Combined wing and aircraft

Abstract

The invention discloses a combined wing and an aircraft, and belongs to the technical field of aircrafts. Comprising a trapezoidal wing, a multi-section wing and a spiral winglet, and the trapezoidal wing, the multi-section wing and the spiral winglet are sequentially connected in the direction from a wing root to a wingtip; the multi-section wing comprises a front-end wing and a rear-end wing, a wing gap is formed between the rear edge of the front-end wing and the front edge of the rear-end wing, and the attack angle of the rear-end wing is larger than that of the front-end wing; one end of the spiral winglet is smoothly connected with the wingtip of the front-end wing, the other end of the spiral winglet is smoothly connected with the wingtip of the rear-end wing, and the geometric center of the spiral winglet is located on the axis extension line of the trapezoidal wing; the spiral winglet is smoothly mounted at the wingtip position of the multi-section wing, so that the vortex of the wingtip of the trapezoidal wing can be effectively weakened, and the induced resistance is greatly reduced.

Description

Technical Field

[0001] This invention relates to the field of aircraft technology, and in particular to a combined wing and aircraft. Background Technology

[0002] A drone is an aircraft that does not require human piloting and is mainly controlled by radio remote control or its own program. It has advantages such as small size, low cost and ease of use.

[0003] In existing UAV designs, multi-segment wing structures are a core technology for achieving high lift coefficients in modern aircraft. This significantly improves lift performance during takeoff and landing and effectively delays airflow separation at high angles of attack, greatly enhancing flight safety. However, generating high lift leads to a significant increase in wingtip vortices, resulting in substantial induced drag. Therefore, overcoming the high induced drag caused by wingtip vortices in high-lift configurations has become a key bottleneck in optimizing multi-segment wing system performance and improving overall aircraft efficiency, and is also a challenging problem that urgently needs to be overcome in the field of aerodynamic design.

[0004] To address the aforementioned problems, this invention provides a combined wing and aircraft that solves the technical problem of strong wingtip vortex effect in existing high-lift wings. Summary of the Invention

[0005] This invention provides a combined wing and aircraft to solve the technical problem of strong wingtip vortex effect in existing high-lift wings.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: This invention provides a composite wing, comprising: A trapezoidal wing, a multi-segment wing, and a spiral wingtip winglet, wherein the trapezoidal wing, the multi-segment wing, and the spiral wingtip winglet are connected sequentially from the wing root to the wingtip; The multi-segment wing includes a leading wing and a trailing wing. There is a wing gap between the trailing edge of the leading edge of the leading edge of the leading edge of the trailing wing. The angle of attack of the trailing wing is greater than that of the leading wing. One end of the spiral winglet is smoothly connected to the wingtip of the leading wing, and the other end of the spiral winglet is smoothly connected to the wingtip of the trailing wing. The geometric center of the spiral winglet is located on the extended axis of the trapezoidal wing.

[0007] Furthermore, the width of the wing gap gradually increases along the direction from the wing root to the wingtip of the multi-segment wing.

[0008] Furthermore, the angle of attack of the rear wing is greater than that of the front wing.

[0009] Furthermore, the trailing edge of the rear wing is equipped with a movable aileron.

[0010] Furthermore, the trapezoidal wing and the multi-segment wing are connected by a connector, and a connecting rod is installed on the connector, with both ends of the connecting rod located on the front and rear sides of the combined wing.

[0011] An aircraft employing a composite wing, comprising: The fuselage, power module, combined wings mounted on both sides of the fuselage, and tail fin mounted at the rear of the fuselage; The power module includes a vertical take-off power unit mounted on the combined wing and a forward propulsion power unit mounted on the front of the fuselage; the vertical take-off power unit is used to provide lift power, and the forward propulsion power unit is used to provide forward propulsion.

[0012] Furthermore, the vertical lift assembly includes a rotor unit that provides vertical lift, and the rotor unit is mounted at the end of each of the connecting rods.

[0013] Furthermore, the fuselage and the trapezoidal wing are integrally formed structures.

[0014] Furthermore, the tail fin is a T-shaped tail fin.

[0015] Compared with the prior art, the technical solution disclosed in this invention has the following beneficial effects: By adopting the above-mentioned scheme, the combination of the trapezoidal wing and the multi-segment wing in this invention, and the setting of the rear wing's angle of attack being greater than that of the front wing, can form a high-lift wing. Then, the method of smoothly installing spiral winglets at the wingtips of the multi-segment wing, because its smooth, gradually changing spiral design has no sharp end structure, can continuously and gradually guide and dissipate the wingtip vortices. Compared with the scheme of installing traditional winglets at the ends of high-lift wings, it can significantly eliminate the wingtip vortices formed by the main wingtip and the winglet tip, thereby greatly reducing induced drag. At the same time, because the geometric center of the spiral winglet is located on the extension line of the trapezoidal wing's axis, it can further reduce the upwash airflow leaking from the wing gap and the moment at the wing root of the trapezoidal wing, thereby further reducing induced drag and improving the structural strength of the aircraft. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1This is a schematic diagram of the structure of an aircraft equipped with a combined wing in an embodiment of the present invention; Figure 2 for Figure 1 Schematic diagram of the structure of a composite wing; Figure 3 for Figure 2 A frontal view of the structure.

[0018] The components include: 1. Vertical lift unit; 2. Fuselage; 3. Trapezoidal wing; 4. Forward lift unit; 5. Tail; 6. Front wing; 7. Rear wing; 8. Spiral winglet; 9. Connecting rod; 10. Connecting component; 11. Movable aileron. Detailed Implementation

[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0021] This invention provides a combined wing and aircraft to solve the technical problem of strong wingtip vortex effect in existing high-lift wings.

[0022] refer to Figures 1 to 2 The present invention discloses a combined wing, comprising a trapezoidal wing 3, a multi-segment wing, and a helical winglet 8. The trapezoidal wing 3, the multi-segment wing, and the helical winglet 8 are connected sequentially from the wing root to the wingtip. The multi-segment wing includes a leading wing 6 and a trailing wing 7. There is a wing gap between the trailing edge of the leading wing 6 and the leading edge of the trailing wing 7. The angle of attack of the trailing wing 7 is greater than that of the leading wing 6. One end of the helical winglet 8 is smoothly connected to the wingtip of the leading wing 6, and the other end of the helical winglet 8 is smoothly connected to the wingtip of the trailing wing 7. The geometric center of the helical winglet 8 is located on the extended axis of the trapezoidal wing 3.

[0023] In this embodiment, a high-lift wing is formed by combining a trapezoidal wing 3 with a multi-segment wing and setting the angle of attack of the rear wing 7 to be greater than that of the front wing 6. Then, a spiral winglet 8 is smoothly installed at the wingtip of the multi-segment wing. Because its smooth, gradually changing spiral design has no sharp end structure, it can continuously and gradually guide and dissipate the wingtip vortex. Compared with the solution of installing traditional winglets at the end of a high-lift wing, it can significantly eliminate the wingtip vortex formed by the wingtip of the main wing and the winglet, thereby greatly reducing induced drag. At the same time, because the geometric center of the spiral winglet 8 is located on the extension line of the axis of the trapezoidal wing 3, it can further reduce the upwash airflow leaking from the wing gap and the moment at the wing root of the trapezoidal wing 3, thereby further reducing induced drag and improving the structural strength of the aircraft.

[0024] In this embodiment, the width of the wing gap gradually increases from the wing root to the wingtip of the multi-segment wing. The wing gap width refers to the arrangement direction of the front wing 6 and the rear wing 7. This method can ensure the airflow adhesion at the wingtip of the multi-segment wing during flight, preventing wingtip stall. At the same time, it can appropriately reduce wingtip lift, reduce wing bending moment, and further ensure safety.

[0025] In this embodiment, the angle of attack of the multi-segment wing gradually decreases from the wing root to the wingtip, further preventing the wingtip from stalling first and improving flight safety.

[0026] In this embodiment, a movable aileron 11 is installed on the trailing edge of the rear wing 7. The movable aileron 11 can adjust its tilt angle relative to the rear wing 7 based on flight requirements. When greater lift is needed during flight, the movable aileron 11 needs to be lowered to increase its tilt angle relative to the rear wing 7; conversely, the movable aileron 11 can be adjusted in the opposite direction to reduce lift. At the same time, if a roll moment occurs during flight, the flight attitude can be controlled by adjusting the movable aileron 11 on the corresponding side. Furthermore, in this embodiment, the movable aileron 11 assists the aircraft in turning, and combined with the assistance of multi-segment wings, it can avoid single-wing stall, thereby further reducing the turning radius and effectively improving flight flexibility and maneuverability.

[0027] This embodiment also discloses an aircraft, including a fuselage 2, a power module, combined wings mounted on both sides of the fuselage 2, and a tail fin 5 mounted at the rear of the fuselage 2. The power module includes a vertical takeoff and landing (VTOL) unit 1 mounted on the combined wings and a forward propulsion unit 4 mounted at the front of the fuselage 2. The VTOL unit 1 is used to provide lift, and the forward propulsion unit 4 is used to provide forward propulsion. The aircraft in this embodiment uses the VTOL unit 1 to provide vertical takeoff and landing power, enabling it to take off without relying on a runway, thus increasing its application scenarios. At the same time, the forward propulsion unit 4 mounted at the front of the fuselage 2, in conjunction with the fuselage 2, wings, and tail fin 5, ensures forward flight attitude, guarantees forward flight speed and lift, thereby meeting the requirements of flight in complex scenarios.

[0028] In this embodiment, the trapezoidal wing 3 and the multi-segment wing are connected by a connector 10. A connecting rod 9 is installed on the connector 10, and the two ends of the connecting rod 9 are located on the front and rear sides of the combined wing. The vertical take-off and landing unit 1 includes a rotor unit that provides vertical lift. A rotor unit is installed at the end of each connecting rod 9, thereby forming a four-point rotor unit layout on the aircraft. The lift and torque generated by this local method can be balanced and canceled out, so that the aircraft has efficient vertical take-off and landing capabilities and static stability.

[0029] It should be clarified that the forward propulsion unit 4 includes a propeller and a drive unit. The drive unit drives the propeller to rotate, thereby providing forward propulsion.

[0030] In this embodiment, the fuselage 2 and trapezoidal wing 3 are integrally molded structures. The fuselage 2 and trapezoidal wing 3 can be manufactured using a composite material co-curing integral molding method to improve the structural strength between the fuselage 2 and trapezoidal wing 3, and also reduce the structural weight of the aircraft, thereby increasing the effective payload of the aircraft and improving its performance. The preferred composite material is carbon fiber composite material, which is made by vacuum processing of carbon fiber filaments woven into a cloth and epoxy resin and other matrix materials. It possesses extremely high specific strength and specific stiffness, where specific strength represents the ratio of strength to weight, and specific stiffness represents the ratio of stiffness to weight, thus effectively improving the aircraft's endurance, payload capacity, and flight performance. It should be noted that any material that meets the specific strength and specific stiffness requirements can be used in the manufacturing of the fuselage 2 and trapezoidal wing 3. As a further optimization, the vacuum processing method mainly includes the following steps: Step 1: Mold Design: Create a negative or positive mold based on the fuselage 2 and trapezoidal wing 3 models; Step 2, Cutting and Laying: Cut and lay the pre-impregnated carbon fiber cloth in the mold according to the preset direction and number of layers; Step 3, Sealing and Canning: Place the mold with the material laid in a vacuum bag and vacuum it, then send the whole thing into the autoclave; Step 4: In an autoclave, the epoxy resin is melted and cured at high temperature. At the same time, the fiber layer is compacted by the combined action of air pressure and vacuum bag pressure, and air bubbles are expelled, resulting in a dense structure with high fiber content and low porosity.

[0031] In this embodiment, the multi-segment wing and the spiral winglet 8 are manufactured using 3D printing. The material used is PLA (Polylactic Acid) engineering plastic, and a single-wall spiral infill with an infill rate of approximately 6% is used to ensure a balance between structural strength and weight. The 6% infill rate means that the 3D printed overall uses a single-wall spiral infill of approximately 6%, while the top and bottom use a straight infill with 3 walls. The 3D printer parameters used are a layer height of approximately 0.2mm and a line width of approximately 0.3mm. Specific parameters can be modified and determined by the 3D printer brand based on these parameters.

[0032] In this embodiment, the tail fin 5 is a T-shaped tail fin 5, which allows for adjustment of the aircraft's flight attitude only when the forward propulsion unit 4 is in operation. Simultaneously, the T-shaped tail fin 5 can also avoid the influence of turbulent airflow generated by the vertical take-off and landing gear unit and the multi-terminal fin on its control effect, thereby improving the aircraft's flight handling performance. The tail fin 5 can also adopt other structural forms, as long as the same technical effect can be achieved.

[0033] It should be noted that, for those skilled in the art, it is obvious that the present invention is not limited to the details of the above exemplary embodiments, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the invention. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention, and no reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A composite wing, characterized in that, include: Trapezoidal wing (3), multi-segment wing and spiral wingtip winglet (8), wherein the trapezoidal wing (3), the multi-segment wing and the spiral wingtip winglet (8) are connected sequentially from the wing root to the wingtip; The multi-segment wing includes a front wing (6) and a rear wing (7). There is a wing gap between the trailing edge of the front wing (6) and the leading edge of the rear wing (7). The angle of attack of the rear wing (7) is greater than that of the front wing (6). One end of the spiral winglet (8) is smoothly connected to the wingtip of the front wing (6), and the other end of the spiral winglet (8) is smoothly connected to the wingtip of the rear wing (7). The geometric center of the spiral winglet (8) is located on the extended axis of the trapezoidal wing (3).

2. The combined wing according to claim 1, characterized in that, The width of the wing gap gradually increases from the wing root to the wingtip of the multi-segment wing.

3. The combined wing according to claim 1, characterized in that, The trailing edge of the rear wing (7) is fitted with a movable aileron (11).

4. The combined wing according to claim 1, characterized in that, The trapezoidal wing (3) is connected to the multi-segment wing via a connector (10), and a connecting rod (9) is installed on the connector (10). The two ends of the connecting rod (9) are located on the front and rear sides of the combined wing.

5. An aircraft employing the combined wing as described in any one of claims 1-4, characterized in that, It includes a fuselage (2), a power module, the combined wings mounted on both sides of the fuselage (2), and a tail fin (5) mounted at the rear end of the fuselage (2); The power module includes a vertical take-off power unit (1) mounted on the combined wing and a forward power unit (4) mounted at the front of the fuselage (2); the vertical take-off power unit (1) is used to provide lift power and the forward power unit (4) is used to provide forward power.

6. The aircraft according to claim 5, characterized in that, The vertical lift assembly (1) includes a rotor unit that provides vertical lift, and the rotor unit is mounted at the end of each of the connecting rods (9).

7. The aircraft according to claim 5, characterized in that, The fuselage (2) and the trapezoidal wing (3) are integrally formed structures.

8. The aircraft according to claim 5, characterized in that, The tail fin (5) is a T-shaped tail fin (5).

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