A variable trailing edge camber wing

Abstract

This invention discloses a variable trailing edge camber wing, relating to the field of aircraft wing structure technology. It includes a wing fuselage comprising a leading section, a first adjustment section, a second adjustment section, and a third adjustment section. The leading section and the first adjustment section, as well as the various adjustment sections, are connected by flexible connectors. A first flexible member covers both sides of the wing fuselage. Second flexible members are connected between the leading section and the first adjustment section, as well as between the various adjustment sections, and are fitted to the first flexible member. A drive unit disposed on the wing fuselage includes a drive structure comprising a primary drive member, a secondary drive member, and a tertiary drive member. The variable trailing edge camber wing of this application can achieve multi-level attitude adjustments to allow the wing to reach different deformation states. Simultaneously, during the adjustment process, the surface deformation of the wing is smoother and more stable.

Description

Technical Field

[0001] This invention relates to the field of aircraft wing structure technology, and in particular to a variable trailing edge camber wing. Background Technology

[0002] The wing is a crucial component of an aircraft, significantly impacting its overall performance. Currently, most aircraft adjust their flight attitude through the deflection of flaps, ailerons, and other structures on the wing. This method can only guarantee high aerodynamic efficiency and alter aircraft aerodynamic performance under specific missions and limited flight conditions. Deformable wings, however, are an emerging flight technology that can continuously and smoothly change their shape according to different missions and conditions to improve flight performance. Continuously smooth deformable wings can improve fuel efficiency, maneuverability, flight stability, and reduce noise and aerodynamic drag.

[0003] Variable camber wings are a type of morphing wing, characterized by their ability to change their shape and curvature to adapt to different flight conditions and requirements. Variable camber wings mainly fall into two categories: variable camber leading-edge wings and variable camber trailing-edge wings. The development trend of variable camber trailing-edge wings is primarily moving from traditional mechanical structures and drive sources such as electric motors and hydraulics towards a combination of flexible structures and novel smart materials. However, traditional designs suffer from drawbacks such as structural complexity, bulkiness, and poor maintainability. Therefore, new designs and approaches are needed. Summary of the Invention

[0004] The present invention aims to at least partially solve one of the aforementioned technical problems in the prior art. To this end, embodiments of the present invention provide a variable trailing edge camber wing capable of multi-level attitude adjustment to achieve different deformation states of the wing, while simultaneously ensuring smoother and more stable surface deformation of the wing during the adjustment process.

[0005] According to an embodiment of the present invention, a variable trailing edge camber wing includes a fuselage, the fuselage including a leading section, a first adjustment section, a second adjustment section, and a third adjustment section arranged sequentially, wherein the leading section and the first adjustment section, as well as each adjustment section, are connected by flexible connectors; a first flexible member covers both sides of the fuselage; a second flexible member is connected between the leading section and the first adjustment section, as well as between each adjustment section, and the second flexible member is fitted to the first flexible member; and a drive unit disposed on the fuselage includes at least one set of drive structures, the drive structures including a primary drive member, a secondary drive member, and a tertiary drive member, wherein the primary drive member is used to drive the first adjustment section to deflect, the secondary drive member is used to drive the first adjustment section and the second adjustment section to deflect in the same direction, and the tertiary drive member is used to drive the first adjustment section, the second adjustment section, and the third adjustment section to deflect in the same direction.

[0006] According to an embodiment of the present invention, the variable trailing edge camber wing has the drive structure provided on both sides of the wing body.

[0007] According to an embodiment of the present invention, in a variable trailing edge camber wing, the secondary drive component is used to drive the first adjustment section and the second adjustment section to deflect simultaneously in the same direction.

[0008] According to an embodiment of the present invention, in a variable trailing edge camber wing, the three-stage drive unit is used to drive the first adjustment section, the second adjustment section, and the third adjustment section to deflect simultaneously in the same direction.

[0009] According to an embodiment of the present invention, the variable trailing edge camber wing, the primary drive component, the secondary drive component, and the tertiary drive component are all shape memory alloys. The drive unit further includes an actuator, which is used to heat the primary drive component, the secondary drive component, and the tertiary drive component separately so that each drive component deforms individually.

[0010] According to an embodiment of the present invention, in a variable trailing edge camber wing, one end of the primary drive member is fixed to the front section, and the other end is inserted into the first adjustment section and then restricted by a limiting ball to prevent the primary drive member from disengaging from the first adjustment section.

[0011] According to an embodiment of the present invention, in a variable trailing edge camber wing, one end of the secondary drive member is fixed to the front section, and the other end passes through the first adjustment section and is inserted into the second adjustment section, whereby a limiting ball restricts the secondary drive member from disengaging from the second adjustment section.

[0012] According to an embodiment of the present invention, in a variable trailing edge camber wing, one end of the three-stage drive member is fixed to the front section, and the other end passes through the first adjustment section and the second adjustment section and is inserted into the third adjustment section. A limiting ball is used to restrict the three-stage drive member from disengaging from the third adjustment section.

[0013] According to an embodiment of the present invention, in a variable trailing edge camber wing, the flexible connector includes at least one pair of spring plates, the two spring plates of the same pair being arranged crosswise, wherein one end of the spring plate is close to one side of the wing body and the other end is close to the other side of the wing body.

[0014] According to an embodiment of the present invention, the first flexible element is a flexible skin, and the second flexible element is a shaped element with a corrugated structure, wherein the shaped element may be made of metal or plastic.

[0015] Based on the above technical solution, the embodiments of the present invention have at least the following beneficial effects: In the above technical solution, the rear half of the wing body is configured to rotate via a flexible connector, facilitating the adjustment of the wing body shape. After the drive unit is arranged, the first flexible component covers both sides of the wing body to ensure that the outer surface of the wing body is continuous and flat during wing body shape adjustment. Furthermore, by connecting the front section and the first adjustment section, as well as between each adjustment section, second flexible components are connected to ensure that the front section and the first adjustment section remain continuous and flat during significant wing body shape adjustments. The first flexible component between each adjustment section will not exhibit irregular deformations such as wrinkles or dents, ensuring a smooth wing-body profile throughout. Combined with the use of the drive unit, this significantly improves the overall bending stiffness and aerodynamic load-bearing capacity of the wing-body structure. Furthermore, the wing-body profile can be quickly adjusted by controlling the first, second, and third-stage drive components, resulting in a wide variety of deformation patterns and high efficiency, thus improving the wing's applicability. In addition, compared to existing technologies, the traditional mechanical structure and traditional drive sources such as motors and linkages are eliminated, simplifying the structure of the variable-camber trailing edge wing and greatly reducing the overall weight. Attached Figure Description

[0016] The present invention will be further described below with reference to the accompanying drawings and embodiments;

[0017] Figure 1 This is a structural schematic diagram of an embodiment of the present invention. Figure 1 ;

[0018] Figure 2 This is a structural schematic diagram of an embodiment of the present invention. Figure 2 ;

[0019] Figure 3 This is a structural schematic diagram of an embodiment of the present invention. Figure 3 ;

[0020] Figure 4 This is a structural schematic diagram of an embodiment of the present invention. Figure 4 . Detailed Implementation

[0021] This section will describe in detail specific embodiments of the present invention. Preferred embodiments of the present invention are shown in the accompanying drawings. The purpose of the drawings is to supplement the textual description with graphics, so that people can intuitively and vividly understand each technical feature and overall technical solution of the present invention, but they should not be construed as limiting the scope of protection of the present invention.

[0022] In the description of this invention, it should be understood that the orientation descriptions, such as up, down, front, back, left, right, etc., are based on the orientation or positional relationship shown in the accompanying drawings. They are 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.

[0023] In the description of this invention, "several" means one or more, "more than" means two or more, "greater than," "less than," and "exceeding" are understood to exclude the stated number, while "above," "below," and "within" are understood to include the stated number. The use of "first" and "second" in the description is merely for distinguishing technical features and should not be construed as indicating or implying relative importance, or implicitly indicating the number of indicated technical features, or implicitly indicating the order of the indicated technical features.

[0024] In the description of this invention, unless otherwise explicitly defined, terms such as "set up," "install," and "connect" should be interpreted broadly, and those skilled in the art can reasonably determine the specific meaning of the above terms in this invention in conjunction with the specific content of the technical solution.

[0025] Reference Figures 1 to 3The variable trailing edge camber wing of this application embodiment includes a wing body, a first flexible member 210, a second flexible member 220, and a drive unit. The wing body includes a forward section, a first adjustment section 130, a second adjustment section 140, and a third adjustment section 150 arranged sequentially. The forward section and the first adjustment section 130, as well as each adjustment section, are connected by flexible connectors 400. The flexible connectors 400 allow the first adjustment section 130 to rotate with the forward section as its rotation center, and each adjustment section to rotate with its forward section as its center. The first flexible member 210 covers both sides of the wing body, making the surface of the wing body continuous and flat. Furthermore, the second flexible member 220 connects the forward section and the first adjustment section 130, as well as each adjustment section. The second flexible member 220 fits against the first flexible member 210, and its arrangement allows the first flexible member 210 to... The deformed surface is smoother. Furthermore, the drive unit includes at least one set of drive structures 300. The drive structure 300 includes a primary drive component 310, a secondary drive component 320, and a tertiary drive component 330. The primary drive component 310 is used to drive the first adjustment section 130 to deflect. The secondary drive component 320 is used to drive the first adjustment section 130 and the second adjustment section 140 to deflect in the same direction. The tertiary drive component 330 is used to drive the first adjustment section 130, the second adjustment section 140, and the third adjustment section 150 to deflect in the same direction. By driving the first adjustment section 130, the second adjustment section 140, and the third adjustment section 150 respectively, the wing body can achieve different shape changes. Of course, the first adjustment section 130, the second adjustment section 140, and the third adjustment section 150 can be used in combination to achieve attitude changes. The overall structure is simple and the deformation is smooth.

[0026] Specifically, the rear half of the wing fuselage is configured to rotate via a flexible connector 400, facilitating adjustments to the wing fuselage shape. After the drive unit is positioned, a first flexible member 210 covers both sides of the wing fuselage to ensure a continuous and smooth outer surface during wing shape adjustments. Furthermore, by connecting second flexible members 220 between the front section and the first adjustment section 130, as well as between each adjustment section, it is ensured that the first flexible members 210 between the front section and the first adjustment section 130, and between each adjustment section, will not protrude during significant wing shape adjustments. The irregular deformations such as folds and depressions ensure a smooth wing-body shape throughout. Combined with the use of the drive unit, this significantly improves the overall bending stiffness and aerodynamic load-bearing capacity of the wing-body structure. In addition, the wing-body shape can be quickly adjusted by controlling the first-stage drive unit 310, the second-stage drive unit 320, and the third-stage drive unit 330. The deformation shapes are numerous and efficient, improving the wing's applicability. Furthermore, compared to existing technologies, the traditional mechanical structure and traditional drive sources such as motors and linkages are eliminated, simplifying the structure of the variable-camber trailing edge wing and greatly reducing the overall weight.

[0027] like Figure 2 As shown, the front section includes a bullet head 110 with a streamlined structure at one end. The bullet head 110 is hollowed out to reduce weight. The other end of the bullet head 110 is connected to a storage compartment 120. The storage compartment 120 has a trapezoidal or D-shaped structure. The middle of the storage compartment 120 is hollowed out to form a cavity for storing the control of the drive unit. The first adjustment section 130 and the second adjustment section 140 are both trapezoidal or D-shaped. The third adjustment section 150 has a conical end. This makes the wing body composed of the front section, the first adjustment section 130, the second adjustment section 140 and the third adjustment section 150 have a streamlined structure under the packaging of the first flexible member 210, which is more conducive to the flow of air.

[0028] In some embodiments, such as Figure 2 As shown, drive structures 300 are provided on both sides of the wing body. On the one hand, the drive structures 300 on both sides of the wing body facilitate the rapid adjustment of the wing body shape, making it easy to drive the tail of the wing body to rotate to both sides to adjust its shape. On the other hand, during use, when the drive structures 300 on both sides are in operation, the various components of the wing body are tightly connected, making it less prone to deformation under the action of external forces. This can significantly improve the bending stiffness and aerodynamic load-bearing capacity of the overall wing body structure, which is conducive to the stability and reliability of the use process.

[0029] In some embodiments, the secondary drive 320 is used to drive the first adjustment segment 130 and the second adjustment segment 140 to deflect in the same direction simultaneously. Compared with the first drive 310 driving the first adjustment segment 130 alone, the secondary drive 320 can drive the two adjustment segments to deflect in the same direction simultaneously. At the same time, the deformation process can also ensure that the shape change of the wing body surface is continuous and smooth, so that the deformation range of the wing body is larger and can meet the needs of more extreme shape transformation.

[0030] In other embodiments, the three-stage drive unit 330 is used to drive the first adjustment section 130, the second adjustment section 140, and the third adjustment section 150 to deflect in the same direction simultaneously. By driving the overall deflection of the tail section of the wing body through the three-stage drive unit 330, the deformation process is more continuous and smooth.

[0031] In a preferred embodiment of this application, the primary drive component 310, the secondary drive component 320, and the tertiary drive component 330 are all shape memory alloys. The drive unit also includes an actuator, which is disposed in the storage compartment 120. The actuator is used to heat the primary drive component 310, the secondary drive component 320, and the tertiary drive component 330 individually, so that each drive component deforms individually, thereby realizing the transformation of the wing body into different shapes. Specifically, when it is necessary to deform the first adjustment section 130, heating the primary drive component 310 on one side of the wing body is sufficient; however, when it is necessary for the second adjustment section 140 to deflect, heating the primary drive component 310 on one side of the wing body and heating the secondary drive component 320 on the other side, the heating of the primary drive component 310 ensures that the heating of the secondary drive component 320 can counteract the deflection of the first adjustment section 130. The deflection generated by the first adjustment segment 130 and the second adjustment segment 140 can be deflected independently. When the third adjustment segment 150 needs to be deflected, the secondary drive component 320 on one side of the wing fuselage is heated, and the tertiary drive component 330 on the other side is heated. The heating of the secondary drive component 320 can make the heating of the tertiary drive component 330 able to counteract the deflection generated by the first adjustment segment 130 and the second adjustment segment 140, thereby enabling the third adjustment segment 150 to be deflected independently. The structure is simple. At the same time, it can realize the deflection of one adjustment segment or the joint adjustment of multiple adjustment segments, thereby realizing the transformation of different wing fuselage shapes. It should be noted that when the deflection of the adjustment segment causes the wing fuselage to deform, the corresponding flexible connector 400 also deforms. After the wing fuselage deformation is completed, the adjustment segments can be automatically reset under the action of the flexible connector 400.

[0032] Furthermore, such as Figure 3 As shown, one end of the primary drive member 310 is fixed to the front section, and the other end is inserted into the first adjustment section 130. The primary drive member 310 is then restricted from disengaging from the first adjustment section 130 by a limiting ball 301. When the driver heats the primary drive member 310, the drive member 310 deforms, causing the first adjustment section 130 to deflect via the limiting ball 301. When heating ceases, the primary drive member 310 returns to its original position, and the adjustment block also slowly returns to its original position under the action of the flexible connector 400. For example... Figure 4 As shown, two primary drive components 310 are provided on each side, making the adjustment block more evenly distributed.

[0033] Furthermore, such as Figure 3 As shown, one end of the secondary drive component 320 is fixed to the front section, and the other end passes through the first adjustment section 130 and is inserted into the second adjustment section 140. A limiting ball 301 then restricts the secondary drive component 320 from disengaging from the second adjustment section 140. This connection method allows the secondary drive component 320 to simultaneously drive the first adjustment section 130 and the second adjustment section 140 to deflect in the same direction during heating. The overall structure is also simpler and easier to control. For example... Figure 4 As shown, two secondary drive components 320 are provided on each side, which makes the adjustment block more evenly distributed.

[0034] Furthermore, such as Figure 3 As shown, one end of the three-stage drive component 330 is fixed to the front section, and the other end passes through the first adjustment section 130 and the second adjustment section 140 and is inserted into the third adjustment section 150. A limiting ball 301 then restricts the three-stage drive component 330 from disengaging from the third adjustment section 150. This connection method allows the three-stage drive component 330 to simultaneously drive the first adjustment section 130, the second adjustment section 140, and the third adjustment section 150 to deflect in the same direction during heating. The overall structure is also simpler and easier to control. For example... Figure 4 As shown, two tertiary drive components 330 are provided on each side, making the adjustment block more evenly distributed. In addition, two primary drive components 310 are located between two secondary drive components 320, and two secondary drive components 320 are located between two tertiary drive components 330.

[0035] In some other preferred embodiments, the flexible connector 400 includes at least one pair of spring plates 410, with the two spring plates 410 of the same pair arranged crosswise. One end of the spring plate 410 is close to one side of the wing body, and the other end is close to the other side of the wing body, so as to better realize the deflection of the adjustment block and drive the adjustment block to return to its original position, ensuring that the wing body shape change is smoother.

[0036] In some other preferred embodiments, the first flexible element 210 is a flexible skin, and the second flexible element 220 is a corrugated plastic element. The plastic element can be made of metal or plastic and is used to make the part of the first flexible element 210 that is not in contact with the adjustment block or the front section more uniformly when the wing body changes shape. The second flexible element 220 absorbs the warp generated by the first flexible element 210, thereby achieving the effect of smooth wing deformation and making the wing body deformation process smoother.

[0037] When the actuator drives the primary drive component 310 on one side of the wing body, the wing will deform to form one. The specific process is as follows: the constant current output from the power supply in the storage compartment 120 heats the primary drive component 310, causing it to undergo a complete phase change, thereby driving the flexible connector 400 at its position to deflect, which in turn causes the trailing edge to deflect as a whole. There is at least one pair of spring plates 410 at the position of the primary drive component 310, so the deflection angle of the cross spring flexible hinge 3 is the deflection angle of the wing.

[0038] When the actuator drives the third-stage actuator 330 on one side of the wing body, the wing will deform into shape three. The specific process is as follows: the constant current output from the power supply in the storage compartment 120 heats the third-stage actuator 330, causing it to undergo a complete phase change, which in turn drives the flexible connector 400 at its position to deflect, causing the trailing edge to deflect as a whole. There are three pairs of spring plates 410 involved in the third-stage actuator 330. Therefore, the deflection angle of the wing is the result of the combined action of the three pairs of spring plates 410 at the position of the third-stage actuator 330.

[0039] When the actuator simultaneously drives the first-stage actuator 310, the second-stage actuator 320, and the third-stage actuator 330, the wing will deform into shape four. The specific process is as follows: the constant current output from the power supply in the storage compartment 120 heats the first-stage actuator 310, the second-stage actuator 320, and the third-stage actuator 330 simultaneously, causing them to undergo a complete phase change, thereby driving the various flexible connectors 400 at their positions to deflect, thus achieving overall deflection of the trailing edge. Therefore, the deflection angle of the wing is the result of the combined action of the flexible connectors 400.

[0040] The embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, the present invention is not limited to the above embodiments. Within the scope of knowledge possessed by those skilled in the art, various changes can be made without departing from the spirit of the present invention.

Claims

1. A variable trailing edge camber airfoil, characterized in that: include The wing body includes a forward section, a first adjustment section (130), a second adjustment section (140) and a third adjustment section (150) arranged sequentially. The forward section and the first adjustment section (130) and each adjustment section are connected by a flexible connector (400). The first flexible element (210) covers both sides of the wing body; The second flexible member (220) is connected between the front section and the first adjustment section (130) and between each adjustment section, and the second flexible member (220) is attached to the first flexible member (210); and The drive unit disposed on the wing body includes at least one set of drive structures (300). The drive structure (300) includes a primary drive member (310), a secondary drive member (320), and a tertiary drive member (330). The primary drive member (310) is used to drive the first adjustment section (130) to deflect. The secondary drive member (320) is used to drive the first adjustment section (130) and the second adjustment section (140) to deflect in the same direction. The tertiary drive member (330) is used to drive the first adjustment section (130), the second adjustment section (140), and the third adjustment section (150) to deflect in the same direction. The first-level drive component (310), the second-level drive component (320), and the third-level drive component (330) are all shape memory alloys. The drive unit also includes an actuator, which is used to heat the first-level drive component (310), the second-level drive component (320), and the third-level drive component (330) separately so that each drive component deforms individually. One end of the primary drive member (310) is fixed to the front section, and the other end is inserted into the first adjustment section (130) and then restricted by the limiting ball (301) to prevent the primary drive member (310) from disengaging from the first adjustment section (130). One end of the secondary drive unit (320) is fixed to the front section, and the other end passes through the first adjustment section (130) and is inserted into the second adjustment section (140). The secondary drive unit (320) is restricted from disengaging from the second adjustment section (140) by a limiting ball (301). One end of the three-stage drive member (330) is fixed to the front section, and the other end passes through the first adjustment section (130) and the second adjustment section (140) and is inserted into the third adjustment section (150). The three-stage drive member (330) is restricted from disengaging from the third adjustment section (150) by a limiting ball (301).

2. The variable trailing edge camber wing according to claim 1, characterized in that: The drive structure (300) is provided on both sides of the wing body.

3. The variable trailing edge camber wing according to claim 1, characterized in that: The secondary drive unit (320) is used to drive the first adjustment segment (130) and the second adjustment segment (140) to deflect simultaneously in the same direction.

4. The variable trailing edge camber wing according to claim 1, characterized in that: The three-stage drive unit (330) is used to drive the first adjustment segment (130), the second adjustment segment (140), and the third adjustment segment (150) to deflect simultaneously in the same direction.

5. The variable trailing edge camber wing according to claim 1, characterized in that: The flexible connector (400) includes at least one pair of spring sheets (410), with the two spring sheets (410) of the same pair arranged crosswise, wherein one end of the spring sheet (410) is close to one side of the wing body and the other end is close to the other side of the wing body.

6. The variable trailing edge camber wing according to claim 1, characterized in that: The first flexible component (210) is a flexible skin, and the second flexible component (220) is a shaped component with a corrugated structure, which is made of metal or plastic.

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