Flap device for actively controlling wing flow separation and aircraft
The electromagnetically driven flap device allows for rapid flap adjustment, solving the problem of airflow separation at high angles of attack and improving lift and stability.
Patent Information
- Application Number
- CN202520008286.1
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-01-02
- Publication Date
- 2025-11-18
- Estimated Expiration
- 2035-01-02
AI Technical Summary
Existing aircraft suffer from severe airflow separation at high angles of attack, resulting in a reduced lift coefficient. Furthermore, traditional flap-driven systems have slow response times and are unable to effectively suppress airflow separation in turbulent airflow environments.
The electromagnetically driven flap device uses a controller to control the magnitude and direction of the current in the coil in the flap panel, generating a magnetic field to attract or move away from the permanent magnet, thereby achieving rapid flap adjustment and suppressing airflow separation.
Rapidly adjusting the flap opening and closing range under turbulent airflow can increase the lift coefficient, reduce the risk of aircraft loss of control, and enhance flight stability.
Smart Images
Figure CN223559838U_ABST
Abstract
Description
TECHNICAL FIELD
[0001] The present application relates to the technical field of fluid control, in particular to a flap device for actively controlling flow separation of a wing and an aircraft. BACKGROUND
[0002] When the airflow flows through the upper and lower surfaces of the wing, it will adhere to the surface of the wing to flow. Due to the influence of the shape of the wing, the flow rates of the upper and lower surfaces are different, thereby forming a pressure difference to provide lift for the aircraft. However, when the wing is in a large angle of attack state, the airflow on the upper surface is prone to flow separation, generating vortexes, which significantly reduces the lift coefficient of the wing. This phenomenon not only affects the aerodynamic efficiency of the aircraft, but also limits the expansion of its flight envelope.
[0003] At present, although flaps are provided on the wings of the aircraft to suppress the flow separation effect under the large angle of attack state, the airflow is unstable at high altitudes, and the flow separation effect will also change with the change of the airflow. The current driving mode of the flap is generally hydraulic rod or motor driving, which has slow response speed and is difficult to keep up with the change speed of the airflow in time. Therefore, the current aircraft still has difficulty in solving the problem of flow separation under the large angle of attack in the turbulent airflow environment. CONTENT OF THE INVENTION
[0004] The present application aims to at least solve one of the technical problems existing in the prior art. To this end, the present application provides a flap device for actively controlling flow separation of a wing, which can respond to airflow changes in time and better suppress the flow separation effect in turbulent airflow.
[0005] The present application also provides an aircraft having the above-mentioned flap device for actively controlling flow separation of a wing.
[0006] According to the first aspect of the embodiment of the present application, the flap device for actively controlling flow separation of a wing comprises:
[0007] a wing, a groove being formed in an upper surface of the wing;
[0008] a flap unit, the flap unit comprising a flap panel and a permanent magnet, one side of the flap panel being hinged to the wing, the flap panel being capable of covering the groove, the flap panel being provided with a coil, the permanent magnet being installed in the groove;
[0009] a controller, the coil being electrically connected to the controller, the coil being capable of generating a magnetic field to attract or repel the permanent magnet when energized.
[0010] According to the flap device for actively controlling flow separation of a wing, the controller controls the current size and direction of the coil in the flap panel, a magnetic field is generated around the coil, and the permanent magnet is attracted or separated from each other. Compared with the traditional hydraulic drive or motor drive, the corresponding speed of the electromagnetic drive is faster, so that the opening and closing amplitude of the flap can be adjusted more timely under turbulent airflow, thereby better inhibiting the airflow separation effect.
[0011] According to some embodiments of the present application, the groove is opened along the length direction of the wing, the number of flap units is multiple and arranged equidistantly along the groove, and each flap panel can collectively cover the groove.
[0012] According to some embodiments of the present application, the coil in each flap panel is electrically connected with the controller, and each coil can be controlled individually.
[0013] According to some embodiments of the present application, the flap panel is an acetate cellulose plate.
[0014] According to some embodiments of the present application, the flap panel is a transparent plate.
[0015] According to some embodiments of the present application, the length of the flap panel is 0.1 to 0.2 times the chord length of the wing.
[0016] According to some embodiments of the present application, the groove is arranged at a position 0.5 to 0.8 times the chord length of the wing from the leading edge of the wing.
[0017] According to some embodiments of the present application, the permanent magnet is an N52 grade neodymium iron boron magnet permanent magnet.
[0018] According to some embodiments of the present application, the controller includes an STM32 microcontroller and a current sensor, the current sensor is electrically connected with the coil to detect the current size and direction, and the STM32 microcontroller is electrically connected with the coil to control the output current.
[0019] The aircraft according to the second aspect of the present application includes the above-mentioned flap device for actively controlling flow separation of a wing.
[0020] The aircraft according to the embodiments of the present application has at least the following beneficial effects: by installing the active flap device for controlling flow separation of a wing on the aircraft, the flap response speed is faster in the flight environment of turbulent airflow, so that the flight is more stable.
[0021] Additional aspects and advantages of the present application will be in part apparent and in part pointed out hereinafter. BRIEF DESCRIPTION OF DRAWINGS
[0022] The accompanying drawings are intended to provide a further understanding of the technical solutions of the present application, and constitute a part of the specification, and are used together with the embodiments disclosed in the present application to explain the technical solutions of the present application, and do not constitute a limitation on the technical solutions of the present application.
[0023] Figure 1 A three-dimensional view of the flap device for actively controlling flow separation of the wing of the first aspect embodiment of the present application;
[0024] Figure 2 A side view of the flap device for actively controlling flow separation of the wing of the first aspect embodiment of the present application;
[0025] Figure 3 A three-dimensional view of the flap unit in the flap device for actively controlling flow separation of the wing of the first aspect embodiment of the present application;
[0026] Figure 4 A plot of changes in the drag and the lift of the wing of the aircraft at different wing attack angles of the second aspect embodiment of the present application;
[0027] Figure 5 A comparison plot of the wing flow field of the aircraft of the second aspect embodiment of the present application.
[0028] Reference signs: 100-wing, 110-groove, 200-flap unit, 210-flap panel, 211-coil, 220-permanent magnet. DETAILED DESCRIPTION
[0029] The embodiments of the present application are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference signs represent the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary, and are only used to explain the present application, and cannot be understood as a limitation on the present application.
[0030] In the description of the present application, it should be understood that, in relation to the orientation description, for example, the orientation or position relationship indicated by up, down, front, back, left, right, etc. is based on the orientation or position relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application.
[0031] In the description of the present application, the meaning of several is more than one, the meaning of multiple is more than two, greater than, less than, more than, etc. are understood as not including the number, above, below, etc. are understood as including the number. If it is described as first, second, it is only used for the purpose of distinguishing technical features, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of indicated technical features or the sequence of indicated technical features.
[0032] In the description of the present application, unless otherwise explicitly limited, the words such as setting, installing, connecting, etc. should be broadly understood, and those skilled in the art can reasonably determine the specific meaning of the above words in the present application in combination with the specific content of the technical solution.
[0033] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "exemplary embodiment", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in combination with the embodiment or example are included in at least one embodiment or example of the present application. In the present specification, the exemplary description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the described specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.
[0034] When the airflow flows through the upper and lower surfaces of the wing, it will adhere to the surface of the wing and flow. Due to the influence of the wing shape, the flow rates of the upper and lower surfaces are different, thereby forming a pressure difference to provide lift for the aircraft. However, when the wing is in a large angle of attack state, the airflow on the upper surface is prone to flow separation, generating vortex flow, which significantly reduces the lift coefficient of the wing. This phenomenon not only affects the aerodynamic efficiency of the aircraft, but also limits the expansion of its flight envelope.
[0035] At present, although a flap is arranged on the wing of the aircraft to suppress the flow separation effect under the large angle of attack state, the airflow is unstable at high altitude, and the flow separation effect will also change with the change of the airflow. The current driving mode of the flap is generally hydraulic rod or motor driving, which has slow response speed and is difficult to keep up with the change speed of the airflow in time. Therefore, the current aircraft still has difficulty in solving the problem of flow separation under the large angle of attack in the turbulent airflow environment.
[0036] To this end, the present application proposes a flap device for actively controlling the flow separation of the wing. The controller controls the current size and direction of the coil 211 in the flap panel 210, which can generate a magnetic field around the coil 211, thereby being attracted to or moving away from the permanent magnet 220. Compared with the traditional hydraulic driving or motor driving, the response speed of electromagnetic driving is faster, so that the opening and closing amplitude of the flap can be adjusted in time under the turbulent airflow, thereby better suppressing the flow separation effect.
[0037] In addition, the application also provides an aircraft, which has faster flap response speed in a turbulent airflow flight environment by installing the active control wing flow separation flap device on the aircraft, thereby being more stable in flight.
[0038] With reference to Figure 1 , the active control wing flow separation flap device in the first aspect of the application comprises a wing 100, a flap unit 200 and a controller. The wing 100 is installed on an aircraft and is mainly used to provide lift for the aircraft. The flap unit 200 is installed on the wing 100 and can be flipped outwards, thereby changing the flow path of the airflow on the upper surface of the wing when the aircraft is in a high angle of attack state, thereby suppressing airflow separation and providing additional lift. The controller is electrically connected to the flap unit 200 and is used to control the opening and closing of the flap unit 200.
[0039] Specifically, with reference to Figure 2 , the upper surface of the wing 100 is provided with a groove 110 for installing the flap unit 200. The flap unit 200 comprises a flap panel 210 and a permanent magnet 220. One side of the flap panel 210 is hinged to the wing 100, and the flap panel 210 can cover the groove 110. The permanent magnet 220 is installed in the groove 110. It is worth noting that, with reference to Figure 3 , the flap panel 210 is provided with a coil 211. The coil 211 can be installed on the surface of the flap panel 210 by means of adhesion, bolt connection or clamping, or the coil 211 can be embedded in the flap panel 210.
[0040] The coil 211 in the flap panel 210 is electrically connected to the controller. The controller supplies current to the coil 211. The coil 211 generates a magnetic field when electrified to attract or repel the permanent magnet 220. Thus, by controlling the current supplied to the coil 211 by the controller, the attraction between the coil 211 and the permanent magnet 220 can be changed, and the deployment amplitude of the flap panel 210 can also be changed.
[0041] Compared with the traditional wing using hydraulic rods or electric motors to drive the flap to deploy, the active control wing flow separation flap device uses electromagnetic attraction to control the opening and closing of the flap based on the principle of electromagnetic induction. The response speed is faster, so that the aircraft can adjust the opening and closing amplitude of the flap more quickly when it is in a high angle of attack state in a complex environment with turbulent airflow, thereby obtaining more lift and reducing the risk of losing control of the aircraft.
[0042] Further, the groove 110 is provided along the length direction of the wing 100. The length direction of the wing 100 is Figure 2The direction perpendicular to the side view of the wing 100. The number of flap units 200 is multiple and arranged equidistantly along the groove 110, and each flap panel 210 can collectively cover the groove 110. By arranging multiple flap units 200, even if an individual flap unit 200 fails, other flap units 200 can continue to work, reducing the risk of complete flap failure due to failure.
[0043] Further, each coil 211 in each flap panel 210 is electrically connected to the controller, and each coil 211 can be controlled individually. Thus, each flap unit 200 can work independently and can control the flap more finely.
[0044] Specifically, the flap panel 210 is an acetate plate with a Young's modulus value of 3.15GP. The acetate plate has a low density and a certain flexibility, and can withstand multiple swings and deformations, thereby maintaining structural strength during high-frequency opening and closing.
[0045] Further, the connection between the flap panel 210 and the wing 100 can be achieved by a hinge or by using adhesive tape as a connecting piece to achieve the hinge between the flap panel 210 and the wing 100. Specifically, the two ends of the adhesive tape are bonded to the flap panel 210 and the wing 100, respectively. When the flap panel 210 is opened and closed, the adhesive tape is bent, and the flexibility of the adhesive tape itself is used to achieve the folding of the flap panel 210. On the one hand, the adhesive tape can reduce the resistance to the opening and closing of the flap panel 210 while achieving the hinge between the flap panel 210 and the wing 100. On the other hand, compared with the hinge, the adhesive tape is thinner, and the adhesive tape pasted on the surface of the wing 100 can reduce the influence on the air flow. Specifically, the adhesive tape is selected to be polypropylene adhesive tape, which has better adhesion and flexibility.
[0046] Further, the flap panel 210 is a transparent plate, and its transparent property helps to monitor the internal structure and working state in experiments or actual applications, and is also suitable for designs that need to embed components such as coils 211.
[0047] Further, the length of the flap panel 210 is 0.1 to 0.2 times the chord length of the wing 100, preferably 0.15 times the chord length. Referring to Figure 2 In this application, the chord length of the wing 100 refers to the chord length of the upper surface of the wing 100 in the cross section of the wing 100. By controlling the length of the flap panel 210, it is avoided that the flap panel 210 is too long to affect the fluid mechanics shape of the wing 100 itself, and it is also avoided that the flap panel 210 is too short to affect the effect of the flap on the lift.
[0048] Further, the groove 110 is arranged at a position 0.5-0.8 times of the chord length of the wing 100 from the leading edge of the wing 100, preferably 0.7 times of the chord length. The front-rear direction of the wing 100 refers to the arrow direction in Figure 2 . By arranging each flap unit 200 at a position close to the rear of the wing 100, the influence of the flap panel 210 on the overall fluid mechanics shape of the wing 100 can be reduced.
[0049] Specifically, the permanent magnet 220 is an N52 grade neodymium iron boron magnet permanent magnet, which has relatively stable magnetism and low magnetism loss after long-term use.
[0050] Further, the controller includes an STM32 microcontroller and a current sensor. The current sensor is electrically connected with the coil 211 to detect the current size and direction, and the STM32 microcontroller is electrically connected with the coil 211 to control the output current. Specifically, the STM32 microcontroller is used as the main control chip to generate PWM signals. The H-bridge circuit is used to drive the coil 211 to control the forward and reverse switching of the current. The current sensor detects the current in the coil 211 and inputs the feedback signal to the controller. An encoder is added to detect the swing angle of the flap panel 210, and the angle is fed back to the STM32 microcontroller for closed-loop control using the PID algorithm.
[0051] Airfoil flow separation is a periodic unsteady flow phenomenon, and in order to suppress this phenomenon, the flap needs to be swung at a specified frequency. When using the STM32 microcontroller for control, the dimensionless number-Strouhal number is used to define the swing frequency of the flap panel 210, and the definition of the Strouhal number is: where f is the swing frequency, L is the characteristic length (chord length of the wing 100), and U is the characteristic velocity (incoming flow velocity). The research results show that the Strouhal number is 0.6-0.65, and the effect of suppressing flow separation is better, and the effect is best when the Strouhal number is 0.6.
[0052] The aircraft in the second aspect of the present application comprises the active control wing flow separation flap device described above.
[0053] Referring to Figure 4 , the incoming flow velocity is limited to 12.6 m / s, and the attack angle of the wing 100 is gradually increased from 0 degrees to 29 degrees. A six-component force meter is used to measure the lift and drag of the wing 100. When the attack angle of the wing 100 is greater than 10 degrees, the active control wing flow separation flap device is turned on, and the flap panel 210 is swung at a specified frequency. The results show that after the active control of the flap is turned on, the flow separation of the wing 100 is weakened, the lift coefficient is increased, the drag coefficient is reduced, and the lift-drag ratio is improved.
[0054] Referring to Figure 5The flow field of the original wing and the wing with the flap device added to control the flow separation of the wing is measured, Figure 5 (a)(c)(e)(g) in FIG. 1 are the reference models, Figure 5 (b)(d)(f)(h) in FIG. 1 are the flow fields with the added flap control. The attack angle of the wing 100 in (a)(b) is 10.6°, the attack angle of the wing 100 in (c)(d) is 14.2°, the attack angle of the wing 100 in (e)(f) is 16.0°, and the attack angle of the wing 100 in (g)(h) is 17.8°. It can be found through comparison that the reference model has the flow separation phenomenon on the upper surface and forms a backflow at a large attack angle. After the flow control is performed by adding the flap, the original flow separation area is divided into two parts, the area of the separation area is reduced, the influence of the flow separation is weakened, and thus the aerodynamic efficiency is improved.
[0055] The embodiments of the present application are described in detail above with reference to the drawings, but the present application is not limited to the above embodiments, and various changes can be made within the knowledge of those skilled in the art without departing from the purpose of the present application. In addition, the embodiments of the present application and the features in the embodiments can be combined with each other without conflict.
Claims
1. A flap device for actively controlling flow separation on an airfoil, characterized in that The application relates to an active control wing flow separation flap device. The wing upper surface is provided with a groove; The flap unit comprises a flap panel and a permanent magnet, one side of the flap panel is hinged with the wing, the flap panel can cover the groove, the flap panel is provided with a coil, and the permanent magnet is arranged in the groove; The coil is electrically connected with a controller, and the coil is powered to generate a magnetic field to mutually attract or move away from the permanent magnet.
2. The flap arrangement for actively controlling flow separation over a wing according to claim 1, characterized in that The groove is arranged along the length direction of the wing, the number of the flap units is multiple, and the flap units are equidistantly arranged along the groove, and each flap panel can collectively cover the groove.
3. The flap arrangement for actively controlling flow separation over a wing according to claim 2, characterized in that: The coil in each flap panel is electrically connected with the controller, and each coil can be controlled individually.
4. The flap arrangement for actively controlling flow separation over a wing according to claim 1, characterized in that: The flap panel is an acetate cellulose plate.
5. The flap arrangement for actively controlling flow separation over a wing according to claim 4, characterized in that: The flap panel is a transparent plate.
6. The flap arrangement for actively controlling flow separation over an airfoil as defined in claim 1, wherein: The length of the flap panel is 0.1-0.2 times the chord length of the wing.
7. The flap arrangement for actively controlling flow separation over an airfoil as defined in claim 1, wherein: The groove is arranged at a position 0.5-0.8 times the chord length of the wing from the wing leading edge.
8. The flap arrangement for actively controlling flow separation over an airfoil as defined in claim 1, wherein: The permanent magnet is an N52 grade neodymium iron boron magnet permanent magnet.
9. The flap arrangement for actively controlling flow separation over an airfoil as defined in claim 1, wherein: The controller comprises an STM32 microcontroller and a current sensor, the current sensor is electrically connected with the coil to detect the current size and direction, and the STM32 microcontroller is electrically connected with the coil to control the output current.
10. An aircraft characterized by, The application further discloses an active control wing flow separation flap device comprising the wing flow separation flap device.