Wing structure with distributed fan ducts

Abstract

The application provides a wing structure with a distributed fan duct, comprising: a wing main body including a spar extending in a wingspan direction and a rib extending from the spar in a front-rear direction of a fuselage, the spar including a front spar located at a wing leading edge, a rear spar located at a wing trailing edge, and a middle spar between the front spar and the rear spar, the rib including an inner rib close to a wing root, an outer rib close to a wing tip, and a middle rib between the inner rib and the outer rib, the inner rib extending from the middle spar to the front spar and the rear spar at a first angle with the middle spar, so that the inner rib is parallel to a longitudinal axis of the fuselage; the outer rib extending from the middle spar to the front spar at a second angle with the middle spar, so that the outer rib is perpendicular to the middle spar; and the middle rib extending from the middle spar to the front spar and the rear spar, and the middle rib gradually decreases from the first angle to the second angle with the middle spar. The wing structure can realize the function and structural integrity of the wing main body, the fan duct and other components, and meet the requirements of wing structure and system integration.

Description

Technical Field

[0001] This invention relates to wing structures for electric aircraft, and more particularly to a wing structure with distributed fan ducts. Background Technology

[0002] The main function of an aircraft wing is to provide lift for the aircraft. It integrates many components and corresponding functions, such as the engine, landing gear, flaps and ailerons. Among them, the engine nacelle can protect the engine fan and has functions such as noise reduction and airflow guidance.

[0003] The primary function of an airfoil structure is to maintain a specific aerodynamic shape and to bear and transmit various loads. For example... Figure 1 As shown, the common wing layout for civil fixed-wing aircraft is a low-wing monoplane with an engine mounted on the wing. In this layout, the wing structure is connected to the lower part of the fuselage, and the engine is suspended below the wing structure by a pylon.

[0004] For this novel aerodynamic layout of distributed fan ducted wing, it is necessary to transfer the various loads it bears to the fuselage while integrating various devices such as landing gear system, flaps and ailerons, doors, motors, electric drive system, and fans. Summary of the Invention

[0005] The purpose of this invention is to provide a wing structure with distributed fan ducts to achieve the functional and structural integrity of the wing body, fan ducts, and other components, while meeting the technical requirements for wing structural strength and system integration.

[0006] This invention proposes a wing structure with distributed fan ducts, comprising: a wing body, the wing body including a spars extending along the wingspan direction and ribs extending from the spars in a forward-rear direction towards the fuselage, wherein the spars include a front spars located at the leading edge of the wing, a rear spars located at the trailing edge of the wing, and a center spars between the front spars and the rear spars; the ribs include an inner rib near the wing root, an outer rib near the wingtip, and an intermediate rib between the inner rib and the outer rib, wherein the inner rib extends from the center spars to the front spars and the rear spars at a first angle to the center spars, such that the inner rib is parallel to the longitudinal axis of the fuselage; the outer rib extends from the center spars to the front spars at a second angle to the center spars, such that the outer rib is perpendicular to the center spars; the intermediate rib extends from the center spars to the front spars and the rear spars, and the angle between the intermediate rib and the center spars gradually decreases from the first angle to the second angle.

[0007] This invention provides additional load transfer paths to the wing body through three types of wing spars, improving safety and extending maintenance intervals. Therefore, the wing body described in this invention has good structural redundancy and damage tolerance. Distributing aerodynamic loads through three spars not only reduces the cross-section of each spar and the weight of the skin, but also better suppresses wing bending deformation and provides higher torsional stiffness. Furthermore, it creates more space between the spars and ribs to integrate various system components, such as landing gear, flight control system, electric propulsion system, electronic control system, and power system, within the wing. The three types of ribs distribute the load on the wing more evenly across the spars, especially optimizing the force transmission path at the wing root and reducing stress concentration. Variations in the angle between the ribs and spars can subtly adjust the wing's spanwise stiffness distribution and center of mass position, thereby improving the wing's resistance to torsional deformation, increasing the critical speed for flutter, and enhancing flight safety. The rib layout at the wing root, parallel to the longitudinal axis of the fuselage, can create a more regular installation space, thereby facilitating the installation and maintenance of various pipes, cables, and actuators.

[0008] According to one embodiment of the present invention, the wing structure further includes a fan duct assembly connected to a plurality of the inner ribs at the wing root skin of the wing body, such that the load of the fan duct assembly can be transferred to the wing body via the inner ribs.

[0009] As described above, the multiple inner ribs connected to the fan duct assembly base support the fan duct assembly while facilitating its installation, ensuring the duct body's axis is parallel to the heading direction. Furthermore, compared to direct connection to the wing spars, connecting the fan duct assembly base to multiple inner ribs disperses and redistributes the concentrated load generated by the fan duct assembly to the wing box structure of the wing body, minimizing the force transmission path and preventing displacement and deformation of the wing body. Because the fan ejects airflow from the duct, the airflow velocity on the upper surface of the wing is greater than that on the lower surface, creating a low-pressure area on the upper surface and a high-pressure area on the lower surface, thus increasing wing lift.

[0010] According to one embodiment of the present invention, the spacing between the intermediate ribs is smaller than the spacing between the inner ribs and the spacing between the outer ribs.

[0011] Because the cross-sections of the inner and outer sections of the wing differ significantly, the cross-section of the middle section of the wing exhibits a large curvature variation. The middle ribs are constructed with a small spacing to ensure the aerodynamic shape and stiffness of the wing body.

[0012] According to one embodiment of the present invention, a flap disposed behind the inner rib is further included, the flap being connected to the rear beam via two hinge points and a drive point, wherein the two hinge points and the drive point are configured to divide the flap into four equal parts with uniform aerodynamic load and consistent shape.

[0013] By placing flaps behind the inner ribs, the airflow from the fan passes over the flaps, and the airflow velocity varies on the upper and lower surfaces of the flaps, thereby increasing the lift-enhancing effect of the flaps. This effect is particularly pronounced during takeoff and landing, when the flaps extend and deflect rearward, due to the Coanda effect. Dividing the flaps into four equal parts through the hinge and actuation points allows for a more even distribution of loads, reducing lateral and eccentric loads on structural components, and avoiding structural connections between the flaps and the fuselage, thus meeting the requirements for rapid wing assembly and disassembly.

[0014] According to one embodiment of the present invention, it further includes an inner aileron and an outer aileron disposed behind the outer rib and connected to the central beam.

[0015] By setting inboard and outboard ailerons, aerodynamic loads can be distributed, wing strength can be improved, roll control can be optimized, multiple flight conditions can be adapted, safety redundancy can be increased, and the risk of failure can be reduced.

[0016] According to one embodiment of the present invention, the front beam, the middle beam, the inner rib, and the skin form a wing box that accommodates a control system for controlling the fan assembly.

[0017] By housing the control system for the fan assembly within the wing box, the requirement for close-proximity installation of the control system can be met, thereby reducing the number of associated connecting parts and lowering the overall weight of the wing.

[0018] According to one embodiment of the present invention, the bottom of the wing box is provided with an opening for heat dissipation.

[0019] By setting heat dissipation openings at the bottom of the wing box, the control system of the fan duct assembly can be quickly cooled by external airflow, simplifying the cooling system, reducing cooling components, and improving the reliability and safety of the cooling system.

[0020] According to one embodiment of the present invention, the main landing gear of the aircraft is disposed between the center spar and the rear spar, and the pivot of the main landing gear is connected to the inner rib adjacent to the wing root rib, such that after the main landing gear is retracted, half of the main landing gear is retracted into the interior of the wing body and the other half is retracted into the belly of the aircraft fuselage.

[0021] As described above, the aircraft's main landing gear is arranged between the center beam and the rear beam, and retracts inward toward the fuselage. This allows half of the main landing gear to be retracted into the wing and the other half into the fuselage belly. While meeting the layout requirements of the main landing gear, this design minimizes the landing gear fairing, optimizes the airflow path, reduces drag, and improves maintenance efficiency.

[0022] According to one embodiment of the present invention, the fan duct assembly is connected to the inner rib via a connecting component, wherein the connecting component is housed within the base of the fan duct assembly and includes a connecting sleeve inserted into the base and a mating corner box connected to the connecting sleeve, the mating corner box being connected to the inner rib.

[0023] The loads of the fan assembly and fan duct assembly can be transferred to the wing body through the connecting components. By housing the connecting components within the base, the contact area between the connecting components and the base can be increased, reducing the risk of concentrated loads damaging the duct base. At the same time, the gap between the bottom of the base and the wing skin is reduced, allowing the airflow through the fan duct to be as close as possible to the upper wing skin, thus reducing airflow disturbance on the upper wing skin.

[0024] According to one embodiment of the present invention, the connecting sleeve further includes a spring disposed within the connecting sleeve to absorb deformation of the wing structure.

[0025] As described above, placing the spring inside the connecting sleeve can absorb the deformation generated by the wing structure during aircraft operation, distribute the load, and avoid stress concentration.

[0026] According to one embodiment of the present invention, the connecting assembly includes two connecting inserts arranged in a V-shape and a mating corner box.

[0027] The V-shaped connection assembly can connect two duct bodies together to the same wing rib, reducing the number of connectors and ensuring that the docking angle box is subjected to uniform stress, extending its service life. It can also adapt to and adjust the deformation of the wing structure during aircraft operation.

[0028] According to one embodiment of the present invention, the fan duct assembly includes a plurality of duct bodies arranged along the wingspan direction, each of the plurality of duct bodies being configured to accommodate an electric fan assembly and having an inner cavity with a substantially constant diameter.

[0029] The fan assembly of the present invention can provide strong thrust and, as described above, can improve the lift effect of the wing. The inner cavity cross-section of each duct body is formed as a circle with approximately the same cross-section as the fan. Therefore, the cross-sectional area occupied by the airflow flowing in the duct does not change significantly, which can maintain the stability of the airflow in the duct, thereby reducing drag and enabling the fan to operate stably.

[0030] According to one embodiment of the present invention, the fan duct assembly further includes a duct housing and winglets, wherein the plurality of duct bodies and the winglets are integrally formed, and the duct housing covers the exterior of the plurality of duct bodies and the winglets to form a sandwich structure.

[0031] By covering the duct shell with the outside of the duct body and the winglets, a fan duct cover sandwich structure is formed, realizing the integrated molding of complex duct shape and cavity structure, reducing structural weight, manufacturing cost and process difficulty.

[0032] According to one embodiment of the present invention, the culvert body comprises a plurality of foam blocks spliced ​​together as a whole.

[0033] Multiple foam blocks can be assembled into a single duct body, forming a duct body with complex duct shape and duct cavity, reducing process difficulty and manufacturing cost.

[0034] According to another aspect of the invention, the invention also provides an aircraft comprising the wing structure as described above.

[0035] According to one embodiment of the present invention, the aircraft is an electric unmanned aerial vehicle.

[0036] The electric unmanned aerial vehicle described in this invention features an integrated wing-duct design, comprehensively considering the installation of the fan duct and casing, load transfer and coordinated deformation, while also taking into account the electric drive installation and heat dissipation, the main landing gear arrangement, the flaps and ailerons and their drive mechanism arrangement. The fan duct cover adopts a foam sandwich structure, and the manufacturing of the complex shape and cavity is solved through a set of combined processes. Attached Figure Description

[0037] Figure 1 This is a schematic diagram of the layout of existing civil aircraft wings and engine nacelles.

[0038] Figure 2 This is a schematic diagram of the aerodynamic layout of an airfoil structure with distributed fan ducts according to the present invention.

[0039] Figure 3 For the purposes of this invention Figure 2 An exploded view of the main body of the wing structure shown.

[0040] Figure 4 For the purposes of this invention Figure 2 An exploded view of the fan duct assembly of the wing structure shown.

[0041] Figure 5 for Figure 4 An enlarged view of area A in the middle shows the inlet base plate and connecting components of the culvert body.

[0042] Figure 6 for Figure 4 The diagram shows the connection of the fan duct assembly. Detailed Implementation

[0043] This disclosure will now be described with reference to the accompanying drawings, in which preferred exemplary embodiments of the disclosure are illustrated. However, this disclosure may be implemented in other forms and should not be construed as limited to the embodiments disclosed herein. The disclosed embodiments are provided to fully convey the scope of this disclosure to those skilled in the art.

[0044] Figure 2 A schematic diagram of the aerodynamic layout of a wing structure with distributed fan ducts according to the present invention is shown. The wing structure 100 of the present invention includes a wing body 200 with a high aspect ratio and a small sweep angle, wherein fan duct assemblies 300 arranged along the wingspan direction are provided on the upper skin at the wing root. The fan duct assemblies 300 are integrally connected to the wing body 200, so that the power generated by the fan duct assemblies 300 is transmitted to the fuselage via the wing body 200.

[0045] The wing structure 100 of the present invention integrates the wing body 200, the fan duct assembly 300, and related systems to bear and transmit aerodynamic loads, engine loads, and landing gear loads. Therefore, while realizing the structural function, the landing gear, flight control system, electric drive system, and cable harness are reasonably arranged inside the wing, thereby meeting the requirements for quick assembly and disassembly of the wing body and maintenance of system equipment, and achieving the purpose of close installation and heat dissipation of motors and electric drives.

[0046] Figure 3 For the purposes of this invention Figure 2 The diagram shows an exploded view of the wing body. As shown, the wing body 200 adopts a classic sparsity structure, including spars extending along the wingspan. The spars include three spars: a front spars 201 located at the leading edge of the wing, a rear spars 202 located at the trailing edge of the wing, and a middle spars 203 located between the front spars 201 and the rear spars 202. The front spars 201 and the middle spars 203 have joints 204 for connection to the fuselage at their ends near the fuselage, and the rear spars 202 has a boom 205 at its end near the fuselage. The spars are connected to the fuselage through joints 204 and boom 205, thereby transferring aerodynamic loads, fan loads, landing gear loads, and inertial loads to the fuselage in the form of concentrated loads.

[0047] The wing body 200 also includes multiple ribs extending along the chord direction. These ribs include an inner rib 206 near the wing root, an outer rib 207 near the wingtip, and an intermediate rib 208 between the inner and outer ribs 206. For example, but not limited to, the wing body 200 may include 13 ribs. If the wing root rib is referred to as rib number 1 and the ribs are numbered along the wingspan, then ribs 1-6 near the wing root are inner ribs 206, ribs 10-13 near the wingtip are outer ribs 207, and ribs 7-9 between the inner and outer ribs 206 are intermediate ribs 208. Preferably, the angle between the rib and the center spars decreases along the wingspan. According to one embodiment of the present invention, the inner rib 206 extends from the middle beam 203 to the front beam 201 and the rear beam 202 at a first angle to the middle beam 203, such that the inner rib 206 is parallel to the longitudinal axis of the fuselage; the outer rib 207 extends from the middle beam 203 to the front beam 201 at a second angle to the middle beam 203, such that the outer rib 207 is perpendicular to the middle beam 203; the middle rib 208 extends from the middle beam 203 to the front beam 201 and the rear beam 202, and the included angle between the middle rib 208 and the middle beam 203 gradually decreases from the first angle to the second angle.

[0048] This invention provides additional load transfer paths to the wing body through three types of wing spars, improving safety and extending maintenance intervals. Therefore, the wing body described in this invention has good structural redundancy and damage tolerance. Distributing aerodynamic loads through three spars not only reduces the cross-section of each spar and the weight of the skin, but also better suppresses wing bending deformation and provides higher torsional stiffness. Furthermore, it creates more space between the spars and ribs to integrate various system components, such as landing gear, flight control system, electric propulsion system, electronic control system, and power system, within the wing. The three types of ribs distribute the load on the wing more evenly across the spars, especially optimizing the force transmission path at the wing root and reducing stress concentration. Variations in the angle between the ribs and spars can subtly adjust the wing's spanwise stiffness distribution and center of mass position, thereby improving the wing's resistance to torsional deformation, increasing the critical speed for flutter, and enhancing flight safety. The rib layout at the wing root, parallel to the longitudinal axis of the fuselage, can create a more regular installation space, thereby facilitating the installation and maintenance of various pipes, cables, and actuators.

[0049] Therefore, the wing structure described in this invention, while taking into account load transfer efficiency and safety, can integrate various functional components and system devices such as landing gear, flight control system, electric propulsion system, electronic control system, and power supply system, and meets various requirements such as overall aerodynamic layout, structural strength, and field disassembly and maintenance.

[0050] The wing structure 100 also includes a fan duct assembly 300, which is connected to a rib and / or spars at the wing root skin. Preferably, the fan duct assembly 300 is connected to a plurality of inner ribs 206, such that the load of the fan duct assembly 300 can be transferred to the wing structure 100 via the plurality of inner ribs 206. According to one embodiment, for example, if the wing root rib is referred to as rib 1 and the ribs are numbered along the wingspan, the base of the fan duct assembly 300 can be connected to inner ribs 206 1-6 near the wing root.

[0051] As described above, the inner rib 206 is parallel to the longitudinal axis of the fuselage. Therefore, the inner rib 206 connected to the base of the fan duct assembly 300 can support the fan duct assembly 300 while facilitating its installation, ensuring that the central axis of the duct body is parallel to the heading direction. Furthermore, compared to direct connection to the wing spars, connecting the base of the fan duct assembly 300 to multiple inner ribs 206 can disperse and redistribute the concentrated load generated by the fan duct assembly 300 to the wing box structure of the wing body 200, minimizing the force transmission path and preventing displacement and deformation of the wing body 200.

[0052] Because the fan assembly in the fan duct assembly 300 ejects airflow from the duct body, the airflow velocity on the upper skin surface of the wing is greater than that on the lower skin surface. Therefore, a low-pressure area is formed on the upper skin surface of the wing, and a high-pressure area is formed on the lower skin surface of the wing. This creates a pressure difference between the upper and lower skin surfaces of the wing, which significantly increases the lift of the wing at the wing root and plays a role in increasing wing lift.

[0053] Preferably, the spacing between the intermediate ribs 208 is smaller than the spacing between the inner ribs 206 and the spacing between the outer ribs 207. As described above, the wing body 200 of the present invention has a large aspect ratio and a small sweep angle. The inner wing section near the wing root and the outer wing section near the wingtip have different cross-sections. Therefore, the cross-section of the middle section of the wing has a large curvature change. In order to ensure the aerodynamic shape and wing stiffness of the wing body, the spacing between the intermediate ribs 208 is small.

[0054] As shown in the figure, the wing body 200 of the present invention includes a flap 209 disposed behind the inner rib 206. The flap 209 is connected to the rear spars through two hinge points and a drive point. The two hinge points and the drive point are configured to divide the flap 209 into four equal parts with uniform aerodynamic load and consistent shape. For example, if the wing root rib is called rib 1 and the ribs are numbered along the wingspan, flap support arm assemblies can be provided at the lower part of ribs 2 and 5, and a flap actuator 210 can be provided in the middle of ribs 2 and 5, so that the flap 209 is divided into four equal parts with uniform aerodynamic load and consistent shape.

[0055] By arranging flaps 209 behind the inner rib 206, the airflow from the fan assembly passes over the flaps 209, and the airflow has different velocities on the upper and lower surfaces of the flaps 209, thereby increasing the lift-enhancing effect of the flaps 209. This effect is particularly pronounced during takeoff and landing when the flaps 209 extend and deflect rearward, due to the Coanda effect. Dividing the flaps into four equal parts through two hinge points and a drive point allows the flaps 209 to distribute the load as evenly as possible, reducing lateral and eccentric loads on the structural components, and avoiding structural connections between the flaps 209 and the fuselage, thus meeting the requirements for rapid wing assembly and disassembly.

[0056] The wing body 200 of the present invention includes a fixed trailing edge 211 disposed behind the central rib 208, and an inner aileron 212 and an outer aileron 213 disposed behind the outer rib 207 and connected to the central spar 203. For example, as Figure 3 As shown, if the wing root rib is designated as rib 1 and the ribs are numbered along the wingspan, a fixed trailing edge 211 is installed behind ribs 6-9 (numbered along the wingspan), an inboard aileron 212 is installed behind ribs 9-11, and an outboard aileron 213 is installed behind ribs 11-13. The inboard aileron 212 and the outboard aileron 213 are connected to the center spar 203 via a actuator 214. By installing the inboard aileron 212 and the outboard aileron 213, aerodynamic loads can be distributed, wing strength can be improved, roll control can be optimized, multiple flight conditions can be adapted, safety redundancy can be increased, and the risk of failure can be reduced.

[0057] like Figure 3 As shown, the wing spars, wing ribs, and skin 215 form multiple wing boxes. The skin 215 uses thin-walled panels to reduce weight, and multiple stringers along the wingspan direction are connected to the inner side of the skin 215. For example, two T-shaped stringers 216 can be provided on the inner side of the skin near the wing root, and one T-shaped stringer 216 can be provided on the inner side of the skin near the wingtip.

[0058] Preferably, the front spar 201, middle spar 203, inner rib 206, and skin 215 form a wing box that houses the control system 217 for controlling the fan assembly. By housing the control system 217 for the fan assembly within the wing box directly below the fan duct assembly 300, the requirement for close-proximity installation of the control system 217 can be met, thereby reducing associated connecting parts and lowering the overall weight of the wing.

[0059] like Figure 3 As shown, the lower wing skin 215 includes a plurality of openings 218 arranged along the wingspan near the wing root. Each of these openings corresponds to the control system 217 of the fan assembly and serves as a maintenance opening and heat dissipation opening for the control system 217. The control system 217 of the fan assembly is connected to the opening 218 via a bracket 219.

[0060] By providing a heat dissipation opening at the bottom of the wing box, the control system 217 of the fan assembly can be quickly cooled by external airflow, simplifying the cooling system, reducing cooling components, and improving the reliability and safety of the cooling system.

[0061] like Figure 3 As shown, the main landing gear 220 is arranged between the center spar 203 and the rear spar 202, and the pivot of the main landing gear 220 is connected to the inner rib adjacent to the wing root rib. For example, if the wing root rib is referred to as rib 1 and the ribs are numbered along the wingspan, then the pivot of the main landing gear 220 is connected to the inner rib 2. The lower wing skin 215 is provided with a cutout 221 that conforms to the shape of the main landing gear door. This cutout 221 is close to the trailing edge of the wing and extends from the wing root along the wingspan. The main landing gear door is hinged to the inner rib adjacent to the wing root rib (e.g., inner rib 2), such that when the main landing gear door is closed, it covers the cutout 221 of the lower wing skin 215.

[0062] Preferably, the main landing gear 220 is positioned between the center spar 203 and the rear spar 202, such that after the main landing gear 220 is retracted, half of it is housed within the wing body 200, and the other half is housed within the fuselage underside. This configuration satisfies the main landing gear layout requirements while minimizing the landing gear fairing, optimizing airflow paths, reducing drag, and improving maintenance efficiency.

[0063] The wing body 200 of the present invention also includes a plurality of maintenance covers 222 and / or through holes 223 disposed on the wing skin 215, and a winglet 224 disposed at the wingtip. As shown in the figure, the wing body 200 includes a plurality of through holes 223 disposed on the inner trailing edge of the upper wing skin 215 to allow cable connection to the fan assembly in the fan duct assembly 300, maintenance covers 222 disposed at the wing root of the wing skin 215, and a plurality of maintenance covers 222 disposed on the inner trailing edge and the outer trailing edge of the lower wing skin 215, so as to facilitate maintenance of the various components of the wing body.

[0064] Figure 4 For the purposes of this invention Figure 2 An exploded view of the fan duct assembly of the wing structure shown. Figure 2 and Figure 4As shown, the fan duct assembly 300 includes a plurality of duct bodies 301 arranged along the wingspan direction. The plurality of duct bodies 301 are integrally formed, and each duct body 301 is configured to house an electric fan assembly so that airflow passes through the duct body 301, thereby providing thrust to the aircraft. As described above, when airflow flows at high speed through the plurality of duct bodies 301, a pressure difference is generated on the upper and lower skins of the inner section of the wing body 200, thereby giving the wing body 200 higher lift. Each of the plurality of duct bodies 301 is configured to have a cylindrical inner cavity with a substantially constant diameter, such that the cross-section of the inner cavity of the duct body 301 is approximately the same as that of the fan. Therefore, the cross-sectional area occupied by the airflow flowing within the duct body 301 does not change significantly, maintaining the stability of the airflow within the duct, thereby reducing drag and enabling stable fan operation.

[0065] like Figure 4 As shown, the duct body 301 includes multiple foam blocks, such as the duct top block 302, the duct sidewall block 303, and the duct base 304. These foam blocks are formed from rigid polymethacrylamide (PMI) foam and are joined together with an adhesive film to form a cylindrical duct body 301. Through this assembly process, multiple foam blocks can form a duct body 301 with a complex duct shape and duct cavity, reducing process difficulty and manufacturing costs.

[0066] The fan duct assembly 300 also includes a duct housing 306 and winglets 307, such as Figure 2 As shown, the winglet 307 is located at the end of the fan duct assembly 300 furthest from the fuselage and is connected to the top of the duct body 301 via a connector 308, such as a winglet carbon fiber tube. The winglet 307 can also be formed using rigid PMI foam and spliced ​​with the duct body 301 as a single unit. The duct shell 306 is formed using, for example, carbon fiber fabric of T300. For instance, the carbon fiber fabric can be wrapped around the duct body 301 and the winglet 307, supported by a molded base 304 and inner cavity of the duct body 301, and then cured in an autoclave. This invention achieves integrated molding of the complex duct shape and cavity structure by wrapping the duct shell 306 around the duct body 301 and the winglet 307 to form a fan duct shroud sandwich structure, and by using carbon fiber composite material (approximately 83% by weight) and liquid molding process, thus reducing structural weight, manufacturing costs, and process difficulty.

[0067] Figure 5 for Figure 4An enlarged view of region A shows the duct body inlet base plate and connecting assembly. The fan duct assembly 300 also includes a duct body inlet base plate 305 disposed between the bases 304 of the duct body 301 and fitted to and connected to the upper wing skin 215. The inlet base plate 305 has a generally trapezoidal shape and a thin, blade-shaped recess on the side near the wing leading edge. The inlet base plate 305 can be formed of, for example, phenolic foam material. The inlet base plate 305 is capable of rectifying the airflow entering the duct body.

[0068] Figure 6 for Figure 4 The diagram shows a connection schematic of the fan duct assembly, illustrating in cross-section the connection between the base 304 of the fan duct assembly 300 and wing structural members of the wing body 200, such as spars and / or ribs. Preferably, the fan duct assembly 300 is connected to the inner rib 206 via a connecting assembly 309, which is housed within the base 304 of the fan duct assembly 300 and includes a connecting insert 310 that is obliquely inserted into the base 304 with respect to the upper wing skin, and a mating angle box 311 connected to the connecting insert 310, the mating angle box 311 being further connected to the inner rib 206. Figure 6 As shown, the base 304 of the fan duct assembly 300 includes a curved side facing the inner cavity of the duct body and a flat side facing the wing skin. The curved side of the base 304 facing the duct body has a through hole that matches the shape of the connecting insert 310 and is inclined to the skin. The flat bottom surface of the base 304 facing the wing skin has a groove that matches the shape of the docking angle box 311 and opens towards the skin. The through hole communicates with the groove. The connecting insert 310 is a cylindrical body with a through hole at the bottom to be accommodated within the through hole of the base 304. The docking angle box 311 is a box-shaped body with an opening, and its cross-sectional shape matches the cross-sectional shape of the groove to be accommodated within the groove. The top of the corner box 311 is provided with a through hole, and the top through hole of the corner box 311 and the bottom through hole of the connecting sleeve 310 can be aligned, so that when the connecting sleeve 310 is inserted into the through hole of the base 304 and the corner box 311 is accommodated in the groove of the base 304, the connecting sleeve 310 is connected to the corner box 311 by fasteners. Preferably, the connecting sleeve 310 can be connected to the corner box 311 by a connecting bolt 312 and a support nut 313, wherein the head of the connecting bolt 312 is accommodated in the connecting sleeve 310, the shank of the connecting bolt 312 passes through the bottom through hole of the connecting sleeve 310 and the top through hole of the corner box 311, and the end of the shank extends into the corner box 311, so that the support nut 313 can engage with the end of the shank in the corner box 311, thereby connecting the connecting sleeve 310 to the corner box 311.

[0069] Preferably, such as Figures 4-5As shown, a through hole with the same shape as the connecting sleeve 310 and perpendicular to the upper skin of the wing can be opened at the front end of the base 304 near the leading edge of the wing. The connecting sleeve 310 is accommodated in the through hole and is directly connected to the wing structural component of the wing body 200, such as the inner rib 206, through fasteners such as bolts in the connecting sleeve 310.

[0070] Through the connecting components, the loads of the fan assembly and the fan duct assembly can be transferred to the wing body 200. By accommodating the connecting insert 310 and the docking angle box 311 in the holes and grooves of the base 304, the contact area between the connector and the duct base 304 can be increased, reducing the risk of concentrated load damaging the duct base 304. At the same time, the gap between the bottom of the base 304 and the wing skin is reduced, so that the airflow flowing through the fan duct is as close as possible to the upper wing skin, reducing airflow disturbance on the upper wing skin.

[0071] like Figure 6 As shown, a spring 314 is also provided at the bottom of the connecting sleeve 310. For example, when the connecting sleeve 310 is connected to the mating angle box 311 by bolts and nuts, the spring 314 can be disposed between the head of the bolt and the bottom of the connecting sleeve 310 and around the shank of the bolt to buffer the deformation load from the wing body. Therefore, placing the spring 314 between the fastener and the connecting sleeve can absorb the deformation generated by the wing during aircraft operation, distribute the load, and avoid stress concentration.

[0072] like Figures 4-6 As shown, when the connecting assembly 309 is disposed between adjacent duct bodies 301, the connecting assembly 309 may include two connecting inserts 310 and a mating corner box 311 and is configured in a V-shape, wherein each connecting insert 310 is oriented approximately radially relative to the corresponding duct body 301, and the mating corner box 311 is connected to the inner rib 206 between adjacent duct bodies 301.

[0073] The V-shaped connecting component 309 can connect two duct bodies 301 together to the same inner rib 206, reducing the number of connecting parts and making the docking angle box 311 evenly stressed, extending its service life. At the same time, during the flight of the aircraft, the V-shaped connecting component 309 can allow the duct base to move relative to the connecting sleeve 310, thereby adapting to and adjusting the deformation of the wing structure during the operation of the aircraft.

[0074] The present invention also provides an aircraft comprising the wing structure as described above. The aircraft may be an electric unmanned aerial vehicle (UAV), for example, a small electric UAV with a wingspan of 12m.

[0075] The aircraft provided by this invention adopts an integrated design of wing and distributed duct, with a large aspect ratio and small sweep angle wing. The wing adopts a layout of three types of spars and three types of ribs, comprehensively considering the installation of fan duct components, load transfer and coordinated deformation, and taking into account the installation and heat dissipation of electric drive, main landing gear arrangement, flaps and ailerons and their drive mechanism. The fan duct cover adopts a T300 grade carbon fiber fabric and PMI rigid foam sandwich structure. The complex shape and cavity manufacturing are solved through assembly process.

[0076] Those skilled in the art will recognize that this disclosure is not limited to the preferred embodiments described above. They will also recognize that modifications and variations are possible within the scope of the appended claims. Furthermore, through a study of the drawings, the disclosure, and the appended claims, those skilled in the art will be able to understand and implement variations of the disclosed embodiments.

Claims

1. An airfoil structure with distributed fan ducts, comprising: The wing body includes a spars extending along the wingspan and ribs extending from the spars in a forward-rear direction toward the fuselage. The wing spars include a front spars located at the leading edge of the wing, a rear spars located at the trailing edge of the wing, and a middle spars between the front and rear spars. The wing ribs include an inner rib near the wing root, an outer rib near the wingtip, and a middle rib between the inner and outer ribs. Wherein, the inner rib extends from the middle beam to the front beam and the rear beam at a first angle to the middle beam, such that the inner rib is parallel to the longitudinal axis of the fuselage; the outer rib extends from the middle beam to the front beam at a second angle to the middle beam, such that the outer rib is perpendicular to the middle beam; the middle rib extends from the middle beam to the front beam and the rear beam, and the angle between the middle rib and the middle beam gradually decreases from the first angle to the second angle; and The wing structure with distributed fan ducts further includes a fan duct assembly connected to the inner rib via a connecting assembly housed within a base of the fan duct assembly. The connecting assembly includes a connecting sleeve inserted into the base and a mating angle box connected to the connecting sleeve, the mating angle box being connected to the inner rib. The connecting assembly includes two connecting inserts arranged in a V-shape and a mating corner box.

2. The wing structure according to claim 1, wherein, The fan duct assembly is connected to a plurality of the inner ribs at the wing root skin of the wing body, so that the load of the fan duct assembly can be transferred to the wing body via the inner ribs.

3. The wing structure according to claim 1, wherein, The spacing between the middle ribs is smaller than the spacing between the inner ribs and the spacing between the outer ribs.

4. The wing structure according to claim 1 further includes a flap disposed behind the inner rib, the flap being connected to the rear spar via two hinge points and a drive point, wherein, The two hinge points and the drive point are configured to divide the flap into four equal parts with uniform aerodynamic load and consistent shape.

5. The wing structure according to claim 1 further includes an inner aileron and an outer aileron disposed behind the outer rib and connected to the center spar.

6. The wing structure according to claim 1, wherein, The front beam, the middle beam, the inner ribs, and the skin form a wing box that houses a control system for controlling the fan assembly.

7. The wing structure according to claim 6, wherein, The bottom of the wing box has an opening for heat dissipation.

8. The wing structure according to claim 1, wherein, The main landing gear is disposed between the center spar and the rear spar, and the main landing gear pivot is connected to the inner rib adjacent to the wing root rib, such that when the main landing gear is retracted, half of the main landing gear is retracted into the interior of the wing body and the other half is retracted into the belly of the aircraft fuselage.

9. The wing structure according to claim 1, wherein, The connecting insert also includes a spring disposed within the connecting insert to absorb deformation of the wing structure.

10. The wing structure according to claim 1, wherein, The fan duct assembly includes a plurality of duct bodies arranged along the wingspan direction, each of the plurality of duct bodies being configured to house an electric fan assembly and having an inner cavity of substantially constant diameter.

11. The wing structure according to claim 10, wherein, The fan duct assembly also includes a duct housing and winglets, wherein the plurality of duct bodies and the winglets are integrally formed, and the duct housing covers the exterior of the plurality of duct bodies and the winglets to form a sandwich structure.

12. The wing structure according to claim 10, wherein, Each of the plurality of culvert bodies comprises a plurality of foam blocks assembled into a single unit.

13. An aircraft comprising a wing structure according to any one of the preceding claims.

14. The aircraft according to claim 13, wherein, The aircraft is an electric unmanned aerial vehicle.

Images