A high-speed aircraft aerodynamic heat recovery and variant coupling device

Abstract

The present invention relates to an aerodynamic heat recovery and variant coupling device for a high-speed aircraft, comprising: an aerodynamic heat recovery structural unit (1), a speed sensor, a deformable wing frame (2), and a wing configuration control unit (3) connected to the aerodynamic heat recovery structural unit (1), the speed sensor, and the deformable wing frame (2); the aerodynamic heat recovery structural unit (1) is a thermoelectric conversion unit and is arranged in a heat concentration area at the front end of the aircraft, for converting thermal energy into electrical energy; the wing configuration control unit (3) controls the deformable wing frame (2) to change the wing configuration of the aircraft based on the electrical energy generated by the aerodynamic heat recovery structural unit (1) and the aircraft speed input by the speed sensor. This solution has the advantages of simple structure, excellent coupling, and strong practicality.

Description

Technical Field

[0001] The present invention relates to the technical field of thermal management and aerodynamic shape design of aircraft, and in particular to an aerodynamic heat recovery and variant coupling device for high-speed aircraft. Background Art

[0002] High-speed aircraft typically operate in near-space at altitudes between 20km and 100km, and their flight speeds are relatively high. Furthermore, when the aircraft maintains high-speed flight, it experiences intense friction with the air, generating significant aerodynamic drag, which severely impacts the aircraft's propulsion efficiency and range, and increases fuel consumption. At the same time, any minor irregularities on the aircraft's surface will dramatically increase drag, while also bringing about serious aerodynamic thermal issues. Therefore, thermal management has become a key issue in the research and design of high-speed aircraft. Current aerodynamic thermal research primarily encompasses dissipation, transport, and conversion technologies. Among these, thermoelectric conversion within conversion technology has gradually become one of the key development directions in the field of future aerospace thermal management, with the focus primarily on the design of thermoelectric materials, structural design, and research into heat transfer mechanisms. However, due to the complexity of the related structures and the lack of breakthroughs in key technologies, there is currently a lack of mature practical application cases.

[0003] High-speed gliders operate over a wide airspace, experience significant speed fluctuations, and face diverse flight conditions. Therefore, fixed-wing configurations struggle to adapt to these complex and changing flight environments. Variant designs can adapt aircraft to diverse operating conditions. Common variants include variable-sweep wings, folding wings, and variable-span variants. These typically require the addition of corresponding morphing mechanisms, drive systems, and control systems, increasing overall mass and reducing reliability, partially offsetting the benefits of improved lift-to-drag performance. In recent years, several intelligent variant programs (including active aeroelastic wings (AAW), morphing aircraft structures (MAS), and smart wings) have been proposed. However, currently, there are no mature material utilization, morphing schemes, or flight test plans.

[0004] It can be seen from the current prior art that there are still the following deficiencies:

[0005] For thermal management technology, especially thermoelectric conversion technology, current research mainly focuses on theoretical design and mechanism research. There is a lack of mature structural design solutions and physical models, and a lack of relevant data that can directly provide reference for flight tests.

[0006] Regarding variant technology, the current variant schemes have complicated the aircraft structure to a certain extent, resulting in increased aircraft mass and reduced reliability; while the intelligent variant schemes with better performance remain in the theoretical design stage and lack mature physical models to verify the results through flight.

[0007] Therefore, there is an urgent need to propose a design scheme that couples the thermoelectric conversion system with the variant system. Summary of the Invention

[0008] The technical problem to be solved by the present invention is to provide an aerodynamic heat recovery and variant coupling device for a high-speed aircraft.

[0009] To achieve the above-mentioned object, the present invention provides an aerodynamic heat recovery and variant coupling device for a high-speed aircraft, comprising: an aerodynamic heat recovery structural unit, a speed sensor, a deformable wing frame, and a wing configuration control unit connected to the aerodynamic heat recovery structural unit, the speed sensor, and the deformable wing frame;

[0010] The aerodynamic heat recovery structural unit is a thermoelectric conversion unit and is arranged in the heat concentration area at the front end of the aircraft, and is used to convert thermal energy into electrical energy;

[0011] The pneumatic heat recovery structural unit comprises: a first heat-resistant layer, a conversion layer and a support layer arranged in sequence from top to bottom, and a convection heat exchanger connected to the support layer;

[0012] The conversion layer includes: a second heat-resistant layer and a thermoelectric component embedded in the second heat-resistant layer;

[0013] The upper side of the thermoelectric component is spaced apart from the first heat-resistant layer, and the lower side of the thermoelectric component is spaced apart from the support layer;

[0014] The thermoelectric component is a single-layer structure, which includes a plurality of thermoelectric cells connected in series;

[0015] The wing configuration control unit controls the deformable wing skeleton to change the wing configuration of the aircraft based on the electric energy generated by the aerodynamic heat recovery structural unit and the aircraft speed input by the speed sensor.

[0016] According to one aspect of the present invention, the elastic deformation of the first heat-resistant layer at a temperature of 1300K is less than or equal to 0.3%;

[0017] The thermal conductivity of the second heat-resistant layer is less than 0.2 W / m·K at a temperature of 1300 K;

[0018] The thermal conductivity of the first heat-resistant layer is greater than the thermal conductivity of the second heat-resistant layer.

[0019] According to one aspect of the present invention, in the thermoelectric assembly, a plurality of the thermoelectric cells are connected in series at equal intervals along a winding extension direction;

[0020] The second heat-resistant layer is a Saffil fiber layer;

[0021] The first heat-resistant layer is a SiC layer;

[0022] The supporting layer is a TiC metal layer.

[0023] According to one aspect of the present invention, the deformable wing skeleton comprises: two skeleton units;

[0024] The skeleton units are arranged in one-to-one correspondence with the wings of the aircraft, and two of the skeleton units are symmetrically distributed on both sides of the fuselage of the aircraft;

[0025] The skeleton unit comprises: a plurality of skeleton modules arranged at intervals;

[0026] Along the direction from the front end to the rear end of the aircraft, the plurality of skeleton modules are arranged in sequence and spaced apart;

[0027] The skeleton module is an actuating mechanism extending along the span direction of the wing, and is connected to the upper wing skin along the thickness direction of the wing;

[0028] One end of the skeleton module close to the fuselage of the aircraft is fixedly connected to the fuselage.

[0029] According to one aspect of the present invention, the skeleton module includes: a plurality of mounting bases, a plurality of support structures and a plurality of drivers;

[0030] The plurality of mounting bases are arranged at intervals along a linear direction, and the support structure is arranged between two adjacent mounting bases;

[0031] The support structure and the driver are arranged in a one-to-one correspondence;

[0032] The support structure has two rotating connection ends and a lifting movable end;

[0033] The two rotating connection ends are respectively rotatably connected to the two adjacent mounting bases;

[0034] The driver has two driving connection ends;

[0035] The two driving connection ends are respectively connected to the two adjacent mounting bases;

[0036] The driver is used to drive the two adjacent mounting bases to move in a direction toward or away from each other, and based on the two adjacent mounting bases, it acts on the two rotating connection ends of the support structure and drives the lifting movable end to move back and forth in the vertical direction.

[0037] According to one aspect of the present invention, the support structure includes: two support arms and a push rod; the two support arms and the push rod are hinged together, wherein the end of the support arm away from the hinge position forms the rotating connection end, and the end of the push rod away from the hinge position forms the lifting movable end.

[0038] According to one aspect of the present invention, the driver is a memory alloy driver, which includes: an arc-shaped alloy plate and an electrothermal driving member provided on the arc-shaped alloy plate;

[0039] A through hole penetrating the body of the arc-shaped alloy plate is provided in the middle of the arc-shaped alloy plate along the length direction of the arc-shaped alloy plate;

[0040] The through hole is sleeved on the top rod.

[0041] According to one aspect of the present invention, the thermoelectric unit cell includes: an n-level structural member and a p-level structural member;

[0042] The n-level structural member includes: an n-level body, and n-level electrodes provided at opposite ends of the n-level body;

[0043] The p-level structural member includes: a p-level body, and p-level electrodes provided at opposite ends of the p-level body;

[0044] The p-level structural member is connected in series with the n-level structural member;

[0045] The n-level body and the p-level body are arranged in parallel and spaced apart, and the spacing between the n-level body and the p-level body is consistent with the spacing between two adjacent thermoelectric cells in the thermoelectric assembly;

[0046] The n-level host is Sr 0.9 La 0.1 TiO3 structural parts;

[0047] The p-level body is a Ca3Co4O9 structural member;

[0048] The arc-shaped alloy plate is a Ti-50Ni alloy plate.

[0049] According to one aspect of the present invention, the mounting base has an overall symmetrical structure;

[0050] Along the length direction of the mounting base, the mounting base is symmetrically provided with two rotation connection holes;

[0051] The rotating connection hole passes through both sides of the mounting base in the width direction;

[0052] Along the height direction of the mounting base, an embedding groove is provided on the upper side of the mounting base, and a sliding groove is provided on the lower side of the mounting base;

[0053] The embedding groove is arranged at the center position of the upper side of the mounting base along the length direction of the mounting base, and the embedding groove has openings on both sides of the mounting base in the width direction;

[0054] The extending direction of the sliding groove is perpendicular to the extending direction of the embedding groove, and the sliding groove has openings on both sides of the length direction of the mounting base.

[0055] According to one solution of the present invention, this solution replaces the traditional convection heat exchange method by the set pneumatic heat recovery structural unit, and effectively enhances the thermoelectric figure of merit of this solution by optimizing the thermoelectric unit cell of the pneumatic heat recovery structural unit, making its thermoelectric conversion efficiency higher.

[0056] According to one solution of the present invention, the aerodynamic heat recovery structural unit provided in this solution has the characteristic of high operating temperature, which makes this solution applicable to the high temperature environment of the leading edge of aircraft in different speed ranges, effectively improving the scope of application of this solution.

[0057] According to one solution of the present invention, a variety of wing configurations can be preset in the wing configuration control unit. Thus, the deformation control of the deformable wing skeleton can fully and flexibly adapt to different flight speeds, so that the aircraft airfoil can adapt to the corresponding flight speed more accurately, thereby significantly improving the flight capability of this solution.

[0058] According to one solution of the present invention, the deformable wing skeleton of this solution has the advantages of simple structure, excellent coupling and strong practicality. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] Figure 1 This is a structural diagram of an aerodynamic heat recovery and variant coupling device for a high-speed aircraft according to one embodiment of the present invention;

[0060] Figure 2 This is a structural diagram of a pneumatic heat recovery structural unit according to an embodiment of the present invention;

[0061] Figure 3 This is a schematic diagram of a pneumatic heat recovery unit according to an embodiment of the present invention;

[0062] Figure 4 A structural diagram of a thermoelectric cell according to an embodiment of the present invention;

[0063] Figure 5 A structural diagram of a skeleton module according to an embodiment of the present invention;

[0064] Figure 6This is a schematic diagram of the operating principle of a high-speed aircraft aerodynamic heat recovery and variant coupling device according to one embodiment of the present invention. DETAILED DESCRIPTION

[0065] To more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be derived from these drawings without inventive effort.

[0066] When describing the embodiments of the present invention, the orientation or positional relationship expressed by the terms "longitudinal", "transverse", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" are based on the orientation or positional relationship shown in the relevant drawings. They are only for the convenience of describing the present invention 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 operate in a specific orientation. Therefore, the above terms should not be understood as limiting the present invention.

[0067] The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. The embodiments cannot be described one by one here, but the embodiments of the present invention are not limited to the following embodiments.

[0068] like Figure 1 As shown, according to one embodiment of the present invention, an aerodynamic heat recovery and morphing coupling device for a high-speed aircraft comprises: an aerodynamic heat recovery unit 1, a velocity sensor, a deformable wing frame 2, and a wing configuration control unit 3 connected to the aerodynamic heat recovery unit 1, the velocity sensor, and the deformable wing frame 2. In this embodiment, the aerodynamic heat recovery unit 1 is a thermoelectric conversion unit. When a high-speed aircraft is in flight, the bow shock wave generated at the front of the aircraft causes severe aerodynamic heating effects, forming a heat concentration zone where the temperature can reach over 1000K. Therefore, the aerodynamic heat recovery unit 1 can be positioned in the heat concentration zone at the front of the aircraft. The aerodynamic heat recovery unit 1 can convert thermal energy into electrical energy and output it through the temperature difference. Furthermore, a velocity sensor is mounted on the exterior of the aircraft to facilitate measurement of the corresponding aircraft speed. Furthermore, the wing configuration control unit 3 controls the deformable wing frame 2 to change the aircraft's wing configuration based on the electrical energy generated by the aerodynamic heat recovery unit 1 and the aircraft speed input from the velocity sensor.

[0069] In this embodiment, the wing configuration control unit 3 pre-stores different wing configurations. Thus, based on the collected speed, the electrical energy generated by the aerodynamic heat recovery structural unit 1 can be distributed to the deformable wing skeleton 2. This allows the corresponding wing configuration to be matched to the speed based on the deformation of the deformable wing skeleton 2. In this embodiment, to facilitate and accurately achieve precise changes in wing configuration, the wing skin can be directly connected to the deformable wing skeleton 2. This allows the deformable wing skeleton 2 to serve as both the primary support structure and the deformation drive structure of the wing, achieving structural unification and significantly reducing the overall mass of the aircraft.

[0070] Combine Figure 2 and Figure 3 As shown, according to one embodiment of the present invention, the pneumatic heat recovery structural unit 1 includes: a first heat-resistant layer 11, a conversion layer 12, a support layer 13, and a convection heat exchanger; wherein, from top to bottom, the first heat-resistant layer 11, the conversion layer 12, and the support layer 13 are sequentially connected. In this embodiment, the first heat-resistant layer 11, the conversion layer 12, and the support layer 13 are fixedly connected to each other to ensure the reliability and stability of the structure of the entire pneumatic heat recovery structural unit 1 and to enable it to fully adapt to the high-temperature environment of the location where it is arranged. Furthermore, the conversion layer 12 includes: a second heat-resistant layer 121 and a thermoelectric component 122 embedded in the second heat-resistant layer 121; wherein, the upper side of the thermoelectric component 122 is spaced apart from the first heat-resistant layer 11, and the lower side of the thermoelectric component 122 is spaced apart from the support layer 13. Specifically, when the thermoelectric assembly 122 is embedded in the second heat-resistant layer 121, the body of the second heat-resistant layer 121 can cover both the upper and lower sides of the thermoelectric assembly 122, thereby ensuring that it is spaced apart from the first heat-resistant layer 11 and the support layer 13. This arrangement effectively ensures the isolation of the thermoelectric assembly 122 from the first heat-resistant layer 11 and the support layer 13, fully ensuring the reliable and stable installation of the thermoelectric assembly 122. Furthermore, based on this arrangement, the upper and lower sides of the thermoelectric assembly 122 are exposed to a temperature difference, achieving continuous thermoelectric conversion and generating electricity.

[0071] In this embodiment, the thermoelectric assembly 122 is a single-layer structure. By setting the thermoelectric assembly 122 as a single-layer structure, it can be evenly distributed in the second heat-resistant layer 121, so that all positions of the thermoelectric assembly 122 can be in a consistent temperature difference environment, effectively ensuring the continuous and stable operation of its thermoelectric conversion effect.

[0072] In this embodiment, the thermoelectric assembly 122 includes a plurality of thermoelectric cells 122a connected in series. The thermoelectric cell 122a is the smallest unit for thermoelectric conversion, and the number and distribution of the thermoelectric cells 122a are controlled to meet the corresponding power output performance.

[0073] In this embodiment, the convection heat exchanger is connected to the support layer 13 and is used to control the temperature of the support layer 13 through the heat transfer performance of the convection heat exchanger, thereby achieving stable and reliable maintenance of the temperature difference between the two sides of the second heat-resistant layer 121. Furthermore, the support layer 13 is configured as a structural layer that is easy to conduct heat, thereby further benefiting the maintenance of the temperature of the low-temperature side of the second heat-resistant layer 121, thereby providing stable support for maintaining the temperature difference state. In this embodiment, the convection heat exchanger can carry its own coolant to achieve its temperature control function, wherein the convection heat exchanger used is an existing mature structure, which can be seen in: Liu Yu. Research on multi-channel flow and heat transfer characteristics of aircraft leading edge structure [D]. Dalian University of Technology, 2023.

[0074] In this embodiment, the first heat-resistant layer 11 is configured as a non-insulating structural layer. As a result, the first heat-resistant layer 11 can be in direct contact with the incoming air flow in the heat concentration area at the front end of the aircraft. Moreover, the non-insulating characteristics of the first heat-resistant layer 11 result in the formation of a high-temperature zone on the side connected to the conversion layer 12. The thermal conductivity of the first heat-resistant layer 11 is greater than the thermal conductivity of the second heat-resistant layer 121. Thus, a low-temperature zone is formed on the side of the second heat-resistant layer 121 and the support layer 13. For this reason, the temperature difference between the two opposite sides of the second heat-resistant layer 121 can also act on the thermoelectric component 122 to generate corresponding electrical energy.

[0075] In this embodiment, the first heat-resistant layer 11 is capable of maintaining mechanical strength at a temperature of 1300 K, namely, an elastic deformation of less than or equal to 0.3%, and the second heat-resistant layer 121 has a thermal conductivity of less than 0.2 W / m·K at a temperature of 1300 K. Through the above arrangement, the first heat-resistant layer 11 effectively ensures structural stability in high-temperature environments, and the second heat-resistant layer 121 also fully meets the thermal insulation requirements in high-temperature environments, enabling the formation of a large temperature difference range within an effective thickness range. As a result, the aerodynamic heat recovery structural unit 1 in this solution is more adaptable to the front heat concentration area of ​​the aircraft, reducing the impact of the aerodynamic heat recovery structural unit 1's own structure on the aircraft structure.

[0076] Combine Figure 2 and Figure 3As shown, according to one embodiment of the present invention, the second heat-resistant layer 121 is a Saffil fiber layer; the first heat-resistant layer 11 is a SiC layer; and the support layer 13 is a TiC metal layer. Based on this, the temperature difference between the two opposite sides of the conversion layer 12 can reach 600K, so that the aerodynamic heat recovery structural unit 1 has an excellent temperature difference environment, and the aerodynamic heat recovery structural unit 1 has sufficient power generation performance and electrical energy output power. In addition, by setting the support layer 13 as a TiC metal layer, the structural strength and stability of the support layer 13 can be effectively guaranteed, and its overall mass can also be effectively reduced, so that the aerodynamic heat recovery structural unit 1 has better structural stability and reliability. In addition, in this solution, the shape of the support layer 13 can be set to match the shape of the installation position. Therefore, based on the structural strength and stability of the support layer 13, it can be more effectively guaranteed to maintain the shape of the aircraft in a high-speed and high-temperature environment.

[0077] Combine Figure 2 and Figure 3 As shown, according to one embodiment of the present invention, in the second heat-resistant layer 121, in the thermoelectric component 122, the thermoelectric cells 122a are distributed in a rectangular array, and the plurality of thermoelectric cells 122a are connected in series at equal intervals along a circuitous extension direction (i.e., an "S"-shaped extension); in this embodiment, the interval between adjacent thermoelectric cells 122a is 5 mm, that is, the interval between adjacent thermoelectric cells 122a in the horizontal and vertical directions is 5 mm.

[0078] Combine Figure 3 and Figure 4 As shown, according to one embodiment of the present invention, the thermoelectric unit cell 122a includes: an n-level structural member 122a1 and a p-level structural member 122a2; wherein, the n-level structural member 122a1 includes: an n-level main body 122a11, and n-level electrodes 122a12 respectively arranged at opposite ends of the n-level main body 122a11; the p-level structural member 122a2 includes: a p-level main body 122a21, and p-level electrodes 122a22 respectively arranged at opposite ends of the p-level main body 122a21; in this embodiment, the p-level structural member 122a2 is connected in series with the n-level structural member 122a1.

[0079] In this embodiment, the n-stage body 122a11 and the p-stage body 122a21 are arranged parallel to each other, with the spacing between them matching the spacing between adjacent thermoelectric cells 122a in the thermoelectric assembly 122. In this embodiment, the spacing between the n-stage body 122a11 and the p-stage body 122a21 can also be set to 5 mm. In this embodiment, both the n-stage body 122a11 and the p-stage body 122a21 are rectangular cylinders with square cross-sections. Furthermore, the height of the n-stage body 122a11 (i.e., the distance between the opposite ends of the n-stage body 122a11) and the height of the p-stage body 122a21 (i.e., the distance between the opposite ends of the p-stage body 122a21) are set to be the same. The height of the n-stage body 122a11 can be set to three times its cross-sectional dimension, and the height of the p-stage body 122a21 can also be set to three times its cross-sectional dimension. In this embodiment, the cross-sectional side length of the n-level body 122a11, the cross-sectional side length of the p-level body 122a21, and the spacing between the n-level body 122a11 and the p-level body 122a21 are all set to be consistent. As a result, the distribution of the n-level body 122a11 and the p-level body 122a21 in the thermoelectric component 122 shows that the spacing and entities have the same size, making the overall distribution more regular, and achieving the optimal distribution of the n-level body 122a11 and the p-level body 122a21 in a limited space, which is more beneficial to improving the electrothermal conversion performance of the thermoelectric component 122 and achieving higher thermoelectric conversion efficiency. Furthermore, the n-level body 122a11 is Sr 0.9 La 0.1 TiO3 structural parts; the p-level main body 122a21 is a Ca3Co4O9 structural part, and the thermoelectric unit cell 122a set up thereby can achieve a thermoelectric conversion efficiency of 10.65%, making the pneumatic heat recovery structural unit 1 have a more efficient power output capability.

[0080] In this embodiment, both the n-level electrode 122a12 and the p-level electrode 122a22 can be made of copper sheets, thereby sufficiently reducing the resistance during the transmission process, which is more beneficial to improving the output efficiency of electric energy.

[0081] Combine Figure 1 and Figure 5As shown, according to one embodiment of the present invention, the deformable wing skeleton 2 includes: two skeleton units 21; in this embodiment, the skeleton units 21 are arranged in a one-to-one correspondence with the wings of the aircraft, and the two skeleton units 21 are symmetrically distributed on both sides of the fuselage of the aircraft; in this embodiment, each skeleton unit 21 is used to control the deformation of the corresponding wing skin to achieve flexible adjustment of the wing shape. In this embodiment, the skeleton unit 21 adopts point-to-point individual action and / or combined action to achieve flexible adjustment of the wing skin shape. In this embodiment, the skeleton unit 21 includes: a plurality of skeleton modules 211 arranged at intervals; wherein, along the direction from the front end to the rear end of the aircraft, the plurality of skeleton modules 211 are arranged in sequence at intervals.

[0082] In this embodiment, the skeleton modules 211 are actuators extending along the span of the wing and connected to the upper wing skin along the thickness of the wing. Furthermore, to securely install the skeleton modules 211, the end of the skeleton modules 211 closest to the aircraft fuselage can be fixedly connected to the fuselage. This allows the structural members on the fuselage to support each skeleton module 211, ensuring that the skeleton modules 211 can accurately perform their corresponding deformation movements.

[0083] In this embodiment, multiple skeleton modules 211 can be connected to the same rod-shaped connector. This ensures uniformity in the movement of the multiple skeleton modules 211, further facilitating accurate deformation of the wing skin. Furthermore, the rod-shaped connector can be a carbon fiber rod, effectively reducing the mass of the connection structure while ensuring reliable connection.

[0084] like Figure 5As shown, according to one embodiment of the present invention, a skeleton module 211 includes: a plurality of mounting bases 211a, a plurality of support structures 211b, and a plurality of actuators 211c. The plurality of mounting bases 211a are arranged linearly and spaced apart, and the support structures 211b are arranged between two adjacent mounting bases 211a. The support structures 211b and the actuators 211c are arranged in a one-to-one correspondence. In this embodiment, the support structure 211b has two rotating connection ends 211b1 and a lifting movable end 211b2. The two rotating connection ends 211b1 are respectively rotatably connected to two adjacent mounting bases 211a. Furthermore, the actuator 211c has two drive connection ends 211c1, which are respectively connected to two adjacent mounting bases 211a. Thus, the driver 211c is used to drive two adjacent mounting bases 211a toward or away from each other, and based on the two adjacent mounting bases 211a, the two rotating connection ends 211b1 of the support structure 211b are acted upon to drive the lifting end 211b2 to reciprocate in the vertical direction. In this embodiment, the size of the skeleton module 211 can be designed based on the size of the waverider configuration, preferably with a 5Ma configuration for a close fit.

[0085] like Figure 5As shown, according to one embodiment of the present invention, the support structure 211b includes: two arms 2111 and a push rod 2112; the two arms 2111 and the push rod 2112 are hinged together, wherein the end of the arm 2111 away from the hinge position forms a rotating connection end 211b1, and the end of the push rod 2112 away from the hinge position forms a lifting movable end 211b2. In this embodiment, the arm 2111 includes: an arm body, a first connecting portion 2111a provided at the first end of the arm body, and a second connecting portion 2111b provided at the second end of the arm body; wherein the first connecting portion 2111a and the second connecting portion 2111b are both rod-shaped connecting members. In this embodiment, two first connecting portions 2111a are provided at intervals and in parallel at the first end of the arm body, wherein the end of the first connecting portion 2111a away from the arm body serves as the rotating connection end 211b1 of the arm 2111. In this embodiment, two second connecting portions 2111b are provided at intervals and in parallel at the second end of the support arm body, wherein the end of the second connecting portion 2111b away from the support arm body is the hinged connection position. In addition, at the second end of the support arm body, there is a gap between one of the second connecting portions 2111b and the edge of the support arm body. As a result, the two second connecting portions 2111b on the two support arms 2111 can be coaxially hinged by adopting a staggered manner, while also effectively ensuring the alignment between the edges of the two support arms 2111. In addition, the gap between the second connecting portion 2111b and the edge of the support arm body can be fully utilized to limit the extreme angular position of the two support arms 2111, which is more beneficial for ensuring the accurate limitation of the operating range of the support structure 211b.

[0086] In this embodiment, the push rod 2112 comprises a rectangular rod portion and a circular rod portion. The end of the rectangular rod portion, distal to the circular rod portion, is provided with a hinged sleeve, thereby enabling an articulated connection between the rectangular rod portion and the two support arms 2111. Furthermore, the width of the rectangular rod portion matches the spacing between the second connecting portions 2111b of the two hinged support arms 2111. This effectively eliminates the gap between the second connecting portions 2111b and the rectangular rod portion, further facilitating accurate and reliable installation of the push rod 2112. Furthermore, the end of the circular rod portion, distal to the rectangular rod portion, forms a lifting end 211b2. The radially enlarged end of the circular rod portion effectively increases the connection area of ​​the lifting end 211b2 formed on the circular rod portion, thereby facilitating securement to the wing skin. In this embodiment, the lifting end 211b2 and the wing skin can be secured to each other using bonding, riveting, or other methods. In addition, the lifting movable end 211b2 and the circular rod portion can be connected in a fixed manner, a detachable manner, or the like.

[0087] like Figure 5As shown, according to one embodiment of the present invention, the driver 211c is a memory alloy driver, which includes: an arc-shaped alloy plate 211c11 and an electrothermal driver disposed on the arc-shaped alloy plate 211c11; wherein, along the length direction of the arc-shaped alloy plate 211c11, a through hole 211c12 is disposed in the middle of the arc-shaped alloy plate 211c11, extending through the body thereof; and the two ends of the length direction of the arc-shaped alloy plate 211c11 are two drive connection ends 211c1. In this embodiment, the through hole 211c12 is sleeved on the top rod 2112, wherein the size of the through hole 211c12 matches the radial size of the circular rod portion of the top rod 2112, thereby enabling relative sliding between the top rod 2112 and the arc-shaped alloy plate 211c11. In addition, the sliding cooperation between the through hole 211c12 and the top rod 2112 effectively ensures accurate control of relative displacement. Further, by flexibly setting the interval between the rectangular rod and the lifting movable end 211b2, different effects can be achieved on the deformation process of the arc-shaped alloy plate 211c11. For example, the interval between the rectangular rod and the lifting movable end 211b2 of the arc-shaped alloy plate 211c11 is greater than the stroke of the arc-shaped alloy plate 211c11. As a result, the arc-shaped alloy plate 211c11 will not contact the rectangular rod and the lifting movable end 211b2 in the entire stroke range. At this time, the driving action is only transmitted through the two rotating connecting ends 211b1; the interval between the rectangular rod and the lifting movable end 211b2 of the arc-shaped alloy plate 211c11 is less than the stroke of the arc-shaped alloy plate 211c11. At this time, the arc-shaped alloy plate 211c11 will abut against the rectangular rod or the lifting movable end 211b2 in the entire stroke range. At this time, it not only has the function of driving transmission only through the two rotating connecting ends 211b1, but also has the function of abutment transmission when in contact with the rectangular rod or the lifting movable end 211b2. This abutment transmission method can realize the three-point support effect of the arc-shaped alloy plate 211c11, which can make it have higher support stability, especially for suppressing the vibration of the high-pressure position of the wing skin part during flight. It is more beneficial; the interval between the rectangular rod and the lifting movable end 211b2 of the arc-shaped alloy plate 211c11 can also be set to be consistent with the thickness of the arc-shaped alloy plate 211c11. Therefore, during the operation of the arc-shaped alloy plate 211c11, it always produces a three-point support effect with the supporting structure 211b, and thus, it can be more suitable for areas with higher structural stability requirements, which is more beneficial to fully ensure the support reliability of this solution.

[0088] In this embodiment, the curved alloy plate 211c11 can be configured as a semicircular arc structure, and the curved alloy plate 211c11 is a Ti-50Ni structural member. Of course, the curved alloy plate 211c11 can also be configured as a semi-elliptical arc, a trapezoidal shape with one side open, or an open structure composed of multiple radius arcs. In this case, corresponding electrothermal drive elements can be placed in different areas to achieve control of different drive distances. This configuration effectively ensures that the curved alloy plate 211c11 has sufficient travel, giving this solution a wider adjustment range.

[0089] In this embodiment, the curved alloy plate 211c11 can be directly powered and / or heated by an electric heating element to achieve control of the operating state of the curved alloy plate 211c11. The electric heating element can be operated by heating by power, for example, by being configured as a heating wire or other structure. Thus, the electric heating element can be provided as a single element and completely wrapped around the curved alloy plate 211c11, or multiple elements can be provided at intervals around the curved alloy plate 211c11 to achieve a zoned winding arrangement on the curved alloy plate 211c11. Thus, the movement of the curved alloy plate 211c11 can be flexibly controlled by flexibly adjusting the driving method of the curved alloy plate 211c11.

[0090] In this embodiment, the strokes of different support structures 211b and the sizes of different actuators 211c in the skeleton module 211 are set according to the positions of the control points of the wing skin, which will not be described in detail here.

[0091] Through the above-mentioned arrangement, by driving the electrothermal drive, the curvature of the arc-shaped alloy plate 211c11 can be controlled based on the heat generated by the electrothermal drive, thereby causing the two opposite ends of the arc-shaped alloy plate 211c11 to move in a direction closer to or farther from each other, thereby pushing the two adjacent mounting bases 211a to move back and forth. In this state, the two rotating connection ends 211b1 of the support structure 211b can be pushed to move in a direction closer to or farther from each other. At this time, the angle between the two support arms 2111 produces an adaptive change, thereby causing the top rod 2112 to move back and forth in the vertical direction. In this state, the position of the key point on the wing can be adjusted based on the connection between the lifting movable end 211b2 and the wing skin. Thus, by controlling the action of each driver 211, the position of the wing skin at different positions can be flexibly adjusted, thereby achieving an overall change in the overall configuration of the wing.

[0092] With the above arrangement, by setting a through hole 211c12 in the middle position of the arc-shaped alloy plate 211c11 and sleeved on the top rod 2112, the top rod 2112 can be reliably kept vertical based on the symmetry of the position of the through hole 211c12, thereby accurately controlling its movement direction to achieve precise control of the wing configuration.

[0093] like Figure 5 As shown, according to one embodiment of the present invention, the mounting base 211a is a symmetrical structure as a whole; wherein, along the length direction of the mounting base 211a, the mounting base 211a is symmetrically provided with two rotating connection holes 211a1; in this embodiment, the rotating connection holes 211a1 pass through both sides of the mounting base 211a in the width direction. Further, along the height direction of the mounting base 211a, the upper side of the mounting base 211a is provided with an embedding groove 211a2, and the lower side of the mounting base 211a is provided with a sliding groove 211a3; further, along the length direction of the mounting base 211a, the embedding groove 211a2 is provided at the center position of the upper side of the mounting base 211a, and the embedding groove 211a2 has openings on both sides of the width direction of the mounting base 211a; in this embodiment, the width of the mounting base 211a is consistent with the width of the arc-shaped alloy plate 211c11, and the arc-shaped alloy plate 211c11 The driving connection end 211c1 can be inserted into the embedding groove 211a2; wherein, in order to facilitate the fixed installation of the arc-shaped alloy plate 211c11 and the mounting base 211a, a connecting hole can be set on the mounting base 211a along the length direction, and a perforation is also set at the corresponding position on the arc-shaped alloy plate 211c11, and then the threaded connection is passed through the connecting hole on the mounting base 211a and the perforation at the corresponding position on the arc-shaped alloy plate 211c11 to lock it; of course, in order to further ensure the reliability of the connection, the embedding groove 211a2 can also be filled with fixing glue to make the connection more reliable.

[0094] In this embodiment, the extension direction of the sliding groove 211a3 is set perpendicular to the extension direction of the embedding groove 211a2, and the sliding groove 211a3 has openings on both sides of the length direction of the mounting base 211a; wherein, in order to facilitate the stable movement of the mounting base 211a on the aircraft, a slide rail can be set in the wing of the aircraft according to the change trend of each skeleton module 211, and the corresponding slide rail can be installed and moved in the direction during the action of the skeleton module 211 through the cooperation between the sliding groove 211a3 and the slide rail, thereby achieving flexible adjustment of the span size of the wing.

[0095] In this embodiment, when the skeleton module 211 is fixedly connected to the fuselage, it can be achieved through the installation base 211a closest to the fuselage, which will not be described in detail here.

[0096] According to one embodiment of the present invention, wing configuration control unit 3 can be implemented using a computer, single-chip microcomputer, FPGA, or other controller with storage capabilities. Furthermore, to achieve flexible allocation of aerodynamic heat recovery structural units 1, a battery for storing electrical energy can be provided within wing configuration control unit 3 to enable both storage and output of electrical energy.

[0097] In order to further illustrate this solution, its working principle is further described with reference to the accompanying drawings.

[0098] like Figure 6 As shown, the high-speed aircraft aerodynamic heat recovery and variant coupling device of this solution is installed in the aircraft, wherein the aerodynamic heat recovery structural unit 1 is arranged in the heat concentration area at the front end of the aircraft, and the deformable wing skeleton 2 is arranged in the aircraft wing and connected to the wing skin. In addition, a variety of wing configurations suitable for the aircraft wing are pre-set in the wing configuration control unit 3; wherein, the wing configuration set in the wing configuration control unit 3 is suitable for different incoming flow velocities. Therefore, during flight, the wing configuration control unit 3 can select the appropriate airfoil for the corresponding flight speed. The pre-set wing configuration is designed according to the waverider design method based on the kissing effect.

[0099] In this embodiment, during flight, the aerodynamic heat recovery structural unit 1 is used to generate electrical energy, and the speed sensor is used to detect the flight speed. Therefore, the wing configuration control unit 3 can select the corresponding airfoil based on the collected flight speed, and then distribute the electrical energy generated by the aerodynamic heat recovery structural unit 1 to each driver 211c to achieve deformation control of the wing.

[0100] In this embodiment, the electric energy distribution is based on the energy consumption of the memory alloy structure. The energy consumption formula of the memory alloy is:

[0101] ;

[0102] in, is the sum of the stress of the memory alloy and the external stress under the current strain condition, For strain.

[0103] The above contents are merely examples of specific solutions of the present invention. For devices and structures not described in detail, it should be understood that they can be implemented by adopting general devices and methods available in the art.

[0104] The above description is merely one embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or 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 high-speed aircraft aerodynamic heat recovery and variant coupling device, characterized in that: include: An aerodynamic heat recovery structural unit (1), a speed sensor, a deformable wing frame (2), and a wing configuration control unit (3) connected to the aerodynamic heat recovery structural unit (1), the speed sensor, and the deformable wing frame (2); The aerodynamic heat recovery structural unit (1) is a thermoelectric conversion unit and is arranged in the heat concentration area at the front end of the aircraft, and is used to convert thermal energy into electrical energy; The pneumatic heat recovery structural unit (1) comprises: a first heat-resistant layer (11), a conversion layer (12), and a support layer (13) arranged in sequence from top to bottom, and a convection heat exchanger connected to the support layer (13); The conversion layer (12) comprises: a second heat-resistant layer (121) and a thermoelectric component (122) embedded in the second heat-resistant layer (121); The upper side of the thermoelectric component (122) is spaced apart from the first heat-resistant layer (11), and the lower side of the thermoelectric component (122) is spaced apart from the support layer (13); The thermoelectric component (122) is a single-layer structure comprising a plurality of thermoelectric cells (122a) connected in series; The wing configuration control unit (3) controls the deformable wing skeleton (2) to change the wing configuration of the aircraft based on the electric energy generated by the aerodynamic heat recovery structural unit (1) and the aircraft speed input by the speed sensor.

2. The high-speed aircraft aerodynamic heat recovery and variant coupling device according to claim 1, characterized in that: The elastic deformation of the first heat-resistant layer (11) at a temperature of 1300K is less than or equal to 0.3%; The thermal conductivity of the second heat-resistant layer (121) is less than 0.2 W / m·K at a temperature of 1300 K; The thermal conductivity of the first heat-resistant layer (11) is greater than the thermal conductivity of the second heat-resistant layer (121).

3. The high-speed aircraft aerodynamic heat recovery and variant coupling device according to claim 2, characterized in that: In the thermoelectric assembly (122), a plurality of the thermoelectric cells (122a) are connected in series in sequence and at equal intervals along a circuitous extension direction; The second heat-resistant layer (121) is a Saffil fiber layer; The first heat-resistant layer (11) is a SiC layer; The supporting layer (13) is a TiC metal layer.

4. The high-speed aircraft aerodynamic heat recovery and variant coupling device according to claim 3, characterized in that: The deformable wing skeleton (2) comprises: two skeleton units (21); The skeleton units (21) are arranged in one-to-one correspondence with the wings of the aircraft, and two of the skeleton units (21) are symmetrically distributed on both sides of the fuselage of the aircraft; The skeleton unit (21) comprises: a plurality of skeleton modules (211) arranged at intervals; Along the direction from the front end to the rear end of the aircraft, a plurality of the skeleton modules (211) are arranged in sequence and spaced apart; The skeleton module (211) is an actuating mechanism extending along the span direction of the wing, and along the thickness direction of the wing, the skeleton module (211) is connected to the upper wing skin; One end of the skeleton module (211) close to the fuselage of the aircraft is fixedly connected to the fuselage.

5. The high-speed aircraft aerodynamic heat recovery and variant coupling device according to claim 4, characterized in that: The skeleton module (211) comprises: a plurality of mounting bases (211a), a plurality of supporting structures (211b) and a plurality of drivers (211c); A plurality of the mounting bases (211a) are arranged at intervals along a linear direction, and the support structure (211b) is arranged between two adjacent mounting bases (211a); The support structure (211b) and the driver (211c) are arranged in a one-to-one correspondence; The supporting structure (211b) has two rotating connection ends (211b1) and a lifting movable end (211b2); The two rotating connection ends (211b1) are respectively rotatably connected to the two adjacent mounting bases (211a); The driver (211c) has two driving connection ends (211c1); The two driving connection ends (211c1) are respectively connected to the two adjacent mounting bases (211a); The driver (211c) is used to drive the two adjacent mounting bases (211a) to move in a direction toward or away from each other, and based on the two adjacent mounting bases (211a), acts on the two rotating connection ends (211b1) of the support structure (211b) and drives the lifting movable end (211b2) to move back and forth in the vertical direction.

6. The high-speed aircraft aerodynamic heat recovery and variant coupling device according to claim 5, characterized in that: The support structure (211b) comprises: two support arms (2111) and a push rod (2112); the two support arms (2111) and the push rod (2112) are hinged together, wherein the end of the support arm (2111) away from the hinged position forms the rotating connection end (211b1), and the end of the push rod (2112) away from the hinged position forms the lifting movable end (211b2).

7. The high-speed aircraft aerodynamic heat recovery and variant coupling device according to claim 6, characterized in that: The driver (211c) is a memory alloy driver, comprising: an arc-shaped alloy plate (211c11) and an electric heating driving component arranged on the arc-shaped alloy plate (211c11); Along the length direction of the arc-shaped alloy plate (211c11), a through hole (211c12) penetrating the body of the arc-shaped alloy plate (211c11) is provided at the middle position of the arc-shaped alloy plate (211c11); The through hole (211c12) is sleeved on the top rod (2112).

8. The high-speed aircraft aerodynamic heat recovery and variant coupling device according to claim 7, characterized in that: The thermoelectric unit cell (122a) comprises: an n-level structural component (122a1) and a p-level structural component (122a2); The n-level structural member (122a1) comprises: an n-level main body (122a11), and n-level electrodes (122a12) respectively arranged at two opposite ends of the n-level main body (122a11); The p-level structural component (122a2) comprises: a p-level main body (122a21), and p-level electrodes (122a22) respectively provided at two opposite ends of the p-level main body (122a21); The p-level structural component (122a2) and the n-level structural component (122a1) are connected in series; The n-level body (122a11) and the p-level body (122a21) are arranged in parallel and spaced apart, and the spacing between the n-level body (122a11) and the p-level body (122a21) is consistent with the spacing between two adjacent thermoelectric cells (122a) in the thermoelectric component (122); The n-level body (122a11) is Sr 0.9 La 0.1 TiO3 structural parts; The p-level body (122a21) is a Ca3Co4O9 structural member; The arc-shaped alloy plate (211c11) is a Ti-50Ni alloy plate.

9. The high-speed aircraft aerodynamic heat recovery and variant coupling device according to any one of claims 5 to 8, characterized in that: The mounting base (211a) has an overall symmetrical structure; Along the length direction of the mounting base (211a), the mounting base (211a) is symmetrically provided with two rotation connection holes (211a1); The rotating connection hole (211a1) passes through both sides of the mounting base (211a) in the width direction; Along the height direction of the mounting base (211a), an embedding groove (211a2) is provided on the upper side of the mounting base (211a), and a sliding groove (211a3) is provided on the lower side of the mounting base (211a); Along the length direction of the mounting base (211a), the embedding groove (211a2) is arranged at the center position of the upper side of the mounting base (211a), and the embedding groove (211a2) has openings on both sides in the width direction of the mounting base (211a); The extending direction of the sliding groove (211a3) is arranged perpendicular to the extending direction of the embedding groove (211a2), and the sliding groove (211a3) has openings on both sides of the length direction of the mounting base (211a).

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