Movable leading edge strake for diamond wing

Abstract

The utility model discloses a movable front edge strip pair rhombic wing, its technical scheme main points are including fuselage, the both sides of fuselage are evenly distributed and are provided with the wing, and two wings have fixed end and free end of each other away in the wing span direction, and the wing is fixedly connected with the fuselage through the fixed end, the tail end of fuselage is connected with two tail wings, and two tail wings are evenly distributed in the both sides of the tail end of fuselage, still including two edge strip wings and two canards. The canard edge strip front edge of the application is designed in the range of subsonic speed big angle of attack, and the canard deflection of movable type setting produces edge strip vortex and strengthens main wing vortex intensity, has better airflow adhesion effect, delays the airflow separation on the upper surface of wing, increases the wing surface lift, improves the maneuverability of fighter. And under each angle of attack, the canard can directly change the main wing surface streamline, flow field, and the canard can also provide effective trimming moment in a small range, so that the instability of the aircraft is greatly improved, and the maneuverability is greatly improved.

Description

Technical Field

[0001] This utility model relates to the field of aircraft, and in particular to a movable leading-edge slat paired with a diamond-shaped wing. Background Technology

[0002] The canard wing gets its name from the French word for duck, as it is positioned at the front and resembles a duck's webbed feet. As early as 1903, the Wright brothers used a canard configuration in their Wright aircraft, but after them, most aircraft adopted a tail wing configuration. One possible reason was to avoid using the Wright brothers' patent; another major reason was that a canard configuration was less stable. Early technology was less advanced, making canard designs difficult, especially for commercial aircraft which have extremely high stability requirements, thus making a canard configuration impractical.

[0003] The main advantage of canard aircraft is their lower trim drag and higher lift-to-drag ratio. Normally, increasing the angle of attack and lift of an aircraft generates a nose-down moment. Since the canard is positioned ahead of the aircraft's center of gravity, increasing the wing's angle of attack and lift causes the canard to deflect positively, generating positive lift (compared to the negative deflection of the horizontal stabilizer in conventional layout aircraft, generating negative lift). This is balanced by a nose-up moment, resulting in increased overall lift. To achieve the desired lift, the aircraft's angle of attack must be lower than that of a conventional layout aircraft. This makes the trim drag of canard aircraft significantly lower than that of conventional layout aircraft, resulting in a higher lift-to-drag ratio.

[0004] Canard control has two main drawbacks. First, canards are prone to stalling at high angles of attack. Using a forward-mounted fixed canard mitigates this problem. Second, there is mutual interference between the canard and other wings. The canard may induce a roll moment on the missile. This problem is usually overcome by using a free-rolling wing or a white-rolling canard. To fully utilize nonlinear lift and further improve the aircraft's high angle-of-attack performance, strake wing configurations and canard configurations were later developed. These configurations generate strake vortices and canard vortices through wing strakes and close-coupled canards, which in turn create beneficial interference with the wing leading-edge vortices, enhancing and stabilizing them, thereby increasing the aircraft's lift and stall angle of attack.

[0005] Therefore, this application proposes a special design scheme for a movable leading-edge strake wing that retains the deflectability and maneuverability of a canard while also possessing the beneficial aerodynamic interference effect of a strake wing. Accordingly, a movable leading-edge strake wing paired with a diamond-shaped wing is proposed to solve the above problems. Utility Model Content

[0006] In order to overcome the shortcomings of the prior art, the purpose of this utility model is to provide a movable leading-edge slat paired with a diamond-shaped wing. Through the design of the movable leading-edge slat wing, the deflectable maneuverability of the canard is retained, while also having the beneficial aerodynamic interference effect of the slat wing.

[0007] The above-mentioned technical objective of this utility model is achieved through the following technical solution: A movable leading-edge strut-paired diamond-shaped wing includes a fuselage; wings are distributed on both sides of the fuselage, and the two wings have fixed ends and free ends facing away from each other in the wingspan direction, and the wings are fixedly connected to the fuselage through the fixed ends; The fuselage is connected to two tail fins, both of which are distributed on both sides of the tail end of the fuselage. It also includes the two side wings and the two canards; The two leading edge wings have heads and tails that are opposite to each other, and both leading edge wings are mounted on the wings and fixedly connected to the fuselage; Both canards have a diamond-shaped wing structure and are movable segments at the leading edge of the strake wing, with their shape smoothly integrated with the main body of the strake wing; the canards are hinged to the inside of the strake wing via a pivot and can deflect independently; The wings, tail, strakes, and canards are all coated with a protective coating.

[0008] Furthermore, the protective coating comprises a zinc yellow acrylic polyurethane primer and two layers of fluorocarbon topcoat.

[0009] Furthermore, the canard is an all-moving canard and it is integrated with the strake wing.

[0010] Furthermore, the root chord of the canard wing is a pivot point used to control the rotation of the canard wing, and the canard wing can deflect at clockwise and counterclockwise angles.

[0011] Furthermore, when the canard wing rotates, its leading edge sweep angle is degrees and its trailing edge sweep angle is degrees.

[0012] In summary, this utility model has the following beneficial effects: 1. The canard leading edge design of this application, within the subsonic high angle of attack range, utilizes a movable canard that deflects at an appropriate angle to generate a leading edge vortex, enhancing the vortex intensity of the main wing. This results in a better airflow adhesion effect, delaying airflow separation on the upper surface of the wing, increasing wing lift, and improving fighter maneuverability. Furthermore, at various angles of attack, the canard can directly alter the streamlines and flow field of the main wing surface. The canard can also provide an effective trim moment within a small range. The main body of the leading edge wing is fixedly connected to the fuselage and remains stationary, with only the leading edge canard deflecting independently. The deflection of the canard changes the leading edge angle of attack, inducing the generation of a controllable leading edge vortex that acts on the upper surface of the main wing to delay airflow separation, significantly increasing the aircraft's instability and maneuverability. Attached Figure Description

[0013] Figure 1 This is a schematic diagram of the curve structure showing the change of lift coefficient with canard deflection angle at different angles of attack in this embodiment; Figure 2This is a schematic diagram of the drag coefficient as a function of the canard deflection angle at different angles of attack in this embodiment. Figure 3 This is a schematic diagram of the lift-to-drag ratio curve as a function of canard deflection angle at different angles of attack in this embodiment. Figure 4 In this embodiment, the data images such as the overall pressure distribution cloud map are obtained through post-processing with ANSYS Fluent. Figure 5 This is a schematic diagram of the overall distribution structure in this embodiment; Figure 6 This is a three-dimensional vortex diagram in this embodiment; Figure 7 This is a pressure distribution diagram in this embodiment; Figure 8 This is the pressure diagram of the lower wing surface in this embodiment.

[0014] In the picture, 1 is the fuselage; 2 is the wing; 3 is the tail; 4 is the leading-edge extension; and 5 is the canard. Detailed Implementation

[0015] The present invention will be further described in detail below with reference to the accompanying drawings.

[0016] Identical parts are indicated by the same reference numerals. It should be noted that the terms "front," "rear," "left," "right," "up," and "down" used in the following description refer to directions in the accompanying drawings, while the terms "bottom surface," "top surface," "inner," and "outer" refer to directions toward or away from the geometric center of a specific part, respectively.

[0017] First embodiment; Reference Figure 5 As shown, a movable leading edge stripe-shaped wing is provided in a preferred embodiment of the present invention, including a fuselage 1; wings 2 are provided on both sides of the fuselage 1, and the two wings 2 have fixed ends and free ends that are opposite to each other in the wingspan direction, and the wings 2 are fixedly connected to the fuselage 1 through the fixed ends. Two tail fins 3 are connected to the tail end of the fuselage 1, and the two tail fins 3 are distributed on both sides of the tail end of the fuselage 1. It also includes two side wings 4 and two canards 5; The two side wings 4 have heads and tails that are opposite to each other. Both side wings 4 are mounted on the wings 2 and are fixedly connected to the fuselage 1. Both canards 5 have a diamond-shaped wing structure and are movable segments of the leading edge of the strake wing 4. Their shape is smoothly integrated with the main body of the strake wing 4. The pivot point is located at 2 / 3 of the chord length of the canard wing 5. The pivot point is hinged inside the strake wing 4 and can rotate 60 degrees clockwise and counterclockwise around the pivot point. The wings 2, tail 3, strake 4, and canard 5 are all coated with protective coatings.

[0018] In this embodiment, the canard leading edge design of this application, within the subsonic high angle of attack range, utilizes a movable canard 5 that deflects at an appropriate angle to generate a leading edge vortex, enhancing the vortex intensity of the main wing. This results in a better airflow adhesion effect, delaying airflow separation on the upper surface of the wing 2, increasing wing lift, and improving the fighter's maneuverability. Furthermore, at various angles of attack, the canard 5 can directly alter the main wing's streamline and flow field. The canard 5 can also provide an effective trim moment within a small range, significantly increasing the aircraft's instability and maneuverability.

[0019] Second embodiment; Reference Figure 5 As shown, the protective coating consists of one layer of zinc yellow acrylic polyurethane primer and two layers of fluorocarbon topcoat.

[0020] In this embodiment, the zinc yellow component contains a high proportion of zinc powder, forming anodizing protection. Through sacrificial anode action, it effectively prevents the metal substrate from being corroded. The polyurethane base coat forms a strong bond with the metal surface, providing a solid base layer, enhancing the adhesion of the topcoat, and preventing the coating from peeling or blistering.

[0021] Third embodiment; Reference Figure 5 As shown, canard 5 is an all-moving canard and it is integrated with strake 4.

[0022] In this embodiment, the canard 5 with its full range of adjustment and the leading edge extension 4 with its all-moving design can provide higher lift in different flight phases such as takeoff, cruise, and landing, ensuring that the aircraft still has sufficient lift at low speeds or high angles of attack.

[0023] Fourth embodiment; Reference Figure 1-8 As shown, the pivot point is located at 2 / 3 of the chord length of the canard 5, which is used to control the rotation of the canard 5. The canard 5 can deflect by 60 degrees clockwise and counterclockwise. When the canard 5 rotates, its leading edge sweep angle is 35 degrees and its trailing edge sweep angle is 25 degrees.

[0024] In this embodiment, ANSYS is used for flow field simulation, with the view length unit being mm. Boundary conditions are set to determine the inlet and outlet directions of the incoming flow. The incoming flow velocity is set to 300 m / s, the flight altitude to 6000 meters, the velocity specification method to be perpendicular to the boundary, the turbulence specification method to have an intensity-to-viscosity ratio of 10, and a turbulence intensity of 5%. The initialization method is mixed initialization, and the turbulent kinetic energy is selected as second order upwind.

[0025] Furthermore, by changing the aircraft's angle of attack and the deflection angle of the movable strake's leading edge, corresponding aerodynamic simulation data in the lateral direction can be obtained.

[0026] The specific steps are as follows: Through academic platforms and aviation journals, the fuselage team organized and studied the relevant aerodynamic characteristics of triplane aerodynamic layout and leading-edge extensions, proposed improvement schemes for issues such as the exposed third wing surface of triplane aircraft, and completed the three-view drawings and modeling of the improvement scheme.

[0027] The model of Wing 2 will be imported into ANSYS and meshed. Based on the data collected in the first step, it is inferred that the key mesh area should be calculated and the number of meshes in that area should be increased.

[0028] Tail 3 was simulated using ANSYS Fluent to examine the aerodynamic effects of this aerodynamic configuration in the flow field. The study will investigate three aspects: the influence of the leading edge vortex on the main wing surface, the influence of the improved front wing surface on the airflow at the main wing root, and the aerodynamic influence of the improved front wing surface on the lower fuselage.

[0029] Data images such as the overall pressure distribution cloud map were obtained by post-processing the leading-edge wing 4 using ANSYS Fluent. The aerodynamic characteristics and advantages and disadvantages of the improved scheme were summarized, and directions for improvement were proposed.

[0030] The specific implementation process is as follows:

[0031] The specific data is as follows:

[0032] Furthermore, the above data were processed to obtain curves showing the lift coefficient as a function of canard deflection angle, the drag coefficient as a function of canard deflection angle, and the lift-to-drag ratio as a function of canard deflection angle at different angles of attack, as shown in the example. Figure 1 Examples Figure 2 and Examples Figure 3 As shown.

[0033] The specific data analysis is as follows: (Based on the examples) Figure 3 It can be seen that within the small to medium angle of attack range, the lift coefficient CL changes approximately linearly with the canard deflection angle. (Based on the example...) Figure 4 It can be seen that within the small to medium angle of attack range, the drag coefficient CD changes approximately linearly with the canard deflection angle. (Based on the example...) Figure 6 It can be seen that at high angles of attack, the vortices generated by the canard deflection combined with the leading-edge extensions enhance the vortex intensity on the main wing, resulting in a better airflow adhesion effect, delaying airflow separation on the upper surface of the wing, and increasing wing lift. Meanwhile, the examples... Figure 7 and Examples Figure 8 It can be seen that the canard provides a good pitch trim moment.

[0034] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claims. The scope of protection of this utility model is defined by the appended claims and their equivalents.

[0035] All standard parts used in this utility model can be purchased from the market. Irregular parts can be customized according to the description in the specification and the accompanying drawings. The specific connection methods of each part adopt conventional methods such as bolts, rivets, and welding that are mature in the prior art. The machinery, parts and equipment adopt conventional models in the prior art. In addition, the circuit connection adopts conventional connection methods in the prior art, which will not be described in detail here.

Claims

1. A movable leading-edge strake-paired diamond-shaped wing, comprising a fuselage (1); characterized in that: The fuselage (1) has wings (2) distributed on both sides. The two wings (2) have fixed ends and free ends that are opposite to each other in the wingspan direction. The wings (2) are fixedly connected to the fuselage (1) through the fixed ends. The fuselage (1) is connected to two tail fins (3) at its tail end, and the two tail fins (3) are distributed on both sides of the tail end of the fuselage (1). It also includes two side stripes (4) and two canards (5); The two leading edge wings (4) have heads and tails facing away from each other. Both leading edge wings (4) are mounted on the wings (2) and fixedly connected to the fuselage (1). Both canards (5) have a diamond-shaped wing structure and are movable segments of the leading edge of the strake wing (4). Their shape is smoothly integrated with the main body of the strake wing (4). The canards (5) are hinged to the inside of the strake wing (4) via a pivot and can deflect independently. The wings (2), tail (3), strakes (4), and canards (5) are all coated with protective coatings.

2. The movable leading edge slats of the rhomboid wing according to claim 1, characterized in that: The protective coating consists of one layer of zinc yellow acrylic polyurethane primer and two layers of fluorocarbon topcoat.

3. The movable leading edge slats of the rhomboid wing according to claim 1, characterized in that: The canard wing (5) is a fully movable canard wing and it is integrated with the strake wing (4).

4. The movable leading edge slats of the rhomboid wing according to claim 1, characterized in that: The pivot point at 2 / 3 of the chord length of the canard wing (5) is used to control the rotation of the canard wing (5). The canard wing (5) can deflect at an angle of 60 degrees clockwise and counterclockwise.

5. The movable leading edge slats of the rhomboid wing according to claim 4, characterized in that: When the canard wing (5) rotates, its leading edge sweep angle is 35 degrees and its trailing edge sweep angle is 25 degrees.

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