Aircraft wing cracking type control surface and inner side molded surface shaping method thereof

Abstract

The invention belongs to the technical field of airplane wing cracking type control surface design, and particularly relates to an airplane wing cracking type control surface and an inner side molded surface shaping method thereof, and the airplane wing cracking type control surface comprises an upper movable wing surface and a lower movable control surface; the chordwise width of the upper movable wing surface is greater than that of the lower movable control surface; when the upper movable wing surface and the lower movable control surface are closed, the outer side surfaces of the upper movable wing surface and the lower movable control surface are conformal with the wing, the rear edge of the upper movable control surface is bent downwards, wraps the rear edge of the lower movable control surface and shields the rear edge of the lower movable control surface backwards, and the rear edge of the lower movable control surface is bent upwards to be matched with a molded surface at the corresponding part of the inner side of the upper movable control surface.

Description

Technical Field

[0001] The present application belongs to the technical field of aircraft wing split control surface design, and specifically relates to an aircraft wing split control surface and a method for modifying the inner surface thereof. Background Art

[0002] The split control surface is a typical feature of the flying wing layout aircraft. It consists of an upper movable control surface 3 and a lower movable control surface 4 suspended on the trailing edge of the wing 2 through a rotating shaft 1. It can be opened and closed according to the actual flight needs of the aircraft, such as Figure 1 shown.

[0003] When it is necessary to reduce the detectability of the aircraft, the movable control surface 3 and the lower movable control surface 4 on the split type control surface are usually closed. However, in order to avoid differential interference between the upper movable control surface 3 and the lower movable control surface 4 in the current split type control surface, a certain gap is designed when the upper movable control surface 3 and the lower movable control surface 4 are closed, and the chord length of the upper movable control surface 3 and the lower movable control surface 4 is relatively long. When closed, under the action of aerodynamic loads, the trailing edges of the upper movable control surface 3 and the lower movable control surface 4 cannot fit together, and the gap is difficult to eliminate, which will produce strong scattering like cavity holes. In addition, the upper movable control surface 3 and the lower movable control surface 4 usually have equal chord widths, and the trailing edges are directly exposed to the backward detection range, which will produce typical strong edge scattering, causing serious damage to the low detectability of the aircraft.

[0004] This application is proposed in view of the above-mentioned technical defects. Summary of the invention

[0005] The purpose of the present application is to provide an aircraft wing split control surface and an inner surface modification method thereof, so as to overcome or alleviate at least one of the known technical defects.

[0006] The technical solution of this application is:

[0007] On the one hand, a split-type control surface of an aircraft wing is provided, comprising an upper movable wing surface and a lower movable control surface;

[0008] The chord-wise width of the upper movable wing surface is greater than the chord-wise width of the lower movable rudder surface;

[0009] When the upper movable wing surface and the lower movable rudder surface are closed, their outer surfaces are conformal to the wing, and the trailing edge of the upper movable rudder surface is bent downward to wrap the trailing edge of the lower movable rudder surface, blocking the trailing edge of the lower movable rudder surface backwards, and the trailing edge of the lower movable rudder surface is bent upward to match the profile of the corresponding part on the inner side of the upper movable rudder surface.

[0010] According to at least one embodiment of the present application, in the above-mentioned aircraft wing split control surface, the chord-wise width of the upper movable wing surface is 50 to 60 mm greater than the chord-wise width of the lower movable control surface.

[0011] According to at least one embodiment of the present application, in the above-mentioned aircraft wing split control surface, the chord-wise width of the upper movable wing surface is 55 mm greater than the chord-wise width of the lower movable control surface.

[0012] According to at least one embodiment of the present application, in the above-mentioned aircraft wing split control surface, when the upper movable wing surface and the lower movable control surface are closed, the angle between the trailing edge of the lower movable control surface and the inner curved matching surface of the upper movable control surface and the chord direction is 30° to 40°.

[0013] According to at least one embodiment of the present application, in the above-mentioned aircraft wing split control surface, when the upper movable wing surface and the lower movable control surface are closed, the angle between the trailing edge of the lower movable control surface and the inner curved matching surface of the upper movable control surface and the chord direction is 35°.

[0014] According to at least one embodiment of the present application, in the above-mentioned aircraft wing split control surface, when the upper movable wing surface and the lower movable control surface are closed, the surface gap between the trailing edge of the lower movable control surface and the corresponding part on the inner side of the upper movable control surface is no more than 2 mm.

[0015] According to at least one embodiment of the present application, in the above-mentioned aircraft wing split control surface, the inner surfaces of the upper movable wing surface and the lower movable control surface are coated with radar-absorbing coating.

[0016] According to at least one embodiment of the present application, in the above-mentioned aircraft wing split control surface, the profile at the trailing edge of the lower movable control surface and the corresponding portion on the inner side of the upper movable control surface is modified forward to be a wavy curved surface.

[0017] According to at least one embodiment of the present application, in the above-mentioned aircraft wing split control surface, the wavy shaping area of ​​the inner surface of the lower movable control surface and the upper movable control surface includes a group of wave crests and wave troughs, and the wavelength distance is 70 to 75 mm.

[0018] According to at least one embodiment of the present application, in the above-mentioned aircraft wing split control surface, the wave-shaped shaping area of ​​the inner surface of the lower movable control surface and the upper movable control surface, the wave crests and wave troughs near the roots of the control surfaces show a gradually rising trend.

[0019] According to at least one embodiment of the present application, in the above-mentioned aircraft wing split control surface, the height between the highest point of the adjacent wave crest and the lowest point of the wave trough in the wavy shaping area of ​​the inner surface of the lower movable control surface and the upper movable control surface is 10 to 20 mm.

[0020] According to at least one embodiment of the present application, in the above-mentioned aircraft wing split control surface, the wavy modified areas on the inner side of the lower movable control surface and the upper movable control surface and the boundary parts with the unmodified areas have smooth transitions.

[0021] According to at least one embodiment of the present application, in the above-mentioned aircraft wing split control surface, the wavy modified areas of the inner surfaces of the lower movable control surface and the upper movable control surface are smoothly transitioned to the boundaries with the unmodified areas by chamfering.

[0022] On the other hand, a method for modifying the inner surface of a cracked control surface of an aircraft wing is provided, which is used to modify the inner surface of the cracked control surface of the aircraft wing, comprising:

[0023] Step 1: determine the boundary of the profile modification at the corresponding position of the trailing edge of the lower movable rudder surface and the inner side of the upper movable rudder surface.

[0024] Step 2: Project the inner profiles of the lower movable rudder surface and the upper movable rudder surface onto the end base surface along the span direction to obtain the inner profile base curve.

[0025] Step 3: On the end base surface, within the boundary of the inner surface modification, modify the inner surface basic curves of the lower movable rudder surface and the upper movable rudder surface into wavy curves, thereby obtaining the inner surface of the movable rudder surface and the upper movable rudder surface, and modify the inner surface of the movable rudder surface and the upper movable rudder surface accordingly.

[0026] According to at least one embodiment of the present application, in the above-mentioned method for modifying the inner surface of the split-type control surface of an aircraft wing, in step 1, a point 1 / 4 of the chord-wise width from the trailing edge of the control surface is selected as the boundary for modifying the inner surface of the upper movable control surface, and a point 1 / 5 of the chord-wise width from the trailing edge of the control surface is selected as the boundary for modifying the inner surface of the lower movable control surface;

[0027] In step three, the wave curve is designed to include a crest and a trough, with a wave height of 15 mm and a wavelength of 76 mm, and a smooth transition is adopted between the boundary of the inner surface modification and the inner surface basic curve.

[0028] This application has at least the following beneficial technical effects:

[0029] Provided are a split rudder surface of an aircraft wing and a method for modifying the inner surface thereof. The chord-wise width of an upper movable wing surface is designed to be greater than the chord-wise width of a lower movable rudder surface. When the split rudder surface is closed, the trailing edge of the upper movable rudder surface bends downward to wrap the trailing edge of the lower movable rudder surface, and the trailing edge of the lower movable rudder surface is backwardly shielded, thereby preventing the trailing edges of the upper movable wing surface and the lower movable rudder surface from being directly exposed within a backward detection range, reducing the strong scattering characteristics of the edges, and backwardly shielding the gap between the upper movable rudder surface and the lower movable rudder surface, thereby converting the strong scattering of a cavity-like aperture into the weak scattering of a gap with discontinuous traveling waves, thereby effectively reducing the scattering of the rudder surface. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 It is a schematic diagram of the split control surface of the existing aircraft wing;

[0031] Figure 2 It is a schematic diagram of the installation of the aircraft wing split control surface on the wing provided by the embodiment of the present application;

[0032] Figure 3 yes Figure 2 Sectional view at AA;

[0033] Figure 4 It is a schematic diagram provided by an embodiment of the present application;

[0034] in:

[0035] 1-rotating shaft; 2-wing; 3-upper movable control surface; 4-lower movable control surface.

[0036] In order to better illustrate the present embodiment, some parts of the drawings may be omitted, enlarged or reduced, and do not represent the size of the actual product. In addition, the drawings are only used for illustrative purposes and should not be construed as limitations on the present application. DETAILED DESCRIPTION

[0037] In order to make the technical solution and advantages of the present application clearer, the technical solution of the present application will be described in further detail in detail and in detail with reference to the accompanying drawings. It can be understood that the specific embodiments described here are only partial embodiments of the present application, which are only used to explain the present application, not to limit the present application. It should be noted that, for the convenience of description, only the parts related to the present application are shown in the accompanying drawings, and other related parts can refer to the general design.

[0038] In addition, unless otherwise defined, the technical terms or scientific terms used in the description of this application shall have the usual meanings understood by those of ordinary skill in the art to which this application belongs. The words used in the description of this application to indicate orientation are only used to indicate relative directions or positional relationships. When the absolute position of the described object changes, its relative positional relationship may also change accordingly. The word "include" used in the description of this application indicates that the elements or objects appearing before the word include the elements or objects listed after the word and their equivalents, but does not exclude other elements or objects.

[0039] In addition, it should be noted that, unless otherwise clearly specified and limited, the words "installation", "connection" and similar terms used in the description of this application should be understood in a broad sense. For example, the connection 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. Technical personnel in the field can understand its specific meaning in this application according to the specific circumstances.

[0040] A split-type control surface of an aircraft wing is installed on the wing. Figure 2 shown.

[0041] The chord-wise width of the upper movable wing surface 3 is greater than the chord-wise width of the lower movable rudder surface 4 .

[0042] When the upper movable wing surface 3 and the lower movable rudder surface 4 are closed, the outer surfaces of the upper movable wing surface 3 and the lower movable rudder surface 4 are conformal to the wing 2 to ensure the aerodynamic shape of the wing 2, and the trailing edge of the upper movable rudder surface 3 is bent downward to wrap the trailing edge of the lower movable rudder surface 4, and the trailing edge of the lower movable rudder surface 4 is backward blocked, and the trailing edge of the lower movable rudder surface 4 is bent upward to match the profile of the corresponding part of the inner side of the upper movable rudder surface 3, such as Figure 3 shown.

[0043] In the split-type control surface of the aircraft wing disclosed in the above-mentioned embodiment, the chord-wise width of the upper movable wing surface 3 is designed to be larger than the chord-wise width of the lower movable rudder surface 4. When the split-type control surface is closed, the trailing edge of the upper movable rudder surface 3 bends downward to wrap the trailing edge of the lower movable rudder surface 4, and the trailing edge of the lower movable rudder surface 4 is backward blocked. This can avoid directly exposing the trailing edges of the upper movable wing surface 3 and the lower movable rudder surface 4 to the backward detection range, reduce the strong scattering characteristics of the edges, and backward block the gap between the upper movable rudder surface 3 and the lower movable rudder surface 4, and transform the strong scattering of the cavity-like aperture into the weak scattering of the gap with discontinuous traveling waves, thereby effectively reducing the scattering of the control surface.

[0044] In the split control surface of the aircraft wing disclosed in the above-mentioned embodiment, when the split control surface is designed to be closed, the trailing edge of the lower movable control surface 4 and the profile at the corresponding position on the inner side of the upper movable control surface 3 are bent upward to match, rather than the commonly seen right-angle match. In this way, when the aircraft is flying and the split control surface is loaded, the height difference of the gap displacement when squeezing occurs between the upper movable control surface 3 and the lower movable control surface 4 can be reduced, the height of the step formed by the squeezing can be reduced, and the discontinuous scattering caused by the step can be reduced. At the same time, the gap width when the upper movable control surface 3 and the lower movable control surface 4 are stretched can be reduced, and the gap scattering can be reduced, thereby ensuring the low detectability of the entire aircraft.

[0045] The chord-wise width of the upper movable wing surface 3 is 50-60 mm greater than the chord-wise width of the lower movable rudder surface 4, and can be specifically designed to be 55 mm, which should not be too large to ensure the aerodynamic performance when the upper movable rudder surface 3 and the lower movable rudder surface 4 are opened.

[0046] When the upper movable wing surface 3 and the lower movable rudder surface 4 are closed, the angle between the trailing edge of the lower movable rudder surface 4 and the inner curved surface of the upper movable rudder surface 3 and the chord direction is 30° to 40°, specifically 35°, which should not be too large to ensure the low scattering characteristics of the gap.

[0047] When the upper movable wing surface 3 and the lower movable control surface 4 are closed, the profile gap between the trailing edge of the lower movable control surface 4 and the corresponding position on the inner side of the upper movable control surface 3 is not greater than 2 mm to ensure the low scattering characteristics of the gap.

[0048] The inner surfaces of the upper movable wing surface 3 and the lower movable rudder surface 4 are coated with radar absorbing paint to absorb radar waves entering the gap when the upper movable wing surface 3 and the lower movable rudder surface 4 are closed, thereby further reducing the scattering characteristics of the cracked rudder surface when it is closed.

[0049] The profile at the corresponding part of the trailing edge of the lower movable rudder surface 4 and the inner side of the upper movable rudder surface 3 is modified forward to be a wavy curved surface. In this way, when the upper movable wing surface 3 and the lower movable rudder surface 4 are closed, the radar waves entering the gap between the upper movable wing surface 3 and the lower movable rudder surface 4 can be reflected and attenuated multiple times by the curved inner profile, thereby further reducing the scattering characteristics of the split rudder surface when it is closed.

[0050] In order to further reduce the scattering characteristics of common radar waves when the split rudder is closed, the wave-shaped modification area on the inner side of the lower movable rudder surface 4 and the upper movable rudder surface 3 is designed as follows:

[0051] The wave-shaped shaping area on the inner side of the lower movable rudder surface 4 and the upper movable rudder surface 3 includes a group of wave crests and wave troughs, and the wavelength distance is 70 to 75 mm;

[0052] The wave-shaped shaping area of ​​the inner surface of the lower movable rudder surface 4 and the upper movable rudder surface 3, the wave crests and troughs near the roots of the rudder surfaces show a gradually rising trend;

[0053] The height between the highest point of the adjacent wave crest and the lowest point of the wave trough in the wave-shaped shaping area on the inner side of the lower movable rudder surface 4 and the upper movable rudder surface 3 is 10 to 20 mm;

[0054] The wave-shaped modified areas on the inner sides of the lower movable rudder surface 4 and the upper movable rudder surface 3 have smooth transitions to the boundaries with the unmodified areas, which can be achieved by using rounded corners.

[0055] In a specific example, the wing 2 is fixedly connected to the fuselage, the size of the wing 2 is 22m×9m, the fixed wing 1 is smoothly connected to the cracked control surface without gaps, and the surface is conductive and continuous, the span length of the cracked control surface is 2295mm, the chord width is 1128mm, and the thickness is 300mm, wherein the chord width of the upper movable control surface 3 is 1128mm, and the chord width of the lower movable control surface 4 is 1076mm. Referring to the following method for modifying the inner side profile of the cracked control surface of an aircraft wing, the profile at the corresponding position of the trailing edge of the lower movable control surface 4 and the inner side of the upper movable control surface 3 is modified:

[0056] Step 1: determine the boundary of the profile modification at the corresponding position of the trailing edge of the lower movable rudder surface 4 and the inner side of the upper movable rudder surface 3.

[0057] Specifically, the distance from the trailing edge of the rudder surface to 1 / 4 of the chord-wise width is selected as the boundary for the inner surface modification of the upper movable rudder surface 3, and the distance from the trailing edge of the rudder surface to 1 / 5 of the chord-wise width is selected as the boundary for the inner surface modification of the lower movable rudder surface 4.

[0058] Step 2: Project the inner profiles of the lower movable rudder surface 4 and the upper movable rudder surface 3 along the span direction onto the end base surface to obtain the inner profile base curve.

[0059] Step three: On the end base surface, within the boundary of the inner surface modification, modify the inner surface basic curves of the lower movable rudder surface 4 and the upper movable rudder surface 3 into wavy curves, and then obtain the inner surface of the movable rudder surface 4 and the upper movable rudder surface 3, and modify the inner surface of the movable rudder surface 4 and the upper movable rudder surface 3 accordingly.

[0060] The wave curve includes a crest and a trough, with a wave height of 15 mm and a wavelength of 76 mm, and a smooth transition is adopted between the boundary of the inner surface modification and the inner surface basic curve.

[0061] In a specific study, the radar scattering characteristics of the split rudder designed by the above embodiment are compared with those of the existing split rudder. Figure 4 As shown in the figure, within the range of backward oblique incidence angle, the maximum reduction can reach 20dB, and the radar scattering level is significantly reduced.

[0062] So far, the technical solution of the present application has been described in conjunction with the preferred embodiments shown in the accompanying drawings. Those skilled in the art should understand that the scope of protection of the present application is obviously not limited to these specific embodiments. Without departing from the principles of the present application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the scope of protection of the present application.

Claims

1. An aircraft wing split control surface, characterized in that: It comprises an upper movable wing surface (3) and a lower movable rudder surface (4); The chord-wise width of the upper movable wing surface (3) is greater than the chord-wise width of the lower movable rudder surface (4); When the upper movable wing surface (3) and the lower movable rudder surface (4) are closed, the outer surfaces of the upper movable wing surface (3) and the lower movable rudder surface (4) are conformal to the wing (2), and the trailing edge of the upper movable rudder surface (3) is bent downward to wrap the trailing edge of the lower movable rudder surface (4), and the trailing edge of the lower movable rudder surface (4) is backward blocked, and the trailing edge of the lower movable rudder surface (4) and the profile of the corresponding part on the inner side of the upper movable rudder surface (3) are bent upward to match.

2. The aircraft wing split control surface according to claim 1, characterized in that: The chord-wise width of the upper movable wing surface (3) is 50 to 60 mm greater than the chord-wise width of the lower movable rudder surface (4).

3. The aircraft wing split control surface according to claim 2, characterized in that: The chord-wise width of the upper movable wing surface (3) is greater than the chord-wise width of the lower movable rudder surface (4) by 55 mm.

4. The aircraft wing split control surface according to claim 3, characterized in that: When the upper movable wing surface (3) and the lower movable rudder surface (4) are closed, the angle between the rear edge of the lower movable rudder surface (4) and the inner curved matching surface of the upper movable rudder surface (3) and the chord direction is 30° to 40°.

5. The aircraft wing split control surface according to claim 4, characterized in that: When the upper movable wing surface (3) and the lower movable rudder surface (4) are closed, the angle between the rear edge of the lower movable rudder surface (4) and the inner curved matching profile of the upper movable rudder surface (3) and the chord direction is 35 degrees.

6. The aircraft wing split control surface according to claim 5, characterized in that: When the upper movable wing surface (3) and the lower movable rudder surface (4) are closed, the profile gap between the trailing edge of the lower movable rudder surface (4) and the corresponding position on the inner side of the upper movable rudder surface (3) is no greater than 2 mm.

7. The aircraft wing split control surface according to claim 6, characterized in that: The inner surfaces of the upper movable wing surface (3) and the lower movable rudder surface (4) are coated with wave-absorbing paint.

8. The aircraft wing split control surface according to claim 7, characterized in that: The profile at the corresponding position of the trailing edge of the lower movable rudder surface (4) and the inner side of the upper movable rudder surface (3) is modified forward to be a wavy curved surface.

9. The aircraft wing split control surface according to claim 8, characterized in that: The wave-shaped shaping area on the inner side of the lower movable rudder surface (4) and the upper movable rudder surface (3) includes a group of wave crests and wave troughs, and the wavelength distance is 70 to 75 mm.

10. The aircraft wing split control surface according to claim 9, characterized in that: In the wave-shaped shaping area of ​​the inner side profile of the lower movable rudder surface (4) and the upper movable rudder surface (3), the wave crests and wave troughs near the roots of the rudder surfaces show a gradually rising trend.

11. The aircraft wing split control surface according to claim 10, characterized in that: In the wave-shaped shaping area of ​​the inner surface of the lower movable rudder surface (4) and the upper movable rudder surface (3), the height between the highest point of the adjacent wave crest and the lowest point of the wave trough is 10 to 20 mm.

12. The aircraft wing split control surface according to claim 11, characterized in that: The wave-shaped modified areas on the inner side profiles of the lower movable rudder surface (4) and the upper movable rudder surface (3) and the boundary areas with the unmodified areas are smoothly transitioned.

13. The aircraft wing split control surface according to claim 12, characterized in that: The wave-shaped modified areas on the inner side of the lower movable rudder surface (4) and the upper movable rudder surface (3) and the boundary parts of the unmodified areas are smoothly transitioned in the form of rounded corners.

14. A method for modifying the inner surface of a cracked control surface of an aircraft wing, used for modifying the inner surface of the cracked control surface of an aircraft wing according to claim 13, characterized in that: include: Step 1: determine the boundary of the profile modification at the rear edge of the lower movable rudder surface (4) and the corresponding position on the inner side of the upper movable rudder surface (3). Step 2: Project the inner profiles of the lower movable rudder surface (4) and the upper movable rudder surface (3) onto the end base surface along the span direction to obtain the inner profile base curve. Step 3: On the end base surface, within the boundary of the inner profile modification, the inner profile base curves of the lower movable rudder surface (4) and the upper movable rudder surface (3) are modified into wavy curves, thereby obtaining the inner profiles of the movable rudder surface (4) and the upper movable rudder surface (3), and modifying the inner profiles of the movable rudder surface (4) and the upper movable rudder surface (3) accordingly.

15. The method for modifying the inner surface of a cracked control surface of an aircraft wing according to claim 14, characterized in that: In step 1, a point 1 / 4 of the chord-wise width from the trailing edge of the rudder surface is selected as the boundary for trimming the inner surface of the upper movable rudder surface (3), and a point 1 / 5 of the chord-wise width from the trailing edge of the rudder surface is selected as the boundary for trimming the inner surface of the lower movable rudder surface (4); In step three, the wave curve is designed to include a crest and a trough, with a wave height of 15 mm and a wavelength of 76 mm, and a smooth transition is adopted between the boundary of the inner surface modification and the inner surface basic curve.

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