Wind-resistant flying wing aircraft aerodynamic layout based on redundancy control technology

Abstract

The utility model discloses a wind-resistant flying wing aircraft aerodynamic layout based on redundancy control technology, which belongs to the field of aircraft aerodynamic layouts, and comprises a fuselage and two wings integrated with the fuselage, the front edge of the aircraft is in a double-sweepback form, the first sweepback angle is 55 degrees, the second sweepback angle is 20 degrees, and the first sweepback angle is 45 degrees. The front end of a fuselage of the aircraft is an air inlet, the rear end of the fuselage of the aircraft is an air outlet, the air inlet and the air outlet are designed to be fused with the fuselage, the rear edge of the aircraft is formed by three lambda-shaped inflection splicing, a pair of body flaps is installed at the position 10% of the pneumatic chord length behind the center of gravity of the abdomen of the aircraft, and five pairs of control surfaces are arranged on the rear edges of wings of the aircraft. The force or moment of the aircraft is controlled by a redundant control surface. By adopting the technical scheme provided by the utility model, the problem that the flying-wing aircraft is unstable when facing strong wind interference is solved, and the stable flight of the flying-wing aircraft in strong wind is realized.

Description

Technical Field

[0001] The utility model relates to the technical field of aircraft aerodynamic layout, in particular to an aerodynamic layout of a wind-resistant flying wing aircraft based on redundant control technology. Background Art

[0002] Flying-wing aircraft boast advantages such as high aerodynamic efficiency and excellent stealth performance, making them a key form factor for future aircraft. Aerodynamic layout is fundamental to a flying-wing aircraft, and aerodynamic design is a key component of the design. The design of a wind-resistant flying-wing aircraft must first be based on the aircraft's aerodynamic layout, establishing a basic and rational layout and a combined control surface distribution scheme to provide a reliable solution for the wind-resistant flying-wing aircraft.

[0003] Existing flying-wing aircraft typically adopt a completely tailless design. However, this design can lead to inherent shortcomings such as poor stability and maneuverability. This makes flying-wing aircraft highly susceptible to instability when faced with wind disturbances, severely restricting the development of this type of aircraft. Currently, the most common approach to address this issue is to employ multiple control planes with redundant control surfaces to control the aircraft. Utility Model Content

[0004] In order to solve the technical problems of poor stability and weak controllability of the flying wing layout aircraft with a completely tailless design in the above-mentioned prior art, the utility model provides an aerodynamic layout of a wind-resistant flying wing aircraft based on redundant control technology.

[0005] In order to realize the above technical solution, the utility model provides an aerodynamic structure of a wind-resistant flying wing aircraft based on redundant control technology, comprising a fuselage and two wings integrated with the fuselage, an air inlet is provided at the front end of the fuselage, and an exhaust port is provided at the rear end of the fuselage. The air inlet and exhaust port are designed to be integrated with the fuselage, and five pairs of rudders are symmetrically distributed on the trailing edge of the wing. From the wing root to the wing tip, there are successively provided with a first control surface, a second control surface, a third control surface, a fourth control surface and a fifth control surface, wherein the second to fifth control surfaces are of the same length; a pair of belly flaps are installed on the belly of the fuselage, and the belly flaps are located at a position 10% of the average aerodynamic chord length behind the center of gravity of the aircraft.

[0006] Furthermore, the leading edge of the aircraft is double-swept, with a first sweep angle of 55° and a second sweep angle of 20°. The trailing edge of the aircraft is formed by three "λ"-shaped bends.

[0007] The beneficial effects of the present invention are as follows: this scheme realizes three-axis stable control of the flying wing aircraft under the influence of strong wind interference by setting redundant control surfaces, thereby avoiding the damage of the horizontal tail and vertical tail of the aircraft to the stealth performance of the flying wing aircraft, maintaining the advantages of the flying wing layout of good stealth performance, low resistance, high lift-to-drag ratio, and long combat radius, and at the same time enhancing the adaptability of the flying wing aircraft to harsh flight environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0009] Figure 1 A top view of the aerodynamic layout of a wind-resistant flying wing aircraft based on redundant control technology provided by an embodiment of the present utility model;

[0010] Figure 2 A side view of the aerodynamic layout of a wind-resistant flying wing aircraft based on redundant control technology provided by an embodiment of the present utility model;

[0011] Figure 3 A bottom view of the aerodynamic layout of a wind-resistant flying wing aircraft based on redundant control technology provided in an embodiment of the present invention (with the belly flaps folded).

[0012] The above drawings include the following reference numerals:

[0013] 1. First sweep angle; 2. Second sweep angle; 3. Fifth control surface; 4. Fourth control surface; 5. Third control surface; 6. Second control surface; 7. First control surface; 8. Exhaust port; 9. Wing; 10. Fuselage; 11. Air intake; 12. Belly flap. DETAILED DESCRIPTION

[0014] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments of the present invention can be combined with each other. The present invention will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0015] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present invention. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0016] Unless otherwise specifically stated, the relative arrangement of the parts and steps, the numerical expressions and the numerical values ​​set forth in these embodiments do not limit the scope of the present invention. At the same time, it should be understood that, for ease of description, the sizes of the various parts shown in the drawings are not drawn according to the actual proportional relationship. The techniques, methods and equipment known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the techniques, methods and equipment should be considered as part of the authorization specification. In all examples shown and discussed here, any specific values ​​should be interpreted as being merely exemplary and not as limiting. Therefore, other examples of the exemplary embodiments may have different values. It should be noted that similar numbers and letters represent similar items in the following figures, and therefore, once an item is defined in one figure, it does not need to be further discussed in subsequent figures.

[0017] See also Figures 1 to 3 As shown, the utility model provides an aerodynamic structure of a wind-resistant flying wing aircraft based on redundant control technology. Similar to the prior art, the aerodynamic structure of the wind-resistant flying wing aircraft based on redundant control technology includes a fuselage 10 and two wings 9 integrated with the fuselage 10. The front end of the fuselage 10 is provided with an air inlet 11, and the rear end of the fuselage 10 is provided with an exhaust port 8. The air inlet and exhaust port 8 are designed to be integrated with the fuselage 10. Different from the prior art, five pairs of control surfaces are symmetrically distributed on the trailing edge of the wing 9. From the wing root to the wing tip, a first control surface 7, a second control surface 6, a third control surface 5, a fourth control surface 4 and a fifth control surface 3 are sequentially provided, wherein the second to fifth control surfaces 3 have the same length; a pair of belly flaps 12 are installed on the belly of the fuselage 10, and the belly flaps 12 are located at a position 10% of the average aerodynamic chord length behind the center of gravity of the aircraft;

[0018] Among them, a pair of belly flaps 12 are installed on the belly of the fuselage 10. The belly flaps 12 are located 10% of the average aerodynamic chord length behind the center of gravity of the aircraft, which can ensure that the impact on the torque of the entire aircraft is small; when the belly flaps 12 are folded, they are completely in contact with the belly of the aircraft.

[0019] When the wind-resistant flying wing aircraft aerodynamic structure based on redundant control technology provided by the present invention is actually used, the control method of the aircraft is as follows: the first control surface 7 and the second control surface 6 are mainly used to control the pitch motion, the third control surface 5 is mainly used to control the roll motion, and when the longitudinal control torque is insufficient, the pitch motion can also be controlled. The fourth and fifth control surfaces 3 are mainly used to control the yaw motion in combination, and when the roll torque is insufficient, the roll motion can also be controlled. The belly flap 12 is mainly used to provide lift to resist the gust of wind disturbance in the vertical direction.

[0020] Through the above settings, the various postures of the aircraft can be adjusted and controlled, improving the ability of the flying wing aircraft to cope with wind field interference.

[0021] As a preferred embodiment, the leading edge of the aircraft is double-swept, with a first sweep angle 1 of 55° and a second sweep angle 2 of 20°. The trailing edge of the aircraft is formed by three "λ"-shaped bends. In other words, the trailing edge is formed by three "λ"-shaped bends, which can make the shape of the trailing edge more coordinated, thereby facilitating the configuration of the control surface.

[0022] For ease of description, spatially relative terms such as "above", "above", "on the upper surface of", "above", etc. may be used herein to describe the spatial positional relationship of a device or feature to other devices or features as shown in the figures. It should be understood that spatially relative terms are intended to include different orientations of the device in use or operation in addition to the orientation described in the figures. For example, if the device in the drawings is inverted, the device described as "above other devices or structures" or "above other devices or structures" will be positioned as "below other devices or structures" or "below other devices or structures". Thus, the exemplary term "above" can include both "above" and "below". The device can also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatially relative descriptions used here are interpreted accordingly.

[0023] In addition, it should be noted that the use of words such as "first" and "second" to limit components is only for the convenience of distinguishing the corresponding components. Unless otherwise stated, the above words have no special meaning and therefore cannot be understood as limiting the scope of protection of this utility model.

[0024] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Those skilled in the art will readily appreciate that the present invention is susceptible to various modifications and variations. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the present invention.

Claims

1. An aerodynamic layout of a wind-resistant flying wing aircraft based on redundant control technology, comprising a fuselage (10) and two wings (9) integrated with the fuselage (10), wherein the front end of the fuselage (10) is provided with an air inlet (11), and the rear end of the fuselage (10) is provided with an exhaust port (8), wherein the air inlet and exhaust port (8) are designed to be integrated with the fuselage (10), and the invention is characterized in that: The trailing edge of the wing (9) is symmetrically distributed with five pairs of control surfaces, and from the wing root to the wing tip, a first control surface (7), a second control surface (6), a third control surface (5), a fourth control surface (4) and a fifth control surface (3) are sequentially provided, wherein the second to fifth control surfaces (3) are of the same length; the belly of the fuselage (10) is installed with a pair of belly flaps (12), and the belly flaps (12) are located at a position of 10% of the average aerodynamic chord length behind the center of gravity of the aircraft.

2. The wind-resistant flying wing aircraft aerodynamic structure based on redundant control technology according to claim 1 is characterized in that: The leading edge of the aircraft is in a double-swept form, with a first sweep angle (1) of 55° and a second sweep angle (2) of 20°. The trailing edge of the aircraft is formed by splicing three "λ"-shaped bends.

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