustable movable wings suitable for slender hypersonic aircraft, which solves the problem that existing aircraft can only change the external structure of the wings through a single translational motion or a single rotational motion, and cannot meet the modern multi-environment and multi-mission design requirements for hypersonic aircraft and new-generation aerospace aircraft.

[0005] To achieve the above-mentioned object, the present invention provides the following technical solution: a design method for a high-stowage-rate rotary-adjustable movable wing suitable for a slender hypersonic aircraft, comprising the following steps:

[0006] S1. Based on the relative position relationship between the fuselage and the payload, a coordinate model of the leading edge contour line of the aircraft fuselage is established, where the leading edge contour line of the aircraft fuselage is y = f(x), using a Cartesian coordinate system, where x is the flow direction, y is the vertical direction, and z is the horizontal direction;

[0007] S2. Based on the established coordinate model of the leading edge contour line of the aircraft body, the leading edge line of the aircraft body is given and the rotation center of the movable wing is selected;

[0008] S3, using a rotational movable wing mechanism that combines translation and rotation, obtaining the initial wing contour area using a combination of translation and rotation, and identifying the interference area based on the center of rotation;

[0009] S4. Then, the interference area of ​​the central axis of the fuselage is deleted to finally obtain the effective area of ​​the wing.

[0010] Preferably, the body leading edge line given in S2 specifically includes the following steps:

[0011] 1) The leading edge line AB of the body is represented by a curve formed by selecting points A and B as endpoints;

[0012] 2) Select any point on the leading edge line AB of the fuselage and define the selected point as point C, thereby determining the curve CB on the leading edge line of the fuselage by points C and B.

[0013] Preferably, the translational rotational movable wing variation mechanism adopted involves two translations during the wing formation process:

[0014] 1) The first time, the curve CB is translated from point C to point D on the load according to the vector χ. This translation is to design the inner contour of the morphing wing.

[0015] 2) The second time is to translate the initial wing shape S1 to the new position P-1 according to the vector -χ. This translation is to identify the area that interferes with the central axis of the body.

[0016] Preferably, the rotational rotary adjustable movable wing variation mechanism adopts two rotations in the wing formation process:

[0017] 1) The first rotation is to rotate the curve DB' counterclockwise by an angle θ with point D on the load as the rotation center, forming a new curve, the inner contour DB", of the wing. This rotation is used to design the inner contour of the morphing wing.

[0018] 2) The second rotation is performed with point C as the center of rotation. The initial wing shape S1 at position P-1 is rotated by an angle of -θ. At this time, the initial wing shape S1 is at a new position P-2. This rotation is to identify the area that interferes with the central axis of the body.

[0019] Preferably, the step of determining the initial wing contour area includes selecting a curve CB on the fuselage leading edge line AB, moving the curve CB from point C to point D on the load according to the vector χ, rotating the contour after point C is moved to point D until it hits the fuselage center axis or point E on the load, and connecting all the contours with the inner contour of the wing to form the initial contour shape of the wing, that is, the initial wing shape S1.

[0020] Preferably, the rotation center includes point C as the rotation center of the initial wing shape S1, and point D as the rotation center of the curve DB'.

[0021] Preferably, after determining the initial wing shape S1, the initial wing shape S1 is rotated according to the vector -χ translation and the angle -θ to form an initial contour surface S2, and an arc PM is drawn with a point C selected on the leading edge line AB of the fuselage as the center and CF as the radius. The initial contour surface S2 is divided into upstream and downstream areas by the arc PM, and the upstream area divided by the arc PM and the interference area above the central axis of the fuselage are deleted;

[0022] Then, according to the rotation angle θ and the translation vector χ, the deleted initial contour surface S2 is rotated, and the area that interferes with the central axis of the fuselage after rotation is deleted, and the surface of the deformed wing is finally determined.

[0023] Compared with the existing technology, the present invention has the following beneficial effects: In response to the internal and external dimension limitations of hypersonic aircraft with relatively large length-to-width ratios, the present invention adopts a rotary-adjustable movable wing change mechanism that combines "translation + rotation", breaking through the existing change mechanism that only uses translation or rotation. It originally proposes a rotary-adjustable change mechanism that integrates translation and active motion processes. This can fully utilize the narrow and long internal space of the fuselage, mainly extending the flow direction layout range, and can effectively increase the wing storage rate in the internal space of the fuselage, so that the gain of the movable wing on the aircraft's lift-to-drag ratio after rotation and deployment is maximized, and there is no interference with internal loading when retracted. At the same time, the deformation structure of the movable wing is simple, and the lift-to-drag ratio of the movable wing during the rotation process is controllable. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The accompanying drawings are used to provide further understanding of the present invention and constitute a part of the specification. They are used to explain the present invention together with the embodiments of the present invention and do not constitute a limitation of the present invention.

[0025] In the attached figure:

[0026] Figure 1This is a schematic diagram of the relative position relationship between the machine body and the load of the present invention;

[0027] Figure 2 Schematic diagram of the path and direction of rotation of the initial profile of the wing of the present invention; in the schematic diagram, the starting point of the translation of profile CB is point C, the end point is point D, the translation path is χ, the direction of the arrow is the translation direction, the rotation center of profile DB' is point D, the rotation angle is θ, and the direction of the arc arrow is the rotation direction (counterclockwise);

[0028] Figure 3 Schematic diagram of the process of translation and rotation of the initial area profile of the wing of the present invention; (a) is the initial effective area profile of the wing, (b) is a schematic diagram of the translation of the wing, and (c) is a schematic diagram of the rotation of the wing;

[0029] Figure 4 Schematic diagram of the process of determining the final effective area profile of a wing according to the present invention; in Figure (a), the initial area profile is divided into upstream and downstream regions by the arc PM; Figure (b) is a schematic diagram of deleting the upstream region AFM of the arc PM; and in Figure (c), the region PMG interfering with the central axis of the body is deleted to obtain the final effective profile of the deformed wing;

[0030] Figure 5 Schematic diagrams comparing the wing area profiles of three different rotational modulation methods of the present invention; Figure (a) shows the area profile obtained by the rotational modulation type movable wing designed by the present invention using a combination of "translational motion + rotational motion", Figure (b) shows the area profile obtained using a single rotational motion method, and Figure (c) shows the area profile obtained using a single translational motion method;

[0031] Figure 6 This is a design flow chart for the high-stowage, rotary-adjustable movable wing of the slender hypersonic aircraft of the present invention. The left figure shows the wing's "translational + rotational" process, and the right figure shows the wing's contour formation process.

[0032] Figure 7 This is a comparison chart of the lift-to-drag ratio of the deformable wing under different rotation adjustment modes of the present invention at different angles of attack. DETAILED DESCRIPTION

[0033] The preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood that the preferred embodiments described herein are only used to illustrate and explain the present invention, and are not used to limit the present invention.

[0034] Example: Figure 6 As shown, a design method for a high-stowage-rate rotary movable wing suitable for a slender hypersonic aircraft includes the following steps:

[0035] S1. Based on the relative position relationship between the fuselage and the payload, a coordinate model of the leading edge contour line of the aircraft fuselage is established, where the leading edge contour line of the aircraft fuselage is y = f(x), using a Cartesian coordinate system, where x is the flow direction, y is the vertical direction, and z is the horizontal direction;

[0036] S2. According to the established aircraft body leading edge contour line coordinate model, the leading edge line of the aircraft body is given, and the rotation center of the movable wing is selected. The given leading edge line of the aircraft body specifically includes the following steps:

[0037] 1) The leading edge line AB of the body is represented by a curve formed by selecting points A and B as endpoints;

[0038] 2) Select any point on the leading edge line AB of the fuselage and define the selected point as point C, thereby determining the curve CB on the leading edge line of the fuselage by points C and B.

[0039] S3, using a rotational movable wing variation mechanism that combines translation and rotation to obtain the initial wing contour area;

[0040] The translational rotational movable wing change mechanism adopted involves two translations in the wing formation process:

[0041] 1) The first time, the curve CB is translated from point C to point D on the load according to the vector χ. This translation is to design the inner contour of the morphing wing.

[0042] 2) The second time is to translate the initial wing shape S1 to the new position P-1 according to the vector -χ. This translation is to identify the area that interferes with the central axis of the body;

[0043] The rotating rotary wing mechanism used involves two rotations during the wing formation process:

[0044] 1) The first rotation is to rotate the curve DB' counterclockwise by an angle θ with point D on the load as the rotation center, forming a new curve, the inner contour DB", of the wing. This rotation is used to design the inner contour of the morphing wing.

[0045] 2) The second rotation is performed with point C as the center of rotation. The initial wing shape S1 at position P-1 is rotated by an angle of -θ. The initial wing shape S1 is now at a new position P-2. This rotation is to identify the area that interferes with the central axis of the body.

[0046] The steps of determining the initial wing contour area include selecting a curve CB on the fuselage leading edge line AB, moving the curve CB from point C to point D on the load according to vector χ, rotating the contour after point C is moved to point D until it hits the fuselage center axis or point E on the load, and connecting all contours with the inner contour of the wing to form the initial contour shape of the wing, namely, the initial wing shape S1; and identifying the interference area based on the center of rotation, wherein the rotation center includes point C as the rotation center of the initial wing shape S1 and point D as the rotation center of the curve DB'.

[0047] S4, then delete the interference area of ​​the central axis of the fuselage to finally obtain the effective area of ​​the wing;

[0048] Identify the interference area upstream of the arc PM of the rotation center C, including deleting all interference areas with the body's central axis. After obtaining the initial contour surface, rotate the initial contour surface by vector -χ and angle -θ, deleting the areas that interfere with the body's central axis after rotation.

[0049] The interference area of ​​the fuselage's central axis is identified, including the deletion of the area that interferes with the central axis after the movable wing is rotated. The PMG portion above the fuselage's central axis is deleted. The initial contour surface is then rotated by angle θ and translated by vector χ to delete the area that interferes with the fuselage's central axis after rotation, ultimately determining the deformable wing's profile.

[0050] The steps for generating a high-stowage-rate rotary movable wing suitable for a slender hypersonic aircraft are as follows:

[0051] 1. The fuselage width W is known missile , internal loading load diameter D load , internal loading load length L load , the contour line of the leading edge of the fuselage y = f(x), using the Cartesian coordinate system, x is the flow direction, y is the vertical direction, and z is the horizontal direction. The relative position relationship between the fuselage and the load is known, such as Figure 1 The solid line part in the diagram is the load.

[0052] 2. In a slender hypersonic aircraft, the leading edge line AB of the fuselage is represented by a curve formed by points A and B. A point is randomly selected on the leading edge line and designated as point C. Thus, a curve CB is determined on the leading edge line by points C and B. The lower left point on the fuselage load is designated as point D, and the lower right point is designated as point E. The curve CB on the leading edge line is translated from point C to point D on the load to form a new curve DB', as shown in the following example: Figure 2 The translation path from point C on the leading edge line to point D on the load is vector χ.

[0053] 3. With point D on the load as the rotation center, rotate the curve DB' formed after translation counterclockwise around point D. The rotation ends when the curve DB' contacts point E on the load or when B' in the curve DB' touches the central axis of the body. After the rotation, a new curve DB can be obtained, such as Figure 2 , and the rotation angle of curve DB' to curve DB" is θ, which is measured to be 6.8°

[0054] 4. With point D on the load as the center and DB” as the radius, draw an arc connecting B'B” to form arc B'B”. Connect points B and B' to form a new curve BB'. The curve BB' is tangent to the curve CB, as shown in the following example: Figure 2 .

[0055] 5. Define the upper left point of the load as O1 and the upper right point as O2. Connect the two points on the leading edge line AB, and then connect AO1, O1D, and DB'. The initial wing shape is formed by the leading edge line AB, curve BB', arc B'B', curve DB', line segment O1D, and line segment AO1. Figure 3 (a), the initial wing shape is set as S1.

[0056] 6. The initial wing shape S1 is translated by the vector -χ. At this time, the initial wing shape S1 is in a new position, which is marked as P-1. Figure 3 (b) Then rotate the initial wing shape S1 at the P-1 position by an angle of -θ. The initial wing shape S1 will be at a new position, which is again marked as P-2. Figure 3 (c) At this point, the initial contour surface S2 consisting of points A, F, B, B', B", C, and G is formed. The initial wing shape S1 and the initial contour surface S2 are on the same plane and have the same area, but the two planes are located in different positions.

[0057] 7. Draw an arc with point C selected on the front edge line AB as the center and CF as the radius. The arc divides the initial contour surface S2 into upstream and downstream areas, as shown in the following example: Figure 4 (a) Delete the upstream area of ​​the arc in the initial contour surface S2, that is, the AFP part. The remaining downstream area of ​​the arc after deletion is defined as the initial contour surface (S2)1, as shown in Figure 4 (b) Delete the interference area above the center axis of the body in the initial contour surface (S2)1, that is, the PMG part. Then rotate the initial contour surface (S2)1 from the position P-2 to the position P-1 around point C on the leading edge line after deleting the area interfering with the center axis of the body. If there is still an area interfering with the center axis of the body in the rotated initial contour surface (S2)1, delete the interference area completely. At this time, a new contour surface (S2)2 is formed, as shown in Figure 4 (c) The area profile of the profile surface (S2)2 is the final effective profile surface of the deformed airfoil.

[0058] In the flight state, the stability of the body can be guaranteed to a certain extent, and the wing storage rate of the internal space can be effectively increased. When the wings are deployed, the lift-to-drag ratio of the aircraft is greatly improved. During the flight, the wings achieve controllable lift-to-drag ratio through the rotation adjustment combined with "translation + rotation". In the early stage, the "translation + rotation" rotation adjustment design concept described in the present invention was preliminarily verified in principle. The design state was selected as Ma15, 45km, and the results were as follows: Figure 7 :

[0059] 1) Under the same internal and external dimensional constraints, the effective span area of ​​the morphing wing based on the rotational adjustment mechanism is significantly increased compared to the single rotation and translation scheme. 旋调 =1.1824m 2 、S 转动 =0.9690m 2 、S 平动 =0.3755m 2 , it can be seen that the area of ​​the rotary movable wing is 22% larger than that of the single rotating wing scheme, and 81% larger than that of the single translational wing scheme;

[0060] 2) Due to the increase in effective wingspan, the lift gain brought by the rotary variable wing proposed in this patent is also higher. Within the range of attack angle 0 to 12°, the lift-to-drag ratio of the rotary scheme can be improved by 0 to 4.3% compared with the single rotation scheme, and the lift-to-drag ratio can be improved by 0 to 20% compared with the single translation scheme.

[0061] Finally, it should be noted that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art will be able to modify the technical solutions described in the aforementioned embodiments or substitute equivalents for some of the technical features. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. A design method for a high-stowage, rotary-adjustable movable wing suitable for a slender hypersonic aircraft, characterized in that: The following steps are involved: S1. Based on the relative position relationship between the fuselage and the payload, a coordinate model of the leading edge contour line of the aircraft fuselage is established, where the leading edge contour line of the aircraft fuselage is y = f(x), using a Cartesian coordinate system, where x is the flow direction, y is the vertical direction, and z is the horizontal direction; S2. Based on the established coordinate model of the leading edge contour line of the aircraft body, the leading edge line of the aircraft body is given and the rotation center of the movable wing is selected; S3, using a rotational movable wing mechanism that combines translation and rotation, obtaining the initial wing contour area using a combination of translation and rotation, and identifying the interference area based on the center of rotation; S4, then delete the interference area of ​​the central axis of the fuselage to finally obtain the effective area of ​​the wing; The body leading edge line given in S2 specifically includes the following steps: 1) The leading edge line AB of the body is represented by a curve formed by selecting points A and B as endpoints; 2) Select any point on the leading edge line AB and define it as point C. Thus, the curve CB is determined on the leading edge line of the fuselage by points C and B. The translational rotational movable wing change mechanism adopted involves two translations in the wing formation process: 1) The first time, the curve CB is translated from point C to point D on the load according to the vector χ. This translation is to design the inner contour of the morphing wing. 2) The second time is to translate the initial wing shape S1 to the new position P-1 according to the vector -χ. This translation is to identify the area that interferes with the central axis of the body; The rotating rotary wing mechanism used involves two rotations during the wing formation process: 1) The first rotation is to rotate the curve DB' counterclockwise by an angle θ with point D on the load as the rotation center, forming a new curve, the inner contour DB", of the wing. This rotation is used to design the inner contour of the morphing wing. 2) The second rotation is performed with point C as the center of rotation. The initial wing shape S1 at position P-1 is rotated by an angle of -θ. At this time, the initial wing shape S1 is at a new position P-2. This rotation is to identify the area that interferes with the central axis of the body.

2. The method for designing a high-stowage-rate rotary movable wing suitable for a slender hypersonic aircraft according to claim 1, characterized in that: The steps for determining the initial wing contour area include selecting a curve CB on the fuselage leading edge line AB, moving the curve CB from point C to point D on the load according to the vector χ, rotating the contour after point C is moved to point D until it hits the fuselage center axis or point E on the load, and connecting all the contours with the inner contour of the wing to form the initial contour shape of the wing, namely, the initial wing shape S1.

3. The method for designing a high-stowage-rate rotary movable wing suitable for a slender hypersonic aircraft according to claim 2, characterized in that: The rotation centers include point C as the rotation center of the initial wing shape S1 and point D as the rotation center of the curve DB'.

4. The method for designing a high-stowage-rate rotary movable wing suitable for a slender hypersonic aircraft according to claim 3, characterized in that: After determining the initial wing shape S1, the initial wing shape S1 is rotated according to the vector -χ translation and the angle -θ to form the initial contour surface S2. An arc PM is drawn with a point C selected on the leading edge line AB of the fuselage as the center and CF as the radius. The initial contour surface S2 is divided into upstream and downstream areas by the arc PM. The upstream area divided by the arc PM and the interference area above the central axis of the fuselage are deleted. Then, according to the rotation angle θ and the translation vector χ, the deleted initial contour surface S2 is rotated, and the area that interferes with the central axis of the fuselage after rotation is deleted, and the surface of the deformed wing is finally determined.

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