A method for designing a drone aerodynamic layout

Abstract

The application protects a kind of unmanned aerial vehicle aerodynamic layout design method, including steps: obtaining unmanned aerial vehicle design input information, generating unmanned aerial vehicle overall design parameter, determine unmanned aerial vehicle engine information according to the unmanned aerial vehicle overall design parameter;According to unmanned aerial vehicle overall design parameter, unmanned aerial vehicle engine information, calculate and generate unmanned aerial vehicle size parameter;According to the unmanned aerial vehicle size parameter, construct half mould fuselage straight section;Based on the half mould fuselage straight section, construct half mould fuselage afterbody, half mould fuselage front body, generate half mould fuselage;Determine wing plane shape, based on the half mould fuselage construct half mould wing, mirror image symmetry half mould fuselage, half mould wing, generate full mould fuselage wing;Based on the full mould fuselage wing, construct tail wing, control surface, inlet, simplify design process, improve design efficiency and accuracy.

Description

Technical Field

[0001] This application relates to the field of aerodynamic layout design technology for aircraft, and in particular to an aerodynamic layout design method for unmanned aerial vehicles (UAVs). Background Technology

[0002] With advancements in aviation technology, computer technology, and materials science, the aerodynamic layout design and functionality of unmanned aerial vehicles (UAVs) have been significantly improved. As a core element determining flight performance, the aerodynamic layout of a UAV directly affects flight time, range, payload, and flight stability. Its design requires a holistic consideration of aerodynamic characteristics, lightweight structure, and flight control requirements. Current technologies for designing UAV aerodynamic layouts are cumbersome and complex.

[0003] In view of the above, this application is hereby submitted. Summary of the Invention

[0004] This application protects a method for aerodynamic layout design of unmanned aerial vehicles (UAVs), which can simplify the aerodynamic layout design process of UAVs and improve design efficiency and accuracy.

[0005] This application discloses an aerodynamic layout design method for an unmanned aerial vehicle (UAV), comprising the following steps: acquiring UAV design input information, generating overall UAV design parameters, and determining UAV engine information based on the overall UAV design parameters; calculating and generating UAV size parameters based on the overall UAV design parameters and the UAV engine information; constructing a semi-model fuselage with straight sections based on the UAV size parameters; constructing a semi-model fuselage rear body and a semi-model fuselage front body based on the semi-model fuselage, thereby generating a semi-model fuselage; determining the wing planar shape, constructing a semi-model wing based on the semi-model fuselage, and mirror-symmetrically representing the semi-model fuselage and semi-model wing to generate a full-model fuselage wing; and constructing a tail fin, control surfaces, and air intakes based on the full-model fuselage wing.

[0006] Furthermore, based on the overall design parameters of the UAV and the UAV engine information, the UAV size parameters are calculated and generated, including the UAV length, maximum fuselage height, maximum bottom width, and maximum top width.

[0007] Furthermore, based on the UAV size parameters, constructing a straight section of the semi-model fuselage includes generating a semi-model fuselage cross-sectional configuration based on the UAV size parameters and the initial fuselage coordinates, wherein the bottom and sides of the cross-section of the semi-model fuselage cross-section configuration are straight lines, the top of the cross-section is a spline curve, and the bottom and sides of the cross-section are rounded to transition; expanding the semi-model fuselage cross-sectional configuration to construct a straight section of the semi-model fuselage.

[0008] Furthermore, constructing the rear body of the semi-molded fuselage includes determining the distance between the rear end face of the straight section of the semi-molded fuselage and the rear body of the semi-molded fuselage, constructing the cross-sectional shape of the rear body of the semi-molded fuselage as a semi-circle; generating a first homogeneous curve to smoothly transition the rear end face of the straight section of the semi-molded fuselage and the semi-circular cross-section of the rear body of the semi-molded fuselage; and generating a multi-section curved surface of the rear body of the semi-molded fuselage based on the first homogeneous curve as a guide.

[0009] Furthermore, constructing the semi-molded fuselage precursor includes determining the distance between the straight front end face of the semi-molded fuselage and the vertex of the semi-molded fuselage precursor, the position coordinates of the vertex of the semi-molded fuselage precursor, generating a second spline curve for a smooth transition from the vertex of the semi-molded fuselage precursor to the straight front end face of the semi-molded fuselage, and generating a multi-section surface of the semi-molded fuselage precursor based on the second spline curve as a guide.

[0010] Furthermore, the planar shape of the wing is determined, and a semi-model wing is constructed based on the semi-model fuselage. The semi-model fuselage and semi-model wing are mirror-symmetrically mirrored to generate a full-model fuselage wing. This includes determining the wing position coordinates, wing half-span length, root chord length, and tip chord length to generate the semi-model wing planar shape. According to the UAV flight requirements, the reference airfoil of the wing is determined. Based on the wing functional parameters, the reference airfoil is imported and dynamically adjusted, and the airfoil configuration at the root and tip is performed to generate the upper and lower wing surfaces of the semi-model wing. The wing is rotated according to the first pivot axis to construct the dihedral angle, and the semi-model fuselage and semi-model wing are mirror-symmetrically mirrored to generate a full-model fuselage wing.

[0011] Furthermore, constructing the tail wing includes determining that the UAV tail wing layout is a cross tail wing, configuring the airfoil of the tail wingtip and wing root, and generating a tail wing plane with upper and lower surfaces; determining the second axis of rotation, rotating the tail wing plane with the second axis of rotation as a reference, generating the lower tail and upper tail, and generating the cross tail wing.

[0012] Furthermore, constructing the control surfaces includes constructing an aileron located at the trailing edge of the wing; determining the two end faces of the aileron based on the installation position coordinates of the aileron along the wing span; generating the intersection curves between the two end faces of the aileron and the wing; determining the aileron planar shape based on the aileron chord length; cutting the wing according to the aileron planar shape, with the main wing and aileron of the cut wing being open bodies; starting from the leading edge of the aileron, partially cutting it off according to a predetermined proportion to provide space for the aileron nacelle and the arc-shaped flow rectification design of the aileron leading edge; creating arcs on the two end faces of the trailing edge at the main wing cutting position and generating a first multi-section surface; bridging the main wing and the first multi-section surface for a smooth transition; creating arcs on the leading edges of the two end faces of the aileron and generating a second multi-section surface to generate the aileron leading edge; cutting off the two end faces of the aileron along the span with a predetermined proportion of length; determining and obtaining a third pivot; deflecting the aileron up and down to a predetermined angle; judging whether the deflected aileron intersects with the main wing and whether the aileron leading edge protrudes excessively; if so, adjusting the position of the third pivot.

[0013] Furthermore, constructing control surfaces includes constructing an all-moving tail fin. Designing an all-moving tail fin includes determining the spanwise length of the all-moving control surface, creating a plane to separate the stationary parts of the lower and upper tail from the all-moving parts, constructing the all-moving control surface, and constructing the all-moving tail fin based on the all-moving control surface.

[0014] Furthermore, constructing the air intake includes determining the air intake layout as two-sided air intakes; generating a semi-circular outlet cross-section of one side of the air intake based on the engine inlet dimensions; expanding the outlet cross-section of one side of the air intake to a predetermined length to form a straight section of the air intake; obtaining the air intake length; determining the plane where the air intake inlet is located based on the air intake; generating a first intersection line between the plane where the air intake inlet is located and the fuselage half-mold; enlarging the scale of the first intersection line; constructing a first structural element to form the air intake inlet cross-section; constructing a transition curve from the air intake inlet cross-section to the straight section inlet cross-section; and generating the inner flow channel surface of the air intake; and determining the length, height, and end cross-sections of the fuselage air intake straight section. The shape is designed to rectify the airflow at the corresponding position of the air intake. The front cross-sectional shape of the fuselage air intake rectification section is obtained by proportionally enlarging the inlet cross-section of the air intake. The rear cross-sectional shape of the fuselage air intake rectification section is the intersection line of its plane and the fuselage. A transition curve from the inlet cross-section to the outlet cross-section of the fuselage air intake rectification section is constructed to generate the surface of the fuselage air intake rectification section. A bridge is formed between the inner flow channel and the fuselage air intake rectification section at the inlet cross-section. Based on the fuselage symmetry plane, the opposite air intake is obtained according to the mirror symmetry of the single-sided air intake. A bridge is formed at the intersection of the inner flow channels of the two air intakes to generate the air intake.

[0015] Preferably, the aerodynamic layout design method for a UAV protected by this application, which constructs a semi-mode wing based on the semi-mode fuselage, further includes: determining that the connection mechanism between the semi-mode wing and the semi-mode fuselage is a wing variant connection mechanism, and obtaining the UAV flight envelope; determining the flight Mach number based on the UAV flight envelope, and further determining the wing sweep angle; establishing an interpolation model between the flight state and the wing sweep angle, and generating wing sweep angles for different flight states; and constructing a semi-mode wing by combining the correspondence between the flight state and the wing sweep angle, wherein the semi-mode wing is a variant semi-mode wing.

[0016] The beneficial effects of this application are as follows:

[0017] 1. This application uses a straight section of a semi-model fuselage as a reference to construct a semi-model wing and a full-model fuselage wing, and finally generates a tail, control surfaces and air intakes, which simplifies the design process and improves design efficiency and accuracy.

[0018] 2. The aileron construction method of this application makes the arrangement and construction of the control surfaces more reasonable, and further improves the design efficiency and accuracy;

[0019] 3. The air intake structure constructed in this application makes more rational use of the layout space while improving design efficiency and accuracy;

[0020] 4. This application further designs the aerodynamic layout of the variable folding wing, and adjusts the shape of the wing to adapt to different flight states, making the aerodynamic layout of the UAV more reasonable and improving the flight performance of the UAV. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art 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.

[0022] Figure 1 This is a flowchart illustrating the aerodynamic layout design of one embodiment of this application;

[0023] Figure 2 This is a schematic diagram of a straight section of the half-molded body according to one embodiment of this application;

[0024] Figure 3 This is a schematic diagram of the semi-molded fuselage rear body design according to one embodiment of this application;

[0025] Figure 4 This is a schematic diagram of the semi-molded fuselage front body design according to one embodiment of this application;

[0026] Figure 5 This is a schematic diagram of the wing plan shape according to one embodiment of this application;

[0027] Figure 6 This is a schematic diagram of the wing airfoil configuration and upper and lower wing surface design according to one embodiment of this application;

[0028] Figure 7 This is a schematic diagram of a full-model fuselage and wing according to one embodiment of this application;

[0029] Figure 8 This is a schematic diagram of the tail fin planar design according to one embodiment of this application;

[0030] Figure 9 This is a schematic diagram of the lower V-tail design of the tail fin according to one embodiment of this application;

[0031] Figure 10 This is a schematic diagram of an embodiment of the wing, fuselage and tail assembly according to this application;

[0032] Figure 11 This is a schematic diagram showing the spanwise position and chord length of the aileron in one embodiment of this application;

[0033] Figure 12This is a schematic diagram of the main wing and aileron according to one embodiment of this application;

[0034] Figure 13 This is a schematic diagram of an aileron nacelle design according to one embodiment of this application;

[0035] Figure 14 This is an enlarged view of the aileron nacelle design of one embodiment of this application;

[0036] Figure 15 This is a schematic diagram of the aileron leading edge design according to one embodiment of this application;

[0037] Figure 16 This is a schematic diagram showing an aileron deflection angle of 0° according to one embodiment of this application;

[0038] Figure 17 This is a schematic diagram of an embodiment of the present application with an aileron deflection angle of 30°;

[0039] Figure 18 This is a schematic diagram of the V-tail all-moving control surface design according to one embodiment of this application;

[0040] Figure 19 This is a schematic diagram of the V-tail all-moving control surface design in one embodiment of this application;

[0041] Figure 20 This is a schematic diagram of the straight section design of the air intake duct according to one embodiment of this application;

[0042] Figure 21 This is a schematic diagram of the inlet cross-section design of an embodiment of the present application;

[0043] Figure 22 This is a schematic diagram of the internal flow channel design in one embodiment of this application;

[0044] Figure 23 This is a schematic diagram of the fuselage air intake rectifier section design according to one embodiment of this application;

[0045] Figure 24 This is a schematic diagram of the two-sided air intake ducts according to one embodiment of this application;

[0046] Figure 25 This is a schematic diagram of a wing variant connection mechanism according to one embodiment of this application;

[0047] Figure 26 This is a wing configuration diagram of one embodiment of the present application when the wing sweep angle is 0°;

[0048] Figure 27 This is a diagram of the wing configuration when the wing sweep angle is 30° according to one embodiment of this application.

[0049] Figure 28This is a diagram showing the wing shape when the wing sweep angle is 90° according to one embodiment of this application.

[0050] 10 - Straight section of half-model fuselage; 20 - Plane of half-model wing; 30 - End faces of aileron; 31 - Aileron; 32 - First multi-section curved surface; 40 - Side air intakes; 41 - Straight section of air intake; 42 - Curved surface of inner flow channel of air intake; 50 - Variant mounting base; 51 - Aircraft control terminal; 52 - Locking mechanism; 53 - Ball screw linear servo. Detailed Implementation

[0051] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0052] The terminology used in this application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. The singular forms “a,” “the,” and “the” used in this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that the term “and / or” as used herein refers to and includes any or all possible combinations of one or more of the associated listed items.

[0053] The aerodynamic layout design method for unmanned aerial vehicles (UAVs) protected in this application can be implemented through an application design system.

[0054] In one embodiment of this application, reference is made to... Figure 1 The method, as shown, includes the following steps: obtaining UAV design input information, generating overall UAV design parameters, determining UAV engine information based on the overall UAV design parameters; calculating and generating UAV size parameters based on the overall UAV design parameters and UAV engine information; constructing a semi-model fuselage straight section 10 based on the UAV size parameters; constructing a semi-model fuselage rear body and a semi-model fuselage front body based on the semi-model fuselage straight section 10 to generate a semi-model fuselage; determining the wing planar shape, constructing a semi-model wing based on the semi-model fuselage, and mirror-symmetrically representing the semi-model fuselage and semi-model wing to generate a full-model fuselage wing; and constructing the tail fin, control surfaces, and air intake based on the full-model fuselage wing. Using this method, the aerodynamic layout design process for UAVs can be simplified, and the efficiency of UAV aerodynamic layout design can be improved. The UAV engine information may include the UAV model.

[0055] In another embodiment of this application, the UAV design input information includes purpose, flight time, range, flight speed, flight altitude, etc., and the overall UAV design parameters include maximum takeoff weight, fuel weight, lift coefficient required for cruise, etc.

[0056] In another embodiment of this application, reference is made to... Figure 2 As shown, constructing a straight section of the semi-molded fuselage based on the UAV's size parameters includes: generating a semi-molded fuselage cross-sectional configuration based on the UAV's size parameters and the initial coordinates of the fuselage, wherein the bottom and sides of the cross-section of the semi-molded fuselage cross-section are straight lines, the top of the cross-section is a spline curve, and the bottom and sides of the cross-section have rounded corners; expanding the semi-molded fuselage cross-sectional configuration to construct a straight section 10 of the semi-molded fuselage. Using the above method, expanding the semi-molded fuselage cross-sectional configuration can be achieved by stretching along the axial direction of the fuselage, thereby constructing the straight section 10 of the semi-molded fuselage.

[0057] In another embodiment of this application, reference is made to... Figure 3 As shown, based on the straight section 10 of the semi-molded fuselage, the construction of the rear body of the semi-molded fuselage includes determining the distance between the rear end face of the straight section 10 of the semi-molded fuselage and the rear body of the semi-molded fuselage, and constructing the cross-sectional shape of the rear body of the semi-molded fuselage as a semi-circle; generating a first homogeneous curve to smoothly transition the rear end face of the straight section 10 of the semi-molded fuselage and the semi-circular cross-section of the rear body of the semi-molded fuselage; and generating a multi-section curved surface of the rear body of the semi-molded fuselage based on the first homogeneous curve as a guide.

[0058] In another embodiment of this application, reference is made to... Figure 4 As shown, constructing the semi-molded fuselage precursor includes: determining the distance between the front end face of the straight section 10 of the semi-molded fuselage and the vertex of the semi-molded fuselage precursor, the position coordinates of the vertex of the semi-molded fuselage precursor, generating a second spline curve for a smooth transition from the vertex of the semi-molded fuselage precursor to the front end face of the straight section 10 of the semi-molded fuselage, and generating a multi-section surface of the semi-molded fuselage precursor based on the second spline curve as a guide.

[0059] In another embodiment of this application, reference is made to... Figures 5-7As shown, the process involves determining the wing planar shape, constructing a semi-model wing based on the semi-model fuselage, and mirror-symmetrically representing the semi-model fuselage and semi-model wing to generate a full-model fuselage wing. This includes determining the wing position coordinates, wing half-span length, root chord length, and wingtip chord length to generate a semi-model wing plane 20. Based on the UAV flight requirements, a reference airfoil is determined. According to the wing functional parameters, the reference airfoil is imported and dynamically adjusted, configuring the root and wingtip airfoils to generate the upper and lower surfaces of the semi-model wing. The wing is rotated according to a first pivot axis to construct an anhedral angle, and the semi-model fuselage and semi-model wing are mirror-symmetrically represented to generate a full-model fuselage wing. Using this approach, the connection point between the semi-model wing and the semi-model fuselage can be the first pivot axis. UAV flight requirements can include flight speed requirements, and wing functional parameters can include root or wingtip position, chord length, and twist angle. Importing and dynamically adjusting the reference airfoil can include translating, scaling, and rotating the imported airfoil, improving wing design efficiency and accuracy.

[0060] In another embodiment of this application, reference is made to... Figures 8-10 As shown, constructing the tail fin includes determining the UAV's tail fin layout as a cross tail fin, configuring the airfoil of the tail fin tip and wing root, and generating a tail fin plane with upper and lower surfaces; determining a second pivot, and rotating the tail fin plane around the second pivot to generate the lower tail and upper tail, thus generating the cross tail fin. Using the above scheme, the cross tail fin can be an X-shaped tail fin, and the lower and upper tails can be V-shaped tails; the second pivot can be located at the connection point between the wing root and the fuselage, or an extension of the connection point.

[0061] In another embodiment of this application, the control surface design is carried out in conjunction with constraints such as the UAV structural design. Ailerons are designed on the trailing edge of the UAV wing for roll control, and an all-moving tail is designed for pitch and yaw control. (Reference) Figure 11 , Figure 12 As shown, an aileron located at the trailing edge of the wing is constructed for roll control. The aileron's two end faces 30 are determined based on its installation position coordinates along the wing span. The intersection curves of the aileron's end faces 30 with the wing are generated. The aileron's planar shape is determined based on its chord length. The wing is then cut according to the aileron's planar shape, with the main wing and aileron cut as open sections to facilitate subsequent aileron design. (Reference) Figure 13 , Figure 14 As shown, starting from the leading edge of the aileron, a portion is cut off according to a predetermined ratio to provide space for the aileron nacelle and the arc-shaped flow straightening design of the aileron leading edge; arcs are created on the two end faces of the trailing edge at the cut position of the main wing, generating a first multi-section surface 32, and a bridge is formed between the main wing and the first multi-section surface for a smooth transition. (Reference) Figure 15 As shown, arcs are created at the leading edges of the two aileron ends, and a second multi-segment surface is generated to form the aileron leading edge. (Reference) Figure 16 , Figure 17As shown, the aileron is stripped of a predetermined proportion of length from both end faces along its spanwise direction. A third rotation axis is then determined and obtained. This third rotation axis can be constructed along the long side of the aileron where it connects to the main wing. The aileron is deflected vertically to a predetermined angle. It is then determined whether the deflected aileron intersects with the main wing and whether the leading edge of the aileron protrudes excessively. If so, the position of the third rotation axis is adjusted. This method allows for more rational and accurate control surface design, improving design efficiency.

[0062] In another embodiment of this application, constructing the control surfaces includes constructing an all-moving tail fin. Designing the all-moving tail fin includes determining the spanwise length of the all-moving control surface, creating planes to separate the stationary portions of the lower and upper tail fins from the all-moving portions, constructing the all-moving control surfaces, and then constructing the all-moving tail fin based on the all-moving control surfaces. Using the above method, the stationary portion of the lower V-tail fin can be separated from the all-moving portion by creating two planes, such as... Figure 18 As shown, this achieves the design of all-moving control surfaces. The design method for the all-moving control surfaces of the upper V-tail is the same as that of the lower V-tail, as follows: Figure 19 As shown.

[0063] In another embodiment of this application, reference is made to... Figure 24 As shown, constructing the air intake includes determining the air intake layout as two side air intakes 40, based on the engine inlet dimensions, such as... Figure 20 As shown, a semi-circular shape is generated at the outlet section of a single-sided air intake, and the outlet section of the single-sided air intake is expanded to a predetermined length to form a straight section 41 of the air intake; the length of the air intake is obtained, and the plane where the air intake is located is determined based on the air intake, such as... Figure 21 As shown, a first intersection line is generated between the plane containing the air intake and the fuselage half-mold; the scale of the first intersection line is enlarged to construct a first structural element forming the air intake inlet cross-section; a transition curve is constructed from the air intake inlet cross-section to the straight section inlet cross-section, and the inner flow channel surface 42 of the air intake is generated, as shown. Figure 22 As shown; the length, height, and cross-sectional shapes of the fuselage inlet rectifier section are determined to perform airflow rectification design on the fuselage at the corresponding positions of the inlet. The front cross-sectional shape of the fuselage inlet rectifier section is obtained by proportionally enlarging the inlet cross-section of the inlet. The rear cross-sectional shape is the intersection of its plane and the fuselage. A transition curve from the inlet cross-section to the outlet cross-section of the fuselage inlet rectifier section is constructed, generating the surface of the fuselage inlet rectifier section. A bridge is then constructed between the inner flow channel and the fuselage inlet rectifier section at the inlet cross-section. Figure 23 As shown; using the fuselage symmetry plane as a reference, the opposite air intake is obtained based on the mirror symmetry of the single-sided air intake, and a bridging is performed at the intersection of the flow channels in the two air intakes to generate the air intake, as shown. Figure 24 As shown. Using the above scheme, the first structural element can be a spline curve, a rounding, etc. The above scheme can make the intake design more reasonable and improve design efficiency and accuracy.

[0064] In another embodiment of this application, constructing a semi-mode wing based on the semi-mode fuselage further includes: determining that the connection mechanism between the semi-mode wing and the semi-mode fuselage is a wing variant connection mechanism, and obtaining the UAV flight envelope; determining the flight Mach number based on the UAV flight envelope, and further determining the wing sweep angle; establishing an interpolation model between the flight state and the wing sweep angle, and generating wing sweep angles for different flight states; and constructing a semi-mode wing by combining the correspondence between the flight state and the wing sweep angle, wherein the semi-mode wing is a variant semi-mode wing.

[0065] The above scheme is adopted, with reference to Figure 25 As shown, the first connecting mechanism can be a ball screw linear servo-driven wing morphing mechanism, enabling continuously adjustable deployment and folding, thereby achieving wing configurations with different sweep angles. When establishing the interpolation model of flight state and wing sweep angle, for typical flight states, numerical simulations and experiments can be conducted using both computational fluid dynamics (CFD) solvers and wind tunnel methods to obtain the required sweep angle for each flight state to achieve stable high lift-to-drag ratio flight of the aircraft. Based on existing nonlinear interpolation models, such as Kriging and neural networks, a correspondence between flight state and wing sweep angle is established and stored in the aircraft control terminal 51. Actual flight state data is sent to the aircraft control terminal 51, which calculates the wing sweep angle required for stable high lift-to-drag ratio flight. Upon receiving a flight control command, the locking mechanism 52 is unlocked, and the ball screw linear servo 53 drives the wing to deploy or fold. After reaching the desired position, the locking mechanism is locked again, and the wing is connected to the morphing mounting base 50.

[0066] In one embodiment of this application, when the aircraft is flying at low speed, the wing sweep angle is 0°, and it is in a straight wing state, such as... Figure 26 As shown; when the aircraft is in high-speed cruise flight, the wings have a certain sweep angle, such as 30°, as... Figure 27 As shown, a higher lift-to-drag ratio can be achieved by changing the wing sweep angle under different flight conditions, thus improving aerodynamic performance under typical flight conditions. When storing and transporting the UAV, the wing sweep angle is 90°, folded under the fuselage, as shown... Figure 28 As shown, this effectively improves space utilization.

Claims

1. A method for designing a UAV aerodynamic configuration, characterized in that, The method comprises the steps of: acquiring unmanned aerial vehicle design input information, generating unmanned aerial vehicle overall design parameters, and determining unmanned aerial vehicle engine information according to the unmanned aerial vehicle overall design parameters; calculating and generating unmanned aerial vehicle size parameters according to the unmanned aerial vehicle overall design parameters and the unmanned aerial vehicle engine information; constructing a half-mold fuselage straight section according to the unmanned aerial vehicle size parameters; constructing a half-mold fuselage afterbody and a half-mold fuselage forebody based on the half-mold fuselage straight section, and generating a half-mold fuselage; determining a wing planform shape, constructing a half-mold wing based on the half-mold fuselage, and generating a full-mold fuselage wing by mirror symmetry of the half-mold fuselage and the half-mold wing; constructing a tail and a control surface based on the full-mold fuselage wing.

2. The UAV aerodynamic layout design method of claim 1, wherein, The calculating and generating of the unmanned aerial vehicle size parameters according to the unmanned aerial vehicle overall design parameters and the unmanned aerial vehicle engine information comprises: calculating and generating the unmanned aerial vehicle length, the maximum height of the fuselage, the maximum width of the fuselage bottom, and the maximum width of the fuselage top according to the unmanned aerial vehicle overall design parameters and the unmanned aerial vehicle engine information.

3. The UAV aerodynamic layout design method of claim 1, wherein, The constructing of the half-mold fuselage straight section according to the unmanned aerial vehicle size parameters comprises: generating a half-mold fuselage cross-section configuration based on the unmanned aerial vehicle size parameters and initial coordinates of the fuselage, wherein the cross-section bottom and side of the half-mold fuselage cross-section configuration are straight lines, the cross-section top is a spline curve, and the cross-section bottom and side are transitioned by a rounded corner; and extending the half-mold fuselage cross-section configuration to construct the half-mold fuselage straight section.

4. The UAV aerodynamic layout design method of claim 1, wherein, The constructing of the half-mold fuselage afterbody comprises: determining the distance between the rear end surface of the half-mold fuselage straight section and the half-mold fuselage afterbody, and constructing a half-mold fuselage afterbody cross-section shape as a semicircle; generating a first spline curve to smoothly transition the rear end surface of the half-mold fuselage straight section and the semicircular cross-section of the half-mold fuselage afterbody; and generating a half-mold fuselage afterbody multi-section surface based on the first spline curve as a guide.

5. The UAV aerodynamic layout design method of claim 1, wherein, The constructing of the half-mold fuselage forebody comprises:

6. The UAV aerodynamic layout design method of claim 1, wherein, determining the distance between the front end surface of the half-mold fuselage straight section and the vertex of the half-mold fuselage forebody, and the position coordinates of the vertex of the half-mold fuselage forebody, generating a second spline curve to smoothly transition the vertex of the half-mold fuselage forebody to the front end surface of the half-mold fuselage straight section, and generating a half-mold fuselage forebody multi-section surface based on the second spline curve as a guide. The determining of the wing planform shape, the constructing of the half-mold wing based on the half-mold fuselage, and the generating of the full-mold fuselage wing by mirror symmetry of the half-mold fuselage and the half-mold wing comprise: determining the position coordinates of the wing, the half-span length of the wing, the root chord length, and the tip chord length, and generating a half-mold wing planform; determining a reference airfoil of the wing according to the flight requirements of the unmanned aerial vehicle, dynamically adjusting the reference airfoil according to the wing function parameters, configuring the airfoils of the wing root and the wing tip, and generating the upper and lower surfaces of the half-mold wing; and 7. The UAV aerodynamic layout design method of claim 6, wherein, constructing an upper dihedral angle according to the first rotation axis, and generating a full-mold fuselage wing by mirror symmetry of the half-mold fuselage and the half-mold wing. The constructing of the tail comprises:

8. The UAV aerodynamic layout design method of claim 7, wherein, determining the tail layout form of the unmanned aerial vehicle as a cross tail, configuring the airfoils of the tail tip and the tail root, and generating a tail planar surface with upper and lower surfaces; determining a second rotation axis, rotating the tail planar surface based on the second rotation axis, generating a lower tail and an upper tail, and generating a cross tail. The constructing of the control surface comprises: The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage.

9. The UAV aerodynamic layout design method of claim 1, wherein, The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage.

10. The UAV aerodynamic layout design method of claim 1, wherein, The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for constructing a wing and an inlet duct, and a method for constructing a half-mould wing and a half-mould fuselage. The present application discloses a method for

Images