Cross linkage cracking type wingtip wing

Abstract

The invention belongs to the technical field of aircraft wing control surface design, and particularly relates to a cross linkage cracking type wingtip wing. According to the wingtip wing, a cross linkage driving shaft mechanism is obliquely arranged on the outer side of a wing box of the fixed wing and is parallel to the wingtip edge of the fixed wing, and the cross linkage driving shaft mechanism comprises a cross linkage driving shaft front section and a cross linkage driving shaft rear section; the front wingtip winglet is arranged at the wingtip of the fixed wing, is connected with the front section of the cross linkage driving shaft and can deflect under the control of the front section of the cross linkage driving shaft; and the rear wingtip winglet is arranged at the wingtip of the fixed wing, is connected with the rear section of the cross linkage driving shaft, and can deflect under the control of the rear section of the cross linkage driving shaft. Through linkage of upward deflection of the front wingtip winglet and downward deflection of the rear wingtip winglet, lift force and pressure on the front wingtip winglet and the rear wingtip winglet counteract each other while drag resistance is generated, additional pitching torque and rolling torque are avoided, and the aircraft is easy and efficient to control.

Description

Technical Field

[0001] The present application belongs to the technical field of aircraft wing control surface design, and in particular relates to a cross-linked split wingtip wing. Background Art

[0002] The wingtip wing is an innovative control surface that ensures the heading control and stability of the aircraft during flight. It is mainly used on tailless flying wing layout aircraft that emphasize low detectability to replace the vertical tail rudder on traditional aircraft.

[0003] At present, the drag rudder surfaces used in flying wing aircraft have many shortcomings, such as:

[0004] 1. When the B-2 aircraft uses a drag rudder for heading control, the rudder surface is arranged in the turbulent area of ​​the wing surface at the trailing edge of the wing. The higher the flight speed, the larger the turbulent area and the lower the rudder effect, making it unsuitable for high-speed supersonic aircraft. At the same time, a large deflection angle is usually required to produce a sufficient control rudder effect, which will have an adverse effect on the low detectability performance of the entire aircraft.

[0005] 2. The single wingtip wing arranged at the wingtip has high efficiency in direct force control of the control surface and is suitable for supersonic aircraft. However, when it generates a drag yaw moment, it will also generate additional pitch moment and roll moment, which makes the flight control of the flying wing aircraft complicated and increases the design difficulty.

[0006] 3. A wingtip wing arranged along the span proposed by Russia, see Figure 1 , where 1 is the fixed wing, 11 is the leading edge of the wing, 12 is the trailing edge of the wing; 2 is the inner wingtip winglet; 3 is the outer wingtip winglet; 5 is the fixed wing end surface; 7 is the wingtip winglet end surface. Although this solution achieves self-balancing of pitch and roll moments while ensuring high rudder efficiency and solves the problem of three-axis moment coupling, its lateral vertical walls 5 and 7 will have an adverse effect on low-detectability performance, making it difficult to meet the use requirements of low-detectability flying wing aircraft.

[0007] Therefore, it is desired to have a technical solution to overcome or at least alleviate at least one of the above-mentioned defects of the prior art. Summary of the invention

[0008] The purpose of the present application is to provide a cross-linked split wingtip wing to solve at least one problem existing in the prior art.

[0009] The technical solution of this application is:

[0010] A cross-linked split wing tip wing, comprising:

[0011] A cross-linked drive shaft mechanism, wherein the cross-linked drive shaft mechanism is arranged obliquely outside the fixed wing box and parallel to the wing tip edge of the fixed wing, and the cross-linked drive shaft mechanism comprises a cross-linked drive shaft front section and a cross-linked drive shaft rear section;

[0012] A front wingtip winglet, which is arranged at the wingtip of the fixed wing and connected to the front section of the cross-linked drive shaft and can be deflected under the control of the front section of the cross-linked drive shaft;

[0013] A rear wingtip winglet is arranged at the wingtip of the fixed wing and is connected to the rear section of the cross-linked drive shaft, and can be deflected under the control of the rear section of the cross-linked drive shaft.

[0014] In at least one embodiment of the present application, the front wingtip winglet and the rear wingtip winglet are both parallelogram wingtip control surfaces, and each edge is parallel to the corresponding edge of the fixed wing.

[0015] In at least one embodiment of the present application,

[0016] The front wing tip winglet is deflected upward, and the deflection angle is 0° to 30°;

[0017] The rear wing tip winglet is deflected downward, and the deflection angle is 0° to -30°.

[0018] In at least one embodiment of the present application, the front wingtip winglet and the rear wingtip winglet are deflected in conjunction with each other. When the front wingtip winglet is deflected by A°, the rear wingtip winglet is deflected by -A°.

[0019] In at least one embodiment of the present application, when the aircraft is in cruising flight, the cross-linked split wingtip wings are closed or opened only to a predetermined small angle.

[0020] In at least one embodiment of the present application, when the aircraft performs a yaw maneuver, the cross-linked split wingtip wings on one side of the aircraft are opened to a predetermined large angle, and the cross-linked split wingtip wings on the other side are closed.

[0021] In at least one embodiment of the present application, the dynamic model of the cross-linked split wingtip wing during yaw maneuver control is:

[0022]

[0023] Where m is the mass of the aircraft; x, y, and z are the fuselage axis direction, height direction, and wingspan direction of the aircraft coordinate system respectively; the second-order derivative is are the angular velocity accelerations of the aircraft's roll angle, yaw angle, and pitch angle, respectively; △x, △y, and △z are the control forces generated by the deflection of the wingtip winglet in the x, y, and z axes, respectively; the subscripts 2 and 3 represent the front wingtip winglet and the rear wingtip winglet, respectively, and the subscripts left and right represent the left and right wings, respectively; Represent the unit vectors in the x-axis and z-axis directions respectively.

[0024] In at least one embodiment of the present application, let △y2=△y3, and only the cross-linked split wingtip wing on one side of the aircraft is opened during the yaw maneuver, then the dynamic model is simplified to:

[0025]

[0026] The invention has at least the following beneficial technical effects:

[0027] The cross-linked split wingtip wing of the present application is linked by the upward deflection of the front wingtip winglet and the downward deflection of the rear wingtip winglet. While generating drag resistance, the lift and pressure on the front and rear wingtip winglets offset each other, avoiding additional pitching moment and rolling moment, making the aircraft control simple and efficient; at the same time, the edges of the wingtip winglets are parallel and the side wall surfaces are eliminated, which makes it have good low-detectability performance and can meet the use requirements of low-detectability flying wing aircraft. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 It is a schematic diagram of a wingtip wing arranged along the span direction in the prior art;

[0029] Figure 2 is a schematic diagram of a cross-linked split wingtip wing according to one embodiment of the present application;

[0030] Figure 3 It is a schematic diagram of the yaw control moment of a cross-linked split wingtip according to one embodiment of the present application;

[0031] Figure 4 It is a comparison chart of RCS simulation curves of a cross-linked split wingtip wing scheme and a spanwise arranged wingtip wing scheme according to an embodiment of the present application. DETAILED DESCRIPTION

[0032] In order to make the purpose, technical scheme and advantages of the implementation of this application clearer, the technical scheme in the embodiment of this application will be described in more detail below in conjunction with the drawings in the embodiment of this application. In the drawings, the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The described embodiments are part of the embodiments of this application, not all of them. The embodiments described below with reference to the drawings are exemplary and are intended to be used to explain this application, and should not be construed as limitations on this application. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of this application. The embodiments of this application are described in detail below in conjunction with the drawings.

[0033] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the scope of protection of the present application.

[0034] The following is combined with Figures 1 to 4 This application is described in further detail.

[0035] The present application provides a cross-linked split wingtip wing, comprising: a cross-linked drive shaft mechanism, a front wingtip winglet 2 and a rear wingtip winglet 3.

[0036] Specifically, Figure 2 As shown, the cross-linked drive shaft mechanism is arranged obliquely at the outside of the wing box of the fixed wing 1 and is parallel to the wingtip edge of the fixed wing 1. The cross-linked drive shaft mechanism includes a cross-linked drive shaft front section and a cross-linked drive shaft rear section, which can respectively drive the front and rear wingtip winglets to rotate; the front wingtip winglet 2 is arranged at the wingtip of the fixed wing 1 and is connected to the cross-linked drive shaft front section, and can be deflected under the control of the cross-linked drive shaft front section; the rear wingtip winglet 3 is arranged at the wingtip of the fixed wing 1 and is connected to the cross-linked drive shaft rear section, and can be deflected under the control of the cross-linked drive shaft rear section.

[0037] The cross-linked split wingtip wing of the present application has a cross-linked drive shaft mechanism parallel to the edge of the wingtip of the fixed wing 1, one end of the cross-linked drive shaft mechanism is a fixed shaft connected to the wing box; the other end is a drive structure, which is divided into a cross-linked drive shaft front section and a cross-linked drive shaft rear section. The front wingtip winglet 2 and the rear wingtip winglet 3 are both parallelogram wingtip control surfaces, and each edge is parallel to the corresponding edge of the fixed wing 1.

[0038] In a preferred embodiment of the present application, the front wingtip winglet 2 is deflected upwards, and the deflection angle is 0° to 30°; the rear wingtip winglet 3 is deflected downwards, and the deflection angle is 0° to -30°. The front wingtip winglet 2 and the rear wingtip winglet 3 can be deflected cross-linked, when the front wingtip winglet 2 deflects A°, the rear wingtip winglet 3 deflects -A°.

[0039] In a preferred embodiment of the present application, when the flying wing aircraft is in low-observable cruising flight, the aircraft does not need or only needs a small amount of heading and yaw control torque. At this time, the cross-linked split wingtip wings are closed or only opened at a predetermined small angle, and the low-observable characteristics of the whole aircraft are maintained. Compared with the Russian wingtip wing solution arranged along the span direction, it has obvious low-observable advantages, such as Figure 4 When the flying wing aircraft needs to yaw, the cross-linked split wingtip wings on one side of the aircraft are opened to a predetermined large angle, and the cross-linked split wingtip wings on the other side are closed. At this time, the lift and pressure of the front and rear wingtip winglets offset each other, and the entire wingtip wing only generates a heading yaw control moment without additional pitch and roll moments.

[0040] The cross-linked split wing tip wing of the present application, such as Figure 3 As shown in Figure 2, the dynamic model during yaw maneuver control is:

[0041]

[0042] Where m is the mass of the aircraft; x, y, and z are the fuselage axis direction, height direction, and wingspan direction of the aircraft coordinate system respectively; the second-order derivative is are the angular velocity accelerations of the aircraft's roll angle, yaw angle, and pitch angle, respectively; △x, △y, and △z are the control forces generated by the deflection of the wingtip winglet in the x, y, and z axes, respectively; the subscripts 2 and 3 represent the front wingtip winglet and the rear wingtip winglet, respectively, and the subscripts left and right represent the left and right wings, respectively; Represent the unit vectors in the x-axis and z-axis directions respectively.

[0043] When designing, let △y2 = △y3, and only open the cross-linked split wingtip wing on one side of the aircraft during yaw maneuvers, then the dynamic model is simplified to:

[0044]

[0045] That is, compared with other drag rudder solutions, the wingtip drag rudder of the present application, when balancing the additional component force △y in the y-axis direction, not only retains the component force △x in the x-axis direction, but also retains the component force △z in the z-axis direction. At this time, the pitch moment and the rolling moment are 0, and the yaw moment is the combined effect of the x-axis drag resistance and the z-axis spanwise tension.

[0046] The cross-linked split wingtip wing of the present application can improve the low-observable flight control capability of low-observable flying wing aircraft in the field of aviation technology. Compared with other drag rudders, the present application has the following technical advantages:

[0047] 1. It has higher aerodynamic efficiency and control rudder effect. Compared with the B-2 drag rudder, the wingtip wing of this application is set on the windward surface and is directly acted upon by the airflow; compared with the single-piece wingtip wing, this application does not generate additional pitch and roll moments when generating yaw moments, and does not require other rudder surface linkage balancing control; compared with the Russian patent, the wingtip winglet of this application has a larger aspect ratio, thus bringing higher aerodynamic efficiency, which means that it has higher rudder effect and only requires a smaller rudder surface deflection angle to generate the same control force.

[0048] 2. It has a better low-detectability performance design. The smaller deflection angle of the rudder in the cruising state can control the adverse effects on the low-detectability performance of the aircraft; at the same time, the edges of the wingtip winglets are strictly designed in accordance with the parallel principle, and the longitudinal movable wide gaps and vertical walls between the wingtip winglets in the single-piece wingtip wing scheme and the Russian wingtip wing scheme are eliminated. The adoption of these measures makes the present application scheme have obvious low-detectability performance advantages compared with other wingtip wing schemes.

[0049] 3. It has simpler flight control design features.

[0050] The cross-linked split wingtip wing of the present application fully considers the constraints of low detectability and aerodynamic integrated design, and meets the requirements of aerodynamic efficiency and high and low detectability. The wingtip winglets that make up the wingtip wing are arranged forward and backward along the heading, and the root is arranged on a drive shaft parallel to the wingtip, and it is ensured that the edges of the winglets are parallel to the wing, meeting the low detectability design requirements, thereby realizing the feasibility design of a platform solution that can be used for high-speed low detectable flying wing aircraft, and has clear application prospects.

[0051] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application shall be based on the protection scope of the claims.

Claims

1. A cross-linked split wing tip wing, characterized in that: include: A cross-linked drive shaft mechanism, the cross-linked drive shaft mechanism is arranged obliquely on the outside of the wing box of the fixed wing (1) and is parallel to the wing tip edge of the fixed wing (1), and the cross-linked drive shaft mechanism comprises a cross-linked drive shaft front section (11) and a cross-linked drive shaft rear section (12); A front wingtip winglet (2), the front wingtip winglet (2) being arranged at the wingtip of the fixed wing (1) and connected to the front section of the cross-linked drive shaft (11), and being capable of deflecting under the control of the front section of the cross-linked drive shaft (11); A rear wingtip winglet (3) is arranged at the wingtip of the fixed wing (1) and is connected to the rear section (12) of the cross-linked drive shaft, and can be deflected under the control of the rear section (12) of the cross-linked drive shaft.

2. The cross-linked split wing tip wing according to claim 1, characterized in that: The front wingtip winglet (2) and the rear wingtip winglet (3) are both parallelogram wingtip control surfaces, and each edge is parallel to the corresponding edge of the fixed wing (1).

3. The cross-linked split wing tip wing according to claim 2, characterized in that: The front wing tip winglet (2) is deflected upward, and the deflection angle is 0° to 30°; The rear wing tip winglet (3) is deflected downward, and the deflection angle is 0° to -30°.

4. The cross-linked split wing tip wing according to claim 3, characterized in that: The front wingtip winglet (2) and the rear wingtip winglet (3) are deflected in a coordinated manner. When the front wingtip winglet (2) is deflected by A°, the rear wingtip winglet (3) is deflected by -A°.

5. The cross-linked split wing tip wing according to claim 4, characterized in that: When the aircraft is in cruising flight, the cross-linked split wing tip wings are closed or opened only at a predetermined small angle.

6. The cross-linked split wing tip wing according to claim 5, characterized in that: When the aircraft performs a yaw maneuver, the cross-linked split wingtip wings on one side of the aircraft are opened to a predetermined large angle, and the cross-linked split wingtip wings on the other side are closed.

7. The cross-linked split wing tip wing according to claim 6, characterized in that: The dynamic model of the cross-linked split wingtip wing during yaw maneuver control is: Where m is the mass of the aircraft; x, y, and z are the fuselage axis direction, height direction, and wingspan direction of the aircraft coordinate system respectively; the second-order derivative is are the angular velocity accelerations of the aircraft's roll angle, yaw angle, and pitch angle, respectively; △x, △y, and △z are the control forces generated by the deflection of the wingtip winglet in the x, y, and z axes, respectively; the subscripts 2 and 3 represent the front wingtip winglet and the rear wingtip winglet, respectively, and the subscripts left and right represent the left and right wings, respectively; Represent the unit vectors in the x-axis and z-axis directions respectively.

8. The cross-linked split wing tip wing according to claim 7, characterized in that: Let △y2=△y3, and only the cross-linked split wingtip wing on one side of the aircraft is opened during the yaw maneuver, then the dynamic model is simplified to:

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