CN112722260B - Self-adaptive bulge high-lift device - Google Patents

Self-adaptive bulge high-lift device Download PDF

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CN112722260B
CN112722260B CN202110065954.0A CN202110065954A CN112722260B CN 112722260 B CN112722260 B CN 112722260B CN 202110065954 A CN202110065954 A CN 202110065954A CN 112722260 B CN112722260 B CN 112722260B
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ducted propeller
aircraft
ducted
flexible skin
rotating shaft
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CN112722260A (en
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周洲
程宇轩
王科雷
王宇
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Northwestern Polytechnical University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C27/00—Rotorcraft; Rotors peculiar thereto
    • B64C27/52—Tilting of rotor bodily relative to fuselage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
    • B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
    • B64C1/12—Construction or attachment of skin panels
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/40—Weight reduction

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Bearings For Parts Moving Linearly (AREA)

Abstract

The invention relates to a self-adaptive bulge high-lift device, belonging to the technical field of aviation aircrafts; the ducted propeller comprises a ducted propeller, a flexible skin, a sliding rail, a rolling bearing and a side vertical plate; the two side vertical plates are oppositely arranged in parallel and are vertically fixed at the tail part of the aircraft body of the aircraft; the inner walls of the two side vertical plates are provided with a group of slide rails, and each group of slide rails comprises two rails which are used as the motion trail of the ducted propeller; the bottom surface of the ducted propeller is connected with the fuselage of the aircraft through a flexible skin, and the flexible skin deforms along with the movement of the ducted propeller. Through pneumatic verification calculation, the lift increasing effect is 10% of the thrust. When the aircraft enters a cruising stage, the thrust is reduced, the duct inlet descends under the action of self gravity, the flexible skin moves towards the direction far away from the aircraft body, the flexible skin is straightened, the calculation result shows that the aerodynamic characteristics of the aircraft in a cruising state are not affected, and the self-adaptive bulge high-lift device is simple in structure, low in cost and easy to realize.

Description

Self-adaptive bulge high-lift device
Technical Field
The invention belongs to the technical field of aviation aircrafts, and particularly relates to a self-adaptive bulge high-lift device.
Background
The main differences between a vertical/short take-off and landing aircraft and a conventional aircraft are: it can not only fly like a conventional aircraft, but also hover in the air, vertically land, accelerate and decelerate transition, sideshift, vertical/short take-off and the like. These special functions make the vertical/short-distance aircraft have stronger survivability than the conventional aircraft in narrow places or in severe weather conditions, and thus become one of the development directions of the aircraft in the future.
The mode of realizing vertical take-off and landing of the vertical/short take-off and landing aircraft is subjected to the process of turning an airplane to an engine and then turning the airplane to thrust, and the configuration design of the propulsion system of the modern vertical/short take-off and landing aircraft is developed based on the thrust turning concept and can be summarized as follows: an integrated propulsion system, a combined propulsion system and a composite propulsion system.
The vertical/short take-off and landing aircraft with the inclined duct is taken as a research object, the duct fan is arranged at the tail of the aircraft, and thrust steering is realized through the inclination of the duct fan, so that the vertical/short take-off and landing function is further achieved. However, this tilt ducted fan approach also has significant drawbacks in that it does not achieve smooth and continuous deformation and disrupts the flow field at the duct inlet, due to the geometric engagement gap between the duct inlet and the fuselage.
Therefore, the technical problem to be solved by researchers in the field is to further optimize the propulsion system of the existing vertical/short take-off and landing aircraft and solve the problem of the geometric gap between the inlet of the tilt duct and the fuselage to improve the efficiency of the propulsion system.
Disclosure of Invention
The technical problem to be solved is as follows:
aiming at the problem that the propulsion system of the existing vertical/short-distance take-off and landing aircraft is further optimally designed, the working efficiency of the propulsion system is improved under the condition of meeting the vertical/short-distance take-off and landing requirements, the invention provides the self-adaptive bump high-lift device. The device can improve the working efficiency of the aircraft in the takeoff stage and can ensure that the aircraft has higher aerodynamic characteristics in the cruising state.
The technical scheme of the invention is as follows: the utility model provides a self-adaptation swell high lift device which characterized in that: the ducted propeller comprises a ducted propeller, a flexible skin, a sliding rail, a rolling bearing and a side vertical plate; the two side vertical plates are oppositely arranged in parallel and are vertically fixed at the tail part of the aircraft body; the inner walls of the two side vertical plates are provided with a group of slide rails, and each group of slide rails comprises two rails which are used as the motion trail of the ducted propeller;
the ducted propeller is of an integrated structure consisting of a plurality of ducted power units arranged in parallel, a first rotating shaft and a second rotating shaft are vertically arranged above the outer walls of the two sides of the ducted propeller, and each rotating shaft is respectively matched and installed with two tracks of sliding rails on the two sides through a rolling bearing and can tilt relative to the aircraft body; the first track is horizontally arranged, corresponds to a first rotating shaft close to one end of the ducted propeller outlet and serves as a moving path of the first rotating shaft; the second track is obliquely arranged upwards, corresponds to a second rotating shaft close to one end of the ducted propeller inlet and is used as a moving path of the second rotating shaft;
the bottom surface of the ducted propeller is connected with the fuselage of the aircraft through a flexible skin, and the flexible skin deforms along with the movement of the ducted propeller.
The invention further adopts the technical scheme that: the first track and the second track of the slide rail are both straight tracks, and the length and the inclined upward angle of the tracks are calculated as follows:
through pneumatic calculation, a coordinate system is established by taking the gravity center of the aircraft as an origin and the nose direction as an x axis, and the gravity center positions of the ducted propellers of the aircraft are respectively at the take-off stage and the cruise stage
Figure BDA0002904083530000021
The angles of the axes of the ducted propellers are theta a 、θ b (ii) a The mounting point of the rolling bearing is arranged at the position of the take-off stage
Figure BDA0002904083530000022
The cruising stage position is
Figure BDA0002904083530000023
Then:
Figure BDA0002904083530000024
Figure BDA0002904083530000025
Figure BDA0002904083530000026
Figure BDA0002904083530000027
since the rolling bearing is installed on the rotating shaft of the ducted propeller, the structure of the ducted propeller is simple, and the bearing is convenient to use
Figure BDA0002904083530000028
And with
Figure BDA0002904083530000029
And
Figure BDA00029040835300000210
and
Figure BDA00029040835300000211
the relative relation between the two sliding rails is definite, and the installation point positions of the rolling bearings at the specific take-off stage and the cruising stage are calculated according to the equation set, namely the starting points and the end points of the two sliding rails, so that the length and the upward inclined angle of the rails are obtained.
The further technical scheme of the invention is as follows: the flexible skin length defines: when the aircraft is in a take-off state, the arc line segment formed by extrusion of the flexible skin is tangent to the lower surface of the ducted propeller.
The further technical scheme of the invention is as follows: the flexible skin is made of carbon fiber.
Advantageous effects
The invention has the beneficial effects that: the self-adaptive bump high-lift device can be used as a high-lift device of a propulsion system of a vertical/short-distance take-off and landing aircraft, and drives the ducted propeller to tilt so as to realize the vertical/short-distance take-off and landing function, and meanwhile, the ducted propeller translates along the axis of the ducted propeller. In the stage of taking off and landing, the thrust of the ducted propeller is greatly improved, the ducted propeller is pulled to move along the sliding rail, the inlet of the ducted propeller is lifted up, and the ducted propeller moves towards the machine head along the axial direction of the ducted propeller, so that the distance between the ducted propeller and the machine body is reduced. The lifting of the inlet of the duct enables the thrust direction to turn, and the purpose of vertical/short-distance take-off and landing is achieved. The reduction of distance between duct screw and the fuselage extrudes the flexible skin between duct screw and the fuselage, designs the length of flexible skin, makes the arc segment that the extrusion formed tangent with the lower surface of duct screw, improves the entrance flow field of duct screw. Through pneumatic verification calculation, the lift increasing effect is 10% of the thrust. When the aircraft enters a cruising stage, the thrust is reduced, the duct inlet descends under the action of self gravity, the flexible skin moves towards the direction far away from the aircraft body, the flexible skin is straightened, the calculation result shows that the aerodynamic characteristics of the aircraft in a cruising state are not influenced, and the self-adaptive bump high-lift device is simple in structure, low in cost and easy to realize.
Drawings
FIG. 1 is a schematic diagram of an adaptive bump-on-board high lift device shutdown/cruise status;
FIG. 2 is a schematic view of a take-off state of the adaptive bump high lift device;
FIG. 3 is a schematic view of the orientation of the adaptive bump-height increasing device;
description of reference numerals: the aircraft comprises a fuselage 1, a ducted propeller 2, a flexible skin 3, a sliding rail 4, a rolling bearing 5 and a side vertical plate 6.
Detailed Description
The embodiments described below with reference to the drawings are illustrative and intended to be illustrative of the invention and are not to be construed as limiting the invention.
In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", and the like, indicate orientations and positional relationships based on those shown in the drawings, and are used only for convenience of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and thus, should not be considered as limiting the present invention.
As shown in fig. 1 and fig. 2, the self-adaptive bulging high-lift device comprises a fuselage 1, a ducted propeller 2, a flexible skin 3, a sliding rail 4, a rolling bearing 5 and a side vertical plate 6.
The ducted propeller 2 is located at the rear section of the aircraft, serves as a main power component of the vertical/short take-off and landing aircraft, and has a freedom of movement relative to the fuselage 1.
Two ends of the carbon fiber flexible skin 3 are respectively fixedly connected with the machine body 1 and the ducted propeller 2 and deform along with the movement of the ducted propeller 2.
The slide rail 4 is composed of two straight rails, is arranged on a side vertical plate 6, the side vertical plate 6 is positioned outside the ducted propeller and is fixedly connected with the machine body, a horizontal rail is arranged near the outlet of the ducted propeller, a rail near the inlet of the ducted propeller is an obliquely upward rail, and the gravity center position of the ducted propeller and the axis direction are determined through the positions of the front bearing and the rear bearing. The specific length and the upward angle of the track are determined by the positions of the ducted propellers during the taking-off, landing and cruising phases.
Assuming that a coordinate system is established by taking the gravity center of the aircraft as an origin and the nose direction as an x-axis through pneumatic calculation, the gravity center positions of ducted propellers of the aircraft are respectively in the takeoff and cruise stages
Figure BDA0002904083530000041
The angles of the axes of the ducted propellers are theta respectively a 、θ b (ii) a The mounting point of the rolling bearing is arranged at the position of the take-off stage
Figure BDA0002904083530000042
The cruising stage position is
Figure BDA0002904083530000043
Then:
Figure BDA0002904083530000044
Figure BDA0002904083530000045
Figure BDA0002904083530000046
Figure BDA0002904083530000047
since the rolling bearing is mounted on the ducted propeller, the ducted propeller is not affected by the rolling bearing
Figure BDA0002904083530000048
And with
Figure BDA0002904083530000049
And
Figure BDA0002904083530000051
and
Figure BDA0002904083530000052
the relative relation between the two sliding rails is definite, the rolling bearing mounting point positions in the take-off stage and the cruising stage at specific positions can be solved by combining the equation sets, and the rolling bearing mounting point positions are the starting points and the end points of the two sliding rails.
The rolling bearings are located on two sides of the ducted propeller, are fixedly connected with the ducted propeller and are limited to move in the sliding rails so as to reduce the influence of friction force on the movement of the ducted propeller.
As shown in fig. 1, in the shutdown/cruise state, the ducted propeller 2 has a small angle relative to the fuselage 1 or is even horizontal, and two ends of the flexible material 3 are respectively and fixedly connected to the lower surfaces of inlets of the fuselage 1 and the ducted propeller 2 and are in a straightened state relative to the fuselage 1 and the ducted propeller 2, so as to ensure that the aircraft has high aerodynamic characteristics in the cruise state.
In order to enable the aircraft to enter a take-off state, the thrust of the ducted propeller 2 needs to be greatly improved, and the ducted propeller 2 can be pulled to move relative to the aircraft body by the greatly improved thrust.
Due to the existence of the slide rail 4 and the rolling bearing 5, the ducted propeller 2 moves according to a predetermined trajectory.
Further, the movement of the ducted propeller 2 will drive one end of the flexible material 3 attached to its lower surface to move.
Since the other end of the flexible material 3 is fixedly connected with the fuselage 1, the movement of one end will compress the flexible material to generate bending deformation, thereby forming a bulge.
Through the design of parameters such as the relative position of the ducted propeller and the aircraft body, the motion track of the ducted propeller, the length of the flexible material and the like, the bulge of the flexible material 3 is tangent to the lower surface of the ducted propeller at the position fixedly connected with the ducted propeller 2, so that the flow field distribution at the inlet of the ducted propeller is improved, the lift force is further increased, and the working efficiency of a propulsion system comprising the ducted propeller and the flexible material is improved.
When the takeoff action is finished, the thrust of the ducted propeller 2 is reduced by reducing the accelerator, the ducted propeller 2 slides down to the position in the shutdown/cruise state along the designed motion track by utilizing the dead weight of the ducted propeller 2, the flexible material 3 is straightened again at the moment, and the self-adaptive function of the bulge high-lift device is further realized by combining the motion of the ducted propeller 2 under the high thrust.
Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention, and that variations, modifications, substitutions and alterations can be made in the above embodiments by those of ordinary skill in the art without departing from the principle and spirit of the present invention.

Claims (2)

1. The utility model provides a self-adaptation swell high lift device which characterized in that: the ducted propeller comprises a ducted propeller, a flexible skin, a sliding rail, a rolling bearing and a side vertical plate; the two side vertical plates are oppositely arranged in parallel and are vertically fixed at the tail part of the aircraft body; the inner walls of the two side vertical plates are provided with a group of sliding rails, and each group of sliding rails comprises two rails which are used as the motion trail of the ducted propeller;
the ducted propeller is an integrated structure consisting of a plurality of ducted power units arranged in parallel, a first rotating shaft and a second rotating shaft are vertically arranged above the outer walls of the two sides of the ducted propeller, and each rotating shaft is respectively matched and installed with the two rails of the sliding rails on the two sides through a rolling bearing and can tilt relative to the aircraft body; the first track is horizontally arranged, corresponds to the first rotating shaft close to one end of the ducted propeller outlet and serves as a moving path of the first rotating shaft; the second track is obliquely and upwards arranged, corresponds to a second rotating shaft close to one end of the inlet of the ducted propeller and is used as a moving path of the second rotating shaft;
the bottom surface of the ducted propeller is connected with a fuselage of the aircraft through a flexible skin, and the flexible skin deforms along with the movement of the ducted propeller;
the first track and the second track of the slide rail are both straight tracks, and the length and the inclined upward angle of the tracks are calculated as follows:
through pneumatic calculation, a coordinate system is established by taking the gravity center of the aircraft as an origin and the nose direction as an x axis, and the gravity center positions of the ducted propellers of the aircraft are respectively at the take-off stage and the cruise stage
Figure FDA0003712530610000011
The angles of the axes of the ducted propellers are theta a 、θ b (ii) a The position of the mounting point of the rolling bearing at the take-off stage is set as
Figure FDA0003712530610000012
The cruising stage position is
Figure FDA0003712530610000013
Then:
Figure FDA0003712530610000014
Figure FDA0003712530610000015
Figure FDA0003712530610000016
Figure FDA0003712530610000017
since the rolling bearing is mounted on the rotating shaft of the ducted propeller, the rolling bearing is mounted on the rotating shaft of the ducted propeller
Figure FDA0003712530610000018
And
Figure FDA0003712530610000019
the relative relation between the track and the track is fixed, and the positions of the rolling bearing mounting points in the specific take-off stage and the cruise stage at specific positions are solved according to the equation set, namely the starting point and the end point of the track, so that the length and the inclined upward angle of the track are obtained;
the flexible skin length defines: when the aircraft is in a take-off state, the arc line segment formed by extrusion of the flexible skin is tangent to the lower surface of the ducted propeller.
2. The adaptive bump-height increasing device of claim 1, wherein: the flexible skin is made of carbon fiber.
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