Wing and aircraft
By designing propellers on the UAV wings to guide the airflow and affect the torsion of the segment, the problem of large induced drag of the UAV is solved and the range is improved.
Patent Information
- Application Number
- CN202422796286.0
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-14
- Publication Date
- 2025-10-17
- Estimated Expiration
- 2034-11-14
AI Technical Summary
Existing drones have large induced drag during flight, resulting in limited range. Although methods such as increasing wingspan and using winglets can reduce induced drag, they will add extra weight and the effect of improving range is limited.
By optimizing the airfoil design of the wing, the propeller is used to twist the airflow-affecting section of the wing plate, guiding the airflow toward the rear and reducing induced drag.
Effectively reduce the induced drag of the UAV during flight, improve the lift-to-drag ratio, and thus increase the range.
Smart Images
Figure CN223443816U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present disclosure relates to the field of aircraft, in particular, to a wing and an aircraft. BACKGROUND
[0002] At present, unmanned aerial vehicles have been widely used in many industries such as aerial photography, logistics transportation and security monitoring. However, the range of unmanned aerial vehicles is still limited. With the increasing application range of unmanned aerial vehicles, it is increasingly important to improve the range of unmanned aerial vehicles. One of the effective methods is to improve the lift-drag ratio of the aircraft by reducing the drag of the aircraft.
[0003] One of the main sources of drag of the unmanned aerial vehicle during flight is induced drag. In the related art, the induced drag can be effectively reduced and the lift-drag ratio of the unmanned aerial vehicle can be improved by increasing the wing span and using wing tip winglets, thereby improving the range of the unmanned aerial vehicle. However, increasing the wing span and using wing tip winglets will increase the additional weight of the unmanned aerial vehicle, and the effect of improving the range is often limited. CONTENT OF THE UTILITY MODEL
[0004] The purpose of the present disclosure is to provide a wing and an aircraft, which can effectively reduce induced drag by optimizing the airfoil design of the wing, thereby improving the range, to at least partially solve the above technical problems.
[0005] In order to achieve the above purpose, according to a first aspect of the present disclosure, a wing is provided, the wing comprising a wing plate and a propeller, the propeller being connected to the front side of the wing plate, the wing plate having an airflow influencing section, the propeller covering at least part of the airflow influencing section in the direction of its own axis towards the orthographic projection of the wing plate, the airflow influencing section being twisted at least partially around the extension direction of the wing plate to guide the airflow acting on the wing plate by the propeller to flow towards the rear side of the wing plate.
[0006] Optionally, the airflow influencing section has a first section and a second section arranged in sequence along the extension direction of the wing plate, the mounting position of the propeller is located between the first section and the second section, and the first section and / or the second section is twisted around the extension direction of the wing plate.
[0007] Optionally, the first section is located between the second section and the fuselage of the aircraft, and the twist direction of the second section is opposite to that of the first section along the extension direction of the wing plate from the second section to the first section.
[0008] Optionally, in the extension direction of the wing plate, the twist angle of the first section and / or the second section gradually increases from the mounting position to the direction away from the mounting position.
[0009] Optionally, the wing plate comprises a wing connecting section connected between the fuselage and the first section of the aircraft, and the torsion direction of the first section is opposite to that of the wing connecting section along the extension direction of the wing plate from the first section to the wing connecting section.
[0010] Optionally, the upper surface and the lower surface of the first section are configured as smooth surfaces, and / or the upper surface and the lower surface of the second section are configured as smooth surfaces.
[0011] Optionally, the torsion angle of the wing plate is less than 5°.
[0012] According to a second aspect of the present disclosure, there is provided an aircraft, comprising:
[0013] a fuselage; and
[0014] a first wing, the first wing being a wing as described above, the first wings being arranged in pairs, the pairs of the first wings being respectively arranged on opposite sides of the fuselage.
[0015] Optionally, the two propellers of the pairs of the first wings are configured to have the same rotation direction, the pairs of the first wings are arranged asymmetrically about a first plane, the first plane passing through the center line of the fuselage and being perpendicular to the extension direction of the wings, and the positions of the pairs of the first wings in the front-rear direction of the fuselage relative to the fuselage are the same.
[0016] Optionally, the aircraft further comprises a second wing, the second wings being arranged in pairs, the pairs of the second wings being respectively arranged on opposite sides of the fuselage, and the extension direction of the first wings and the extension direction of the second wings are at an angle.
[0017] By the technical solution, at least part of the air flow influencing section of the wing plate is twisted around the extension direction of the wing plate to guide the air flow of the wing plate acted on by the propeller to flow towards the rear side, which can effectively reduce the induced drag of the aircraft during flight, improve the lift-drag ratio of the aircraft, and improve the range of the aircraft. The air flow influencing section is the main part of the wing plate acted on by the air flow of the propeller. Specifically, the twisting direction of the twisted part of the air flow influencing section corresponds to the air flow direction of the air flow influencing section acted on by the propeller. For example, when the air flow direction of the air flow influencing section acted on by the propeller is from bottom to top, i.e. from the bottom side of the wing plate to the top side of the wing plate, the twisting direction of the twisted part of the air flow influencing section twists the front side of the wing plate downward and the rear side of the wing plate upward, so that the air flow of the bottom surface of the wing plate acted on by the propeller flows towards the rear side through the guidance of the twisted part. Similarly, when the air flow direction of the air flow influencing section acted on by the propeller is from top to bottom, i.e. from the top side of the wing plate to the bottom side of the wing plate, the twisting direction of the twisted part of the air flow influencing section twists the front side of the wing plate upward and the rear side of the wing plate downward, so that the air flow of the top surface of the wing plate acted on by the propeller flows towards the rear side through the guidance of the twisted part. Thus, through the arrangement of the air flow influencing section, the air flow can be guided to flow from the front side of the wing plate to the rear side of the wing plate in accordance with the air flow direction of the wing plate acted on by the propeller. When the wing is applied to a UAV, the induced drag of the UAV during flight can be reduced, and the range of the UAV can be improved.
[0018] Other features and advantages of the present disclosure will be described in detail in the following detailed description section. BRIEF DESCRIPTION OF DRAWINGS
[0019] The accompanying drawings are included to provide a further understanding of the present disclosure and constitute a part of the specification, and are used together with the following detailed description to explain the present disclosure, but do not constitute a limitation on the present disclosure. In the drawings:
[0020] Figure 1 is a schematic diagram of the overall structure of the aircraft provided in the exemplary embodiment of the present disclosure;
[0021] Figure 2 is a side view of section A in Figure 1
[0022] Figure 3 is a side view of section B in Figure 1
[0023] Figure 4 is a comparison diagram of lift distribution before and after the wing is twisted in the exemplary embodiment of the present disclosure.
[0024] LEGEND OF DRAWINGS
[0025] 10, aircraft;
[0026] 1, first wing; 2, wing panel; 3, propeller; 31, mounting position; 4, airflow influencing section; 41, first section; 42, second section; 5, wing connecting section; 6, second wing; 7, fuselage. DETAILED DESCRIPTION
[0027] The specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are merely illustrative and explanatory and are not intended to limit the present disclosure.
[0028] In the present disclosure, "inner, outer" refers to the inside and outside of the profile of the corresponding component, and "far, near" refers to the far and near of the spatial position of the corresponding component relative to another component, unless otherwise stated. In addition, the terms "first", "second", etc. used in the present disclosure are used to distinguish one element from another element, and do not have sequential and important meanings. In the following description, the same numbers in different drawings represent the same or similar elements, unless otherwise indicated.
[0029] The wings and aircraft in the exemplary embodiments of the present disclosure will be described below with reference to the accompanying drawings.
[0030] According to a first aspect of the present disclosure, with reference to Figures 1 to 3 The present disclosure provides a wing, which includes a wing panel 2 and a propeller 3 connected to the front side of the wing panel 2, the wing panel 2 having an airflow influencing section 4, the propeller 3 covering at least part of the airflow influencing section 4 in the direction of its own axis towards the orthographic projection of the wing panel 2, and the airflow influencing section 4 being twisted at least partially around the extension direction of the wing panel 2 to guide the airflow acting on the wing panel 2 by the propeller 3 to flow towards the rear side of the wing panel 2.
[0031] By the technical solution, at least part of the air flow influencing section 4 of the wing plate 2 is twisted around the extension direction of the wing plate 2 for guiding the air flow acted on the wing plate 2 by the propeller 3 to flow towards the rear side, which can effectively reduce the induced drag of the aircraft 10 during flight, improve the lift-drag ratio of the aircraft 10, and improve the range of the aircraft 10. The air flow influencing section 4 is the main part of the wing plate 2 acted on by the air flow of the propeller 3. Specifically, the twisting direction of the twisted part of the air flow influencing section 4 corresponds to the air flow direction acted on the air flow influencing section 4 by the propeller 3. For example, when the air flow direction acted on the part of the air flow influencing section 4 by the propeller 3 is from bottom to top, i.e. from the bottom side of the wing plate 2 to the top side of the wing plate 2, the twisting direction of the twisted part of the air flow influencing section 4 is such that the front side of the wing plate 2 is twisted downward and the rear side of the wing plate 2 is twisted upward, so that the air flow acted on the bottom surface of the wing plate 2 by the propeller 3 flows towards the rear side through the guiding of the twisted part. Similarly, when the air flow direction acted on the part of the air flow influencing section 4 by the propeller 3 is from top to bottom, i.e. from the top side of the wing plate 2 to the bottom side of the wing plate 2, the twisting direction of the twisted part of the air flow influencing section 4 is such that the front side of the wing plate 2 is twisted upward and the rear side of the wing plate 2 is twisted downward, so that the air flow acted on the top surface of the wing plate 2 by the propeller 3 flows towards the rear side through the guiding of the twisted part. Thus, by the arrangement of the air flow influencing section 4, the air flow can be guided to flow from the front side of the wing plate 2 to the rear side of the wing plate 2 in accordance with the air flow direction acted on the wing plate 2 by the propeller 3. When the wing is applied to a UAV, the induced drag of the UAV during flight can be reduced, and the range of the UAV can be improved.
[0032] As shown in the drawings, the front-rear direction refers to the front-rear direction of the fuselage 7 of the aircraft 10, the left-right direction refers to the extension direction of the wing (the first wing 1 mentioned below), and the up-down direction refers to the extension direction of the wing (the second wing 6 mentioned below). Figure 1 As shown in the drawings, the front-rear direction refers to the front-rear direction of the fuselage 7 of the aircraft 10, the left-right direction refers to the extension direction of the wing (the first wing 1 mentioned below), and the up-down direction refers to the extension direction of the wing (the second wing 6 mentioned below). Figure 1 As shown in the drawings, the front-rear direction refers to the front-rear direction of the fuselage 7 of the aircraft 10, the left-right direction refers to the extension direction of the wing (the first wing 1 mentioned below), and the up-down direction refers to the extension direction of the wing (the second wing 6 mentioned below). As shown in the drawings, the front-rear direction refers to the front-rear direction of the fuselage 7 of the aircraft 10, the left-right direction refers to the extension direction of the wing (the first wing 1 mentioned below), and the up-down direction refers to the extension direction of the wing (the second wing 6 mentioned below).
[0033] As shown in the drawings, the front-rear direction refers to the front-rear direction of the fuselage 7 of the aircraft 10, the left-right direction refers to the extension direction of the wing (the first wing 1 mentioned below), and the up-down direction refers to the extension direction of the wing (the second wing 6 mentioned below). Figure 1 As shown in the drawings, the front-rear direction refers to the front-rear direction of the fuselage 7 of the aircraft 10, the left-right direction refers to the extension direction of the wing (the first wing 1 mentioned below), and the up-down direction refers to the extension direction of the wing (the second wing 6 mentioned below).
[0034] In some embodiments, as shown in the drawings, the front-rear direction refers to the front-rear direction of the fuselage 7 of the aircraft 10, the left-right direction refers to the extension direction of the wing (the first wing 1 mentioned below), and the up-down direction refers to the extension direction of the wing (the second wing 6 mentioned below). Figures 1 to 3As shown, the airflow-affected section 4 has a first section 41 and a second section 42 arranged in sequence along the extension direction of the wing panel 2, and the installation position 31 of the propeller 3 is located between the first section 41 and the second section 42, and the first section 41 and / or the second section 42 can be twisted around the extension direction of the wing panel 2. In this way, at least one of the first section 41 and the second section 42 is twisted around the extension direction of the wing panel 2 to guide the airflow affected by the propeller 3 on the wing panel 2 to flow from the front side to the rear side in compliance, so as to reduce the induced drag of the aircraft 10 during flight and improve the range of the aircraft 10.
[0035] The first section 41 and the second section 42 are both twisted around the extension direction of the wing panel 2 exemplarily in the present disclosure to be used for guiding the airflow affected by the propeller 3 on the first section 41 and the second section 42 to flow to the rear side, and it can be understood that in some other possible alternative embodiments not shown in the drawings, the first section 41 can be twisted around the extension direction of the wing panel 2, and the second section 42 can be arranged parallel to the extension direction of the wing panel 2, or the first section 41 can be arranged parallel to the extension direction of the wing panel 2, and the second section 42 can be twisted around the extension direction of the wing panel 2. The above-mentioned embodiments can all achieve the guidance of at least part of the airflow affected by the propeller 3 on the wing panel 2, which is not specifically limited in the present disclosure.
[0036] Reference Figure 4 As shown, Figure 4 The curve a is an ideal lift distribution, i.e. the ideal lift distribution of each position of the wing panel not affected by the airflow of the propeller 3, the curve b is the lift distribution of each position of the wing panel before the twist optimization of the wing panel, affected by the airflow of the propeller 3, at this time the lift of part of the positions of the wing panel deviates from the ideal lift distribution, and the curve c is the lift distribution of each position of the wing panel after the twist optimization of the wing panel, at this time at least part of the positions of the wing panel fit the ideal lift distribution curve more than before the twist optimization. Among them, 0% to 100% represents Figure 1 The left wing from the fuselage 7 to the left wing tip, from 0% to -100% represents Figure 1The right wing, from the fuselage 7 to the right wing tip, is depicted at various locations. The interval around 60% (e.g., 35% to 70%) represents the first section 41 of the left wing. It can be seen that before torsion optimization, curve b changes significantly in this interval, while after torsion optimization, curve c closely matches curve a in this interval. The interval around 80% (e.g., 70% to 85%) represents the region of the rotating shaft of the propeller 3 on the left wing. The interval around 90% (e.g., 85% to 100%) represents the second section 42 of the left wing. It can be seen that before torsion optimization, curve b deviates from curve a in this interval, while after torsion optimization, curve c is closer to curve a than curve b in this interval. Furthermore, it can be seen that due to the rotation direction of propeller 3, the airflow acting on the first section 41 of the left wing is directed from bottom to top. Based on the flow direction or the rotation direction of propeller 3, the impact on the first section 41 is larger and more significant. Torsion optimization of this first section 41 has a more significant effect, reducing excess lift and lowering induced drag. Torsion optimization of the second section 42 of the left wing can increase lift and meet lift requirements.
[0037] Furthermore, the range near -60% (e.g., -35% to -70%) represents the first section 41 of the right wing. It can be seen that before torsion optimization, curve b deviates from curve a in this range. However, after torsion optimization, curve c is closer to curve a than curve b in this range. The range near -80% (e.g., -70% to -85%) represents the region of the rotation axis of propeller 3 on the right wing. The range near -90% (e.g., -85% to -100%) represents the second section 42 of the right wing. It can be seen that before torsion optimization, curve b deviates significantly from curve a in this range. However, after torsion optimization, curve c is closer to curve a than curve b in this range. Furthermore, it can be seen that due to the rotation direction of propeller 3, the airflow acting on second section 42 of the right wing is directed from bottom to top. This airflow direction, or the rotation direction of propeller 3, has a more significant impact on second section 42. Performing torsion optimization on this second section 42 produces a more significant optimization effect, reducing excess lift and thus lowering induced drag. The torsional optimization of the first section 41 of the right wing can increase the lift and meet the lift requirements.
[0038] In some embodiments, reference Figures 1 to 3 As shown, the first section 41 is located between the second section 42 and the fuselage 7 of the aircraft 10, wherein the installation position 31 of the propeller 3 is located between the first section 41 and the second section 42, so that the airflows of the propeller 3 acting on the first section 41 and the second section 42 are in opposite directions, along the extension direction of the wing panel 2 and from the second section 42 toward the first section 41, and the torsional direction of the second section 42 is opposite to the torsional direction of the first section 41.
[0039] For example,Figure 1 Taking the left wing shown as an example, the direction of the airflow acting on the first section 41 by the propeller 3 is from bottom to top, that is, from the bottom side of the wing panel 2 to the top side of the wing panel 2. At this time, along the extension direction of the wing panel 2 and from the first section 41 toward the fuselage 7, the front side of the first section 41 is twisted downward and the rear side of the first section 41 is twisted upward, so that the airflow acting on the bottom side of the first section 41 by the propeller 3 is guided toward the rear side; in addition, the direction of the airflow acting on the second section 42 by the propeller 3 is from top to bottom, that is, from the top side of the wing panel 2 to the bottom side of the wing panel 2. At this time, along the extension direction of the wing panel 2 and from the second section 42 toward the first section 41, the front side of the second section 42 is twisted upward and the rear side of the second section 42 is twisted downward, so that the airflow acting on the top side of the second section 42 by the propeller 3 is guided toward the rear side.
[0040] by Figure 1 Taking the right wing shown as an example, the propeller 3 of the right wing has the same rotation direction as the propeller 3 of the left wing. At this time, the airflow direction of the propeller 3 acting on the first section 41 is from top to bottom, that is, from the top side of the wing panel 2 to the bottom side of the wing panel 2. At this time, along the extension direction of the wing panel 2 and from the first section 41 toward the fuselage 7, the front side of the first section 41 is twisted upward and the rear side of the first section 41 is twisted downward, so that the airflow acting on the top side of the first section 41 by the propeller 3 is guided toward the rear side; in addition, the airflow direction of the propeller 3 acting on the second section 42 is from bottom to top, that is, from the bottom side of the wing panel 2 to the top side of the wing panel 2. At this time, along the extension direction of the wing panel 2 and from the second section 42 toward the first section 41, the front side of the second section 42 is twisted downward and the rear side of the second section 42 is twisted upward, so that the airflow acting on the bottom side of the second section 42 by the propeller 3 is guided toward the rear side.
[0041] Therefore, it can be understood that the rotation direction of the propeller 3 corresponds to the rotation direction of the first section 41 and / or the second section 42, so that the airflow exerted by the propeller 3 on the wing plate 2 is guided toward the rear side of the wing plate 2.
[0042] In some embodiments, reference Figures 1 to 3 As shown, in the extension direction of the wing panel 2, and from the mounting position 31 toward the direction away from the mounting position 31, the torsion angle of the first section 41 and / or the second section 42 gradually increases. It is understandable that, from the mounting position 31 toward the direction away from the mounting position 31, the airflow exerted by the propeller 3 on the wing panel 2 gradually increases, so the first section 41 and / or the second section 42 can adaptively guide the airflow exerted by the propeller 3 on the airflow affecting section 4 by increasing the torsion angle.
[0043] Exemplarily, the first section 41 and the second section 42 in the present disclosure are twisted around the extending direction of the wing plate 2, the twisting angle of the first section 41 gradually increases along the extending direction of the wing plate 2 and from the first section 41 towards the second section 42, and the twisting angle of the second section 42 gradually increases along the extending direction of the wing plate 2 and from the second section 42 towards the first section 41.
[0044] Wherein, the twisting directions of the first section 41 and the second section 42 are opposite, if the twisting direction of the first section 41 is positive, the twisting direction of the second section 42 is negative, thus, the twisting angle of the first section 41 positively increases from the mounting position 31 of the propeller 3 towards the direction away from the mounting position 31, and the twisting angle of the second section 42 reversely increases from the mounting position 31 of the propeller 3 towards the direction away from the mounting position 31. If the twisting direction of the second section 42 is positive, the twisting direction of the first section 41 is negative, thus, the twisting angle of the first section 41 reversely increases from the mounting position 31 of the propeller 3 towards the direction away from the mounting position 31, and the twisting angle of the second section 42 positively increases from the mounting position 31 of the propeller 3 towards the direction away from the mounting position 31.
[0045] In some embodiments, referring to Figure 1 As shown, the wing plate 2 can include a wing connecting section 5 connected between the fuselage 7 of the aircraft 10 and the first section 41, and the twisting direction of the first section 41 is opposite to that of the wing connecting section 5 along the extending direction of the wing plate 2 and from the first section 41 towards the wing connecting section 5. In this way, at least part of the wing connecting section 5 close to the first section 41 is twisted and opposite to the twisting direction of the first section 41, so as to realize smooth connection with the first section 41, reduce the influence on the guiding effect of the airflow of the propeller 3 on the wing plate 2, and in addition, it can also facilitate the connection of the wing connecting section 5 with the fuselage 7, for example, the end of the wing connecting section 5 connected with the fuselage 7 can be parallel to the front-back direction of the fuselage, so as to facilitate positioning and assembly, etc.
[0046] Wherein, the wing connecting section 5, the first section 41 and the second section 42 are arranged in sequence along the extending direction of the propeller 3 and towards the direction away from the fuselage 7, exemplarily, the wing connecting section 5 is twisted and opposite to the first section 41 along the extending direction of the propeller 3 and from the first section 41 towards the second section 42, and the second section 42 is twisted and opposite to the wing connecting section 5 along the extending direction of the propeller 3 and from the wing connecting section 5 towards the first section 41. Figure 1For example, the left wing in FIG. 1, the airflow direction of the propeller 3 acting on the first section 41 is from bottom to top, i.e. from the bottom side of the wing plate 2 to the top side of the wing plate 2. At this time, viewed along the extension direction of the wing plate 2 and from the first section 41 to the wing connecting section 5, the front side of the first section 41 is twisted downward and the rear side of the first section 41 is twisted upward. In addition, viewed from the connection between the wing connecting section 5 and the first section 41 to the fuselage 7, the rear side of the wing connecting section 5 is gradually twisted downward and the front side of the wing connecting section 5 is gradually twisted upward. When twisted to the connection end of the wing connecting section 5 and the fuselage 7, the connection end can be parallel to the front-rear direction of the fuselage 7, so as to realize smooth transition from the first section 41 to the wing connecting section 5 and then to the fuselage 7. For example, the right wing in FIG. 1, the airflow direction of the propeller 3 acting on the first section 41 is from top to bottom, i.e. from the top side of the wing plate 2 to the bottom side of the wing plate 2. At this time, viewed along the extension direction of the wing plate 2 and from the first section 41 to the wing connecting section 5, the front side of the first section 41 is twisted upward and the rear side of the first section 41 is twisted downward. In addition, viewed from the connection between the wing connecting section 5 and the first section 41 to the fuselage 7, the rear side of the wing connecting section 5 is gradually twisted upward and the front side of the wing connecting section 5 is gradually twisted downward. When twisted to the connection end of the wing connecting section 5 and the fuselage 7, the connection end can be parallel to the front-rear direction of the fuselage 7, so as to realize smooth transition from the first section 41 to the wing connecting section 5 and then to the fuselage 7. Figure 1 For example, the right wing in FIG. 1, the airflow direction of the propeller 3 acting on the first section 41 is from top to bottom, i.e. from the top side of the wing plate 2 to the bottom side of the wing plate 2. At this time, viewed along the extension direction of the wing plate 2 and from the first section 41 to the wing connecting section 5, the front side of the first section 41 is twisted upward and the rear side of the first section 41 is twisted downward. In addition, viewed from the connection between the wing connecting section 5 and the first section 41 to the fuselage 7, the rear side of the wing connecting section 5 is gradually twisted upward and the front side of the wing connecting section 5 is gradually twisted downward. When twisted to the connection end of the wing connecting section 5 and the fuselage 7, the connection end can be parallel to the front-rear direction of the fuselage 7, so as to realize smooth transition from the first section 41 to the wing connecting section 5 and then to the fuselage 7.
[0047] In some embodiments, referring to FIG. 1, the upper surface and the lower surface of the first section 41 can be configured as smooth surfaces, and / or the upper surface and the lower surface of the second section 42 can be configured as smooth surfaces. Figures 1 to 3 As shown in FIG. 1, the upper surface and the lower surface of the first section 41 can be configured as smooth surfaces, and the upper surface and the lower surface of the second section 42 can be configured as smooth surfaces. In this way, the resistance of the airflow influencing section 4 in guiding the airflow of the propeller 3 can be reduced, the power loss can be reduced, and the flight range of the aircraft 10 can be improved.
[0048] The present disclosure exemplarily configures the upper surface and the lower surface of the first section 41 as smooth surfaces, and the upper surface and the lower surface of the second section 42 as smooth surfaces, so as to realize smooth connection of the first section 41 and the second section 42. In addition, the upper surface and the lower surface of the wing connecting section 5 can also be configured as smooth surfaces, so as to realize smooth connection with the first section 41.
[0049] In some embodiments, referring to FIG. 1, the upper surface and the lower surface of the first section 41 can be configured as smooth surfaces, and / or the upper surface and the lower surface of the second section 42 can be configured as smooth surfaces. Figures 1 to 3As shown, the twist angle of the wing plate 2 can be less than 5°. It can be understood that the twist angle of the wing plate 2 is related to the size of the propeller 3, the power of the propeller 3, and the size of the wing plate 2, etc., wherein the span length of the wing plate 2 along the extension direction is greater than the diameter of the propeller 3, the diameter length of the propeller 3 affects the size of the airflow influencing section 4 of the wing plate 2, and the power of the propeller 3 is related to the ratio of the take-off weight and the lift-drag ratio, in addition, the size of the wing plate 2 also affects the overall weight of the aircraft 10. Thus, the twist angle of the wing plate 2 can be adaptively adjusted according to the size of the propeller 3, the power of the propeller 3, and the size of the wing plate 2, etc.
[0050] In addition, the airfoil of the wing plate 2 can be designed as any suitable structure according to actual needs, for example, the wing plate 2 is configured as a regular rectangle, a trapezoidal wing type, or a triangular wing type, etc., which is not specifically limited in the present disclosure.
[0051] According to a second aspect of the present disclosure, an aircraft 10 is provided, comprising a fuselage 7 and a first wing 1, the first wing 1 being a wing as described above, and the first wing 1 being arranged in pairs, and the paired first wings 1 are respectively arranged on opposite sides of the fuselage 7. In this way, the first wing 1 enables the aircraft 10 to complete flight actions, and can reduce induced drag and improve the lift-drag ratio during flight to improve the range of the aircraft 10.
[0052] In some embodiments, with reference to Figure 1 As shown, in order to ensure the stability of the aircraft 10 in flight, the paired first wings 1 have the same position relative to the fuselage 7 in the front-rear direction of the fuselage 7, the mounting positions 31 of the propellers 3 of the two first wings 1 are the same distance from the fuselage 7, the two propellers 3 of the paired first wings 1 are configured to have the same rotation direction, and thus the twist directions of the first sections 41 of the two first wings 1 are opposite, the twist directions of the second sections 42 of the two first wings 1 are opposite, the paired first wings 1 are asymmetrically arranged about the first plane, and the first plane passes through the center line of the fuselage 7 and is perpendicular to the extension direction of the wing.
[0053] In some embodiments, with reference to Figure 1 As shown, the aircraft 10 can further comprise a second wing 6, the second wing 6 being arranged in pairs, and the paired second wings 6 are respectively arranged on opposite sides of the fuselage 7, and the extension direction of the first wing 1 is at an angle to the extension direction of the second wing 6. In this way, the first wing 1 and the second wing 6 can be cooperated to realize the vertical take-off of the aircraft 10, and then the aircraft 10 can be rotated by 90° to perform flight actions.
[0054] In the present disclosure, the first wings 1 and second wings 6 are each configured as a pair, with the two first wings 1 and the two second wings 6 spaced apart in sequence around the circumference of the fuselage 7. The angle between the first wings 1 and the second wings 6 is configured to be 90°. Thus, when the aircraft 10 is in flight, the two first wings 1 are positioned on the left and right sides of the fuselage 7, while the two second wings 6 are positioned on the upper and lower sides of the fuselage 7. As a result, the induced drag of the second wings 6 during flight is relatively low, allowing the second wings 6 to be configured as planar wings.
[0055] Of course, in some other possible alternative embodiments not shown in the drawings, the number of first wings 1 and / or second wings 6 can be set to multiple pairs to accommodate, for example, fuselages 7 of different sizes, which is not specifically limited in the present disclosure.
[0056] The preferred embodiments of the present disclosure are described in detail above in conjunction with the accompanying drawings. However, the present disclosure is not limited to the specific details of the above embodiments. Within the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure, and these simple modifications all fall within the scope of protection of the present disclosure.
[0057] It should also be noted that the various specific technical features described in the above specific embodiments can be combined in any appropriate manner without contradiction. In order to avoid unnecessary repetition, the present disclosure will not further describe various possible combinations.
[0058] In addition, the various embodiments of the present disclosure may be arbitrarily combined, and as long as they do not violate the concept of the present disclosure, they should also be regarded as the contents disclosed by the present disclosure.
Claims
1. A wing, characterized in that: The wing includes a wing panel and a propeller, the propeller is connected to the front side of the wing panel, the wing panel has an airflow influencing section, the propeller's projection along its own axis toward the wing panel covers at least part of the airflow influencing section, and the airflow influencing section is at least partially twisted around the extension direction of the wing panel to guide the airflow exerted by the propeller on the wing panel to flow toward the rear side of the wing panel.
2. The wing according to claim 1, characterized in that The airflow influencing section has a first section and a second section arranged in sequence along the extension direction of the wing plate, the installation position of the propeller is located between the first section and the second section, and the first section and / or the second section are twisted around the extension direction of the wing plate.
3. The wing according to claim 2, characterized in that The first section is located between the second section and the fuselage of the aircraft, along the extension direction of the wing panel and from the second section toward the first section, and the twisting direction of the second section is opposite to the twisting direction of the first section.
4. The wing according to claim 2, characterized in that In the extension direction of the wing plate and from the installation position toward a direction away from the installation position, the torsion angle of the first section and / or the second section gradually increases.
5. The wing according to claim 2, characterized in that The wing panel includes a wing connecting section connected between the fuselage of the aircraft and a first section. Along the extension direction of the wing panel and from the first section toward the wing connecting section, the torsion direction of the first section is opposite to the torsion direction of the wing connecting section.
6. The wing according to claim 2, characterized in that The upper surface and the lower surface of the first section are configured as smooth surfaces, and / or the upper surface and the lower surface of the second section are configured as smooth surfaces.
7. The wing according to any one of claims 1 to 6, characterized in that The torsion angle of the wing plate is less than 5°.
8. An aircraft, characterized in that: include: body; and The first wing is the wing according to any one of claims 1 to 7, and the first wings are arranged in pairs, and the paired first wings are respectively arranged on opposite sides of the fuselage.
9. The aircraft according to claim 8, characterized in that The two propellers of the pair of first wings are configured to have the same rotation direction, the pair of first wings are arranged asymmetrically about a first plane, the first plane passes through the centerline of the fuselage and is perpendicular to the extension direction of the wings, and the positions of the pair of first wings relative to the fuselage in the front-rear direction of the fuselage are the same.
10. The aircraft according to claim 8 or 9, characterized in that The aircraft further includes second wings, which are arranged in pairs. The paired second wings are respectively arranged on opposite sides of the fuselage, and an extension direction of the first wing forms an angle with an extension direction of the second wing.