CN114148505A - Composite hinge-containing continuously-variable-camber wing structure for high-speed aircraft - Google Patents
Composite hinge-containing continuously-variable-camber wing structure for high-speed aircraft Download PDFInfo
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- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
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Abstract
The application provides a wing structure containing multiple hinges and capable of continuously changing camber for a high-speed aircraft, which comprises a closed-loop deformation unit, a displacement amplification mechanism and a driving mechanism, wherein the closed-loop deformation unit is a closed-loop four-side structure, every two adjacent sides of the closed-loop deformation unit are hinged with each other, the closed-loop deformation unit comprises a fixed closed-loop unit, a tail closed-loop unit and at least one middle closed-loop unit positioned between the fixed closed-loop unit and the tail closed-loop unit, and the fixed side of the fixed closed-loop deformation unit is fixed with an aircraft main body; the driving device is used for driving the fixed closed-loop deformation unit to deform; the displacement amplification mechanism is connected between two adjacent closed-loop deformation units, the deformation of the former closed-loop deformation unit can drive the displacement amplification rod to move, and the displacement amplification rod enables the next closed-loop deformation unit to obtain deformation displacement amplified in the same direction. The wing structure has large camber adjusting capacity, and continuous and smooth adjustment of camber of the mechanism can be realized.
Description
Technical Field
The application relates to a wing structure containing a complex hinge and capable of continuously changing camber for a high-speed aircraft, and belongs to the technical field of aircraft.
Background
The hypersonic aircraft is an aircraft which remotely cruises in the atmosphere or across the atmosphere at a speed of more than Mach 5, has the characteristics of high flying speed, moderate height, strong maneuvering capability, short reaction time and the like, and has strong strategic and driving properties, and the breakthrough and application of the technology can cause the cross-over type revolution of the aerospace technology and generate profound influence on the comprehensive strength of the state. In recent years, with the increasing demands on the performance of aircrafts such as military reconnaissance and percussion, environmental monitoring, remote transportation, medical disaster relief and the like and the rapid rise of artificial intelligence technologies, it becomes very important to develop aircrafts which are intelligent, integrated with reconnaissance and percussion, and multitask. Under such a circumstance, the conventional fixed-wing aircraft gradually fails to meet the application requirements, and the technology of the variant aircraft capable of adapting to various flight tasks and complex environmental conditions and obtaining the optimal flight performance is widely concerned and researched. The morphing aircraft changes the aerodynamic performance of the aircraft wing by smoothly and autonomously changing the appearance of the aircraft wing so as to adapt to different flight conditions, improve lift-drag ratio, increase range, reduce the influence of vortex, flutter and the like, has the unique advantages of strong maneuverability, strong adaptability of flight environment, good flight performance and the like, and has wide application prospect, thereby having important research value and significance.
With the development of the integration technology of the dual-mode ramjet technology and the hypersonic aircraft mature, the hypersonic aircraft combining power, horizontal take-off and landing and flying in a full speed domain becomes a hot spot of current research. The hypersonic aircraft can take off from the ground and go through a plurality of flight stages such as low speed, transonic speed, supersonic speed, hypersonic speed and the like. Therefore, the aircraft has the advantages that the hypersonic aerodynamic characteristics are ensured, the low/span/supersonic aerodynamic characteristics are also considered, and the good aerodynamic characteristics can be realized in a wider speed range.
However, most of the conventional hypersonic aircrafts adopt aerodynamic configurations such as a rotating body, a wave-rider and a lifting body, and these configurations usually only consider the hypersonic aerodynamic characteristics and cannot meet the requirements of the aerodynamic characteristics of low speed, transonic speed and supersonic speed. Therefore, the reasonable variable configuration design has important significance for solving the pneumatic requirement contradiction of the hypersonic flight vehicle under different flight speeds and realizing full-speed-domain flight. Most of the current configuration change schemes are limited to subsonic speed, the influence of wing change on aerodynamic characteristics is mainly concerned, and the consideration on configuration change modes with higher Mach number is less. The reason is that as the airspeed increases, the dynamic pressure of the airflow rises, and when the aircraft flies at the transonic speed, the generation of the local shock wave puts higher requirements on the maintaining and bearing capacity of the variable-configuration driving mechanism.
The wing structure with the changed configuration is the core of the morphing aircraft technology, and because of requirements of cruising and various maneuvering flights, the wing structure of the morphing aircraft needs to fully consider factors such as bearing, continuous deformation, light weight, small space requirement and the like, higher requirements are provided for the selection and design of the scheme.
Disclosure of Invention
In order to realize the continuous and smooth adjustment of the camber of the mechanism, the wing structure has high rigidity, small motion error and high control precision, and has good holding and bearing capacity, the wing structure containing the complex hinge and capable of continuously changing the camber is designed for a high-speed aircraft.
The application provides a but, compound hinge continuous variable camber wing structure that contains for high-speed aircraft adopts following technical scheme:
a wing structure containing multiple hinges and capable of continuously changing camber for a high-speed aircraft comprises a closed-loop deformation unit, a displacement amplification mechanism and a driving mechanism, wherein the closed-loop deformation unit is a closed-loop four-side structure, every two adjacent sides of the closed-loop deformation unit are hinged to each other, the closed-loop deformation unit comprises a fixed closed-loop unit, a tail closed-loop unit and at least one middle closed-loop unit located between the fixed closed-loop unit and the tail closed-loop unit, the fixed side of the fixed closed-loop deformation unit is fixed with an aircraft main body, a shared side is arranged between every two adjacent closed-loop deformation units, the fixed side and the shared side of the fixed closed-loop deformation unit are arranged oppositely, and the two shared sides of the middle closed-loop unit are arranged oppositely;
the driving device is used for driving the fixed closed-loop deformation unit to deform;
the displacement amplification mechanism is connected between two adjacent closed-loop deformation units, the deformation of the former closed-loop deformation unit can drive the displacement amplification rod to move, and the displacement amplification rod enables the next closed-loop deformation unit to obtain deformation displacement amplified in the same direction.
In the wing structure, the displacement amplifying mechanism comprises a displacement amplifying rod and a transmission rod, the displacement amplifying rod is hinged to a shared edge between two adjacent closed-loop deformation units, two sides of a hinge point of the displacement amplifying rod are respectively provided with an active rod and a passive rod, the passive rod is one edge of the next closed-loop deformation unit, the other end of the active rod is hinged to the previous closed-loop deformation unit through the transmission rod, and the transmission rod is hinged to the edge of the previous closed-loop deformation unit opposite to the side where the passive rod is located.
In the wing structure, the passive rod is the edge of the bottom position of the next closed-loop deformation unit.
In the wing structure, the length of the passive rod is greater than that of the active rod.
In the wing structure, the driving device comprises a movable push rod and a moving assembly, one end of the movable push rod is hinged to a closed loop deformation unit fixed on the aircraft main body, and the other end of the movable push rod is pushed by the moving assembly to move linearly.
In the wing structure, the movable push rod and the transmission rod are connected to the same side of the fixed closed-loop deformation unit.
In the wing structure, the hinge point of the movable push rod and the fixed closed-loop unit is located: and the hinged point of the transmission rod and the fixed closed-loop unit and the hinged point between the shared edge of the fixed closed-loop unit and the edge of the fixed closed-loop unit connected with the transmission rod are arranged.
In the wing structure, the moving assembly has a self-locking function.
In the wing structure, the moving assembly is a ball screw and comprises a base, a screw rod rotatably connected to the base and a sliding block in threaded connection with the screw rod, and the sliding block is hinged to the movable push rod.
In the wing structure, the tail closed-loop unit is connected with a tail rod, the top edge of the tail closed-loop unit is hinged with a driving rod, the other end of the driving rod is hinged with a linkage rod, the edge of the tail closed-loop unit, which is opposite to the shared edge of the tail closed-loop unit, is a connecting edge, the linkage rod is hinged in the middle of the connecting edge, and the tail rod is fixedly connected with the linkage rod.
The application discloses a but contain compound hinge continuous variable camber wing structure for high-speed aircraft has following beneficial effect at least:
1. the aircraft attitude control system can realize smooth continuous gradual change of the mechanism camber, can effectively perform attitude control on the aircraft, and effectively improves the flight performance, the flight efficiency and the capability of adapting to the flight environment of the aircraft.
2. The influence of different types of hinge implementation modes on the movement precision of the mechanism is researched, and the wing structure model with the larger camber adjusting capacity and the larger bearing capacity and capable of continuously changing camber is provided.
3. This application has designed corresponding curved bar shape according to the shape of airfoil inward flange, and the laminating nature is good, has reduced the unnecessary clearance, can realize actuating mechanism to the more accurate control of wing.
4. Through setting up ball screw transmission, can weaken the load that comes from non-driving medium by a wide margin, have that transmission efficiency is high, and starting torque characteristic is good, and work is more steady, characteristics such as transmission precision height, compare in directly using the motor to drive the output lever, the required moment of this scheme deflection is less.
5. The application discloses a but, compound hinge continuous variable camber wing structure for high speed aircraft has the auto-lock characteristic, and when arriving the deformation extreme position, the movable push rod in the design will present the state of arranging perpendicularly with ball screw, and dead point appears in reverse drive this moment, and deformation mechanism will regard as the structure load, can realize the mechanism auto-lock in extreme position.
Drawings
FIG. 1 is a schematic mechanical diagram of a multi-hinged continuously variable camber wing structure for a high speed aircraft according to one embodiment of the present application.
Fig. 2 is a schematic structural view of a wing structure in an embodiment.
Figure 3 is an isometric view of a wing structure.
Figure 4 is a schematic view of an upper extreme position of the wing structure.
FIG. 5 is a schematic view of a wing structure in a lower extreme position.
Description of the drawings, 1, AB lever; 2. an AE rod; 3. a BF rod; 4. a CD rod; 5. EF pole, 6, EI pole; 7. a DFJ rod; 8. a GH rod; 9. an IJ rod; 10. HJN rod; 11. an IM rod; 12. a KL lever; 13. an MN rod; 14. an LO lever; 15. a ball screw; 16. a movable push plate; 17. a movable push rod; 18. a tail rod.
Wherein, the AB rod is a fixed edge of the fixed closed-loop unit;
the EF pole is a shared edge between the fixed closed-loop unit and the middle closed-loop unit;
the IJ rod is a shared edge between the middle closed-loop unit and the tail closed-loop unit;
the DFJ rod and the HJN rod are displacement amplification rods;
the DF rod is a driving rod, and the FJ rod is a driven rod;
the HJ rod is a driving rod, and the JN rod is a driven rod;
the CD rod and the CD rod are transmission rods;
the MN rod is a connecting edge.
Detailed Description
The present application is described in further detail below with reference to figures 1-5.
The invention conception of the application is as follows: the wing structure at least needs three independent closed-loop deformation units to realize gradual change of the mechanism curvature. The essence of the smooth continuous change of the camber of the wing is that each independent closed-loop unit connected in series in the mechanism has gradually-increased deformation displacement in the same deformation direction, and when the displacement of the three closed-loop units in the vertical deformation direction is sequentially increased, the whole structure can form smooth gradually-changed camber. Therefore, in the design of the wing structure with the continuous variable camber, a basic unit with amplified displacement must exist between adjacent closed-loop units, so that the next closed-loop unit obtains the same-direction amplified deformation displacement. By analogy, the deformation displacement of the closed-loop units in the same deformation direction is sequentially increased and gradually superposed, so that the mechanism realizes smooth gradual change of the bending degree. Based on the theory, the application adopts the closed-loop kinematic chain with two complex hinges as the basic configuration of the driving mechanism in the configuration comprehensive result of the closed-loop kinematic chain with the complex hinges.
In the following embodiments, the two double hinges are the DFJ rod 7, the HJN rod 10.
The application discloses a wing structure containing a compound hinge and capable of continuously changing camber for a high-speed aircraft.
Referring to fig. 1, a wing structure containing multiple hinges and capable of continuously changing camber for a high-speed aircraft comprises closed-loop deformation units, a displacement amplification mechanism and a driving mechanism, wherein the number of the closed-loop deformation units is at least three, the closed-loop deformation units are fixed closed-loop units, tail closed-loop units and at least one middle closed-loop unit positioned between the fixed closed-loop units and the tail closed-loop units; the driving device is used for driving the closed-loop deformation units fixed on the aircraft body to deform, and the displacement amplification mechanism is connected between two adjacent closed-loop deformation units and used for enabling the next closed-loop deformation unit to obtain deformation displacement amplified in the same direction and realizing gradual change of the camber of the wing structure.
Referring to fig. 1 and 2, in the present embodiment, three closed-loop deformation units are provided, which are respectively a fixed closed-loop unit, a middle closed-loop unit, and a tail closed-loop unit. The fixed closed loop unit is the closed loop that articulated AB pole 1 each other, AE pole 2, BF pole 3, EF pole 5 formed, and AB pole 1, AE pole 2, BF pole 3, EF pole 5's articulated axis level and parallel to each other, and wherein, AB pole 1 fixed connection is in the aircraft main part, and AB pole 1 is the fixed limit of fixed closed loop unit, and AE pole 2 and BF pole 3 articulate respectively in AB pole 1's both ends, and EF pole 5's both ends articulate respectively in AE pole 2 and BF pole 3's the other end. Middle closed loop unit is the closed loop that mutually articulated EF pole 5, EI pole 6, IJ pole 9, FJ pole formed, and EI pole 6 and FJ pole articulate in the both ends of EF pole 5, and the both ends of IJ pole 9 articulate respectively in the other end of EI pole 6 and FJ pole, and simultaneously, EI pole 6 is articulated with AE pole 2, and the FJ pole is articulated with BF pole 3. The EF pole 5 is a common edge between the fixed closed-loop element and the intermediate closed-loop element. The tail closed loop unit is a closed loop formed by an IJ rod 9, an IM rod 11, an MN rod 13 and a JN rod which are hinged with each other, the IM rod 11 and the JN rod are respectively hinged at two ends of the IJ rod 9, the MN rod 13 is hinged at the other ends of the IM rod 11 and the JN rod, meanwhile, the IM rod 11 is hinged with the EI rod 6, and the JN rod is hinged with the FJ rod. The IJ rod 9 is a common edge between the intermediate closed-loop element and the trailing closed-loop element.
Referring to fig. 1 and 2, since the displacement amplification mechanisms are disposed between two adjacent closed-loop deformation units, when there are three closed-loop deformation units, there are two displacement amplification mechanisms, which are the first displacement amplification mechanism and the second displacement amplification mechanism, respectively. First displacement mechanism of amplification includes first displacement amplification pole and first transfer line, first transfer line is CD pole 4, first displacement amplification pole is DFJ pole 7, DFJ pole 7 includes mutual fixed connection's DF pole and FJ pole, the DF pole is the active lever, the FJ pole is passive pole, the length of FJ pole is greater than the length of DF pole, DF pole fixed connection is in FJ and BF pole 3 and the equal articulated tip of EF pole 5 in FJ, one section of CD pole 4 articulates on AE pole 2, the other end of CD pole 4 is articulated with the one end that the FJ pole was kept away from to the DF pole. The second displacement mechanism of amplifying includes pole and the second transfer line of amplifying of second displacement, the second transfer line is GH pole 8, the pole of amplifying of second displacement is HJN pole 10, HJN pole 10 includes mutual fixed connection's HJ pole and JN pole, the HJ pole is the active lever, the JN pole is passive pole, the length of JN pole is greater than the length of HJ pole, HJ pole fixed connection is in JN and the equal articulated tip of IJ pole 9 and FJ pole, GH 8's one end articulates on EI pole 6, GH pole 8's the other end is articulated with the one end that the JN pole was kept away from to the HJ pole.
When fixed closed loop unit takes place deformation, it rotates round the articulated shaft of DFJ pole 7 and BF pole 3 to drive DFJ pole 7 through CD pole 4, DF pole and FJ pole rotate the same angle, but because DF pole and FJ pole length are different, FJ pole tip can be round the bigger distance of self pin joint removal than the DF pole, thereby the FJ pole can drive middle closed loop unit and have bigger displacement, the effect of making next closed loop unit obtain equidirectional enlarged deformation displacement has been realized, equally, HJN pole 10 is the same with DFJ pole 7's enlarged mechanism.
Referring to fig. 2 and 3, the driving device is a moving assembly and a movable push rod 17, one section of the movable push rod 17 is hinged to the AE rod 2, and the hinged point of the movable push rod 17 and the AE rod 2 is located: between the pin joint of CD pole 4 and AE pole 2 and the pin joint of AE pole 2 and EF pole 5, move the other one end of push rod 17 and articulate in the removal subassembly, and the removal subassembly can drive the tip rectilinear movement of moving push rod 17 to the removal of moving push rod 17 can promote fixed closed loop unit and warp.
The moving assembly is a ball screw 15 and comprises a base, a screw rod connected to the base in a rotating mode and a sliding block connected to the screw rod in a threaded mode, the sliding block is connected with the base in a sliding mode along the axis direction of the screw rod, the position relation between the base and the AB rod 1 is fixed relatively, namely the base is fixed with the AB rod 1, or the base is fixedly connected with an aircraft body. The sliding block is connected with a movable push plate 16, the movable push plate 16 is hinged with a movable push rod 17, the sliding block moves, and the movable push rod 17 drives the fixed closed-loop unit to deform.
In the embodiment, the ball screw 15 is adopted for transmission, the ball screw is a self-locking mechanism, the ball screw generally has a one-way transmission function of force and motion, and input signals such as force and motion from a non-transmission part can be obviously weakened or even eliminated. The mechanism with the self-locking function can bear force and motion load from a non-transmission direction while ensuring high-efficiency response to the input signal of the transmission piece. During actual flight, the aerodynamic loads to which the aircraft is subjected can cause elastic deformation of the wing, and for a deformed aircraft, the existence of the freedom degree of the deformation mechanism can make the effect more obvious. Therefore, the self-locking function of the deformation structure mechanism is particularly important for maintaining the optimal aerodynamic shape of the deformation structure aircraft, improving the control response efficiency and further improving the flight quality of the deformation structure aircraft. This design of this application can weaken the load that comes from non-driving medium by a wide margin, has that transmission efficiency is high, and starting torque characteristic is good, and work is more steady, characteristics such as transmission precision height, compares in directly using the motor to drive the output lever, and this scheme deflects required moment and is less. When the wing reaches the upper deformation limit position, the movable push rod 17 and the lead screw in the design scheme are in a vertical state, at the moment, dead points occur in reverse transmission, and the deformation mechanism is used as a structural bearing force.
The wing structure still is connected with tail-bar 18, be provided with KL pole 12 and LO pole 14 between tail-bar 18 and the wing structure, KL pole 12 is the actuating lever, LO pole 14 is the trace, the one end of KL pole 12 articulates the middle part position of IM pole 11, LO pole 14 articulates the other end in KL pole 12, and LO pole 14 articulates with MN pole 13's middle part, MN pole 13 is the connection edge, the tip that LO pole 14 kept away from self and KL pole 12 pin joint is connected with tail-bar 18, tail-bar 18 is the annular shape of confined, when the wing structure level, tail-bar 18 is along IM pole 11 and JN pole's extending trend, the tail is then closed in the smooth extension.
The implementation principle of the application is as follows: utilize ball 15 drive to move push pedal 16 and drive right, AE pole 2 anticlockwise rotation, AE pole 2 passes through CD pole 4 and drives DFJ pole 7 and rotate, and pole CFJ amplifies the displacement, and it has great ascending displacement to drive middle closed loop unit, and middle closed loop unit further drives HJN pole 10 and carries out the amplification of displacement, realizes the ascending deflection of wing structure. Conversely, a downward deflection of the wing structure is intended. The wing structure of this example was tested as follows:
the tail end deflection angle of the mechanism is adjusted to enable the tail end of the mechanism to be in a horizontal state, the reading of a tail end connecting rod on a scale is recorded, a ball screw is used for driving a push plate to drive the AE rod to deflect anticlockwise, and the displacement is amplified through two amplification DFJ rods and HJN rods, so that the wing structure containing the complex hinge and capable of continuously changing the camber can deflect upwards to enable the wing structure to reach an upper limit position, as shown in figure 4 of the attached drawings of the specification. The ball screw is used for driving the push plate to drive leftwards, the movable push rod pushes the AE rod to deflect clockwise, and the two amplification DFJ rods and the two amplification HJN rods amplify displacement, so that the wing structure with the complex hinge and capable of continuously changing camber can deflect downwards to reach the lower limit position, as shown in figure 5 of the attached drawing of the specification. The change range of the angle of the wing structure containing the compound hinge and capable of continuously changing the camber is-31.82 degrees to +34.94 degrees.
A wing structure containing multiple hinges and capable of continuously changing camber for a high-speed aircraft needs to bear external aerodynamic load, and a mechanism is required to have certain rigidity. The tail end of the mechanism model machine is adjusted to be horizontal, and vertical downward loads are applied, the load weights are 200g and 500g respectively, and test results show that the tip load can still keep the existing shape when the tip load is 500g, so that the design scheme has good holding and bearing capacity while ensuring continuous deformation of the mechanism.
The hypersonic flight vehicle has the characteristics of high flying speed, moderate height, strong maneuverability, short reaction time and the like, and has strong strategic and driving properties, so that higher requirements are provided for the response speed of an actuating mechanism in a deformation structure. In order to test the mechanism response time, the project respectively tests the mechanism response time of the mechanism prototype under four working conditions of downward deviation to upward deviation, upward deviation from balance, downward deviation from balance and downward deviation from upward deviation to downward deviation. The test result shows that: when the speed of the screw rod sliding block is 50mm/s, the fastest response speed can reach 0.31s when the mechanism is designed to deflect downwards from balance, and the high response speed is achieved.
In conclusion, the wing structure has large camber adjusting capacity, can realize continuous and smooth adjustment of camber of the mechanism, has high rigidity and small motion error, is high in control precision, has good maintaining and bearing capacity, can realize control of an aircraft by changing camber of the wing section, adapts to more complex flight conditions, improves flight performance of the aircraft, and provides theoretical and engineering basis for further deep research of a wing structure with continuously variable camber in the future.
The functional implementation result of the wing structure with the multiple hinges and the continuous variable camber for the high-speed aircraft is obtained according to the embodiment, the beneficial effects 1, 2, 3, 4 and 5 of the application are reflected, the related basic principle and the function exhibited in the embodiment tend to be consistent, and the wing structure can be realized by adjusting the geometric dimension of the device without additional technical difficulty. The wing structure containing the compound hinges and capable of continuously changing the camber for the high-speed aircraft can improve adaptability to the flight environment by adopting a camber changing technology according to real-time flight conditions when the flight environment changes, has the unique advantages of flexibility, strong adaptability to the flight environment, good flight performance and the like, and has wide application prospect and benefits.
The above detailed description, further details the purpose, technical solution and advantages of the present invention, it should be understood that the above described is only an example of the present application, and is not intended to limit the scope of the present application, and any modifications, equivalents, improvements and the like made within the spirit and principle of the present application should be included in the scope of the present application.
Claims (10)
1. The utility model provides a but, continuous variable camber wing structure that contains compound hinge for high-speed aircraft which characterized in that: the displacement amplification device comprises a closed-loop deformation unit, a displacement amplification mechanism and a driving mechanism, wherein the closed-loop deformation unit is a closed loop and is of a quadrilateral structure with every two adjacent sides hinged, the closed-loop deformation unit comprises a fixed closed-loop unit, a tail closed-loop unit and at least one middle closed-loop unit positioned between the fixed closed-loop unit and the tail closed-loop unit, the fixed side of the fixed closed-loop deformation unit is fixed with an aircraft body, a shared side is arranged between every two adjacent closed-loop deformation units, the fixed side of the fixed closed-loop deformation unit is opposite to the shared side, and the two shared sides of the middle closed-loop unit are opposite to each other;
the driving device is used for driving the fixed closed-loop deformation unit to deform;
the displacement amplification mechanism is connected between two adjacent closed-loop deformation units, the deformation of the former closed-loop deformation unit can drive the displacement amplification rod to move, and the displacement amplification rod enables the next closed-loop deformation unit to obtain deformation displacement amplified in the same direction.
2. The wing structure of claim 1, wherein: the displacement amplification mechanism comprises a displacement amplification rod and a transmission rod, the displacement amplification rod is hinged to a shared edge between two adjacent closed-loop deformation units, two sides of a hinge point of the displacement amplification rod are respectively provided with an active rod and a passive rod, the passive rod is one side of the next closed-loop deformation unit, the other end of the active rod is hinged to the previous closed-loop deformation unit through the transmission rod, and the transmission rod is hinged to the edge of the previous closed-loop deformation unit opposite to the side where the passive rod is located.
3. The wing structure of claim 2, wherein: the driven rod is the edge of the bottom position of the next closed-loop deformation unit.
4. The wing structure of claim 2, wherein: the length of the passive rod is greater than that of the active rod.
5. The wing structure of claim 1, wherein: the driving device comprises a movable push rod and a moving assembly, one end of the movable push rod is hinged to a closed loop deformation unit fixed on the aircraft body, and the other end of the movable push rod is pushed by the moving assembly to move linearly.
6. The wing structure of claim 5, wherein: the movable push rod and the transmission rod are connected to the same side of the fixed closed-loop deformation unit.
7. The wing structure of claim 5, wherein: the hinge point of the movable push rod and the fixed closed loop unit is positioned as follows: and the hinged point of the transmission rod and the fixed closed-loop unit and the hinged point between the shared edge of the fixed closed-loop unit and the edge of the fixed closed-loop unit connected with the transmission rod are arranged.
8. The wing structure of claim 5, wherein: the moving assembly has a self-locking function.
9. The wing structure of claim 8, wherein: the moving assembly is a ball screw and comprises a base, a screw rod and a sliding block, wherein the screw rod is rotatably connected to the base, the sliding block is in threaded connection with the screw rod, and the sliding block is hinged to the moving push rod.
10. The wing structure of claim 1, wherein: the tail closed-loop unit is connected with a tail rod, the top edge of the tail closed-loop unit is hinged with a driving rod, the other end of the driving rod is hinged with a linkage rod, the edge of the tail closed-loop unit, which is opposite to the shared edge of the tail closed-loop unit, is a connecting edge, the linkage rod is hinged to the middle of the connecting edge, and the tail rod is fixedly connected with the linkage rod.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115042955A (en) * | 2022-05-09 | 2022-09-13 | 中国空气动力研究与发展中心空天技术研究所 | Wing capable of continuously bending facing rigid skin |
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|---|---|---|---|---|
| US3994451A (en) * | 1974-03-28 | 1976-11-30 | The Boeing Company | Variable camber airfoil |
| CN104139847A (en) * | 2014-07-25 | 2014-11-12 | 哈尔滨工业大学深圳研究生院 | Trailing edge and leading edge with adjustable degrees of curvature for aircraft wing |
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| CN111907693A (en) * | 2020-06-22 | 2020-11-10 | 哈尔滨工业大学(深圳)(哈尔滨工业大学深圳科技创新研究院) | Wing with variable camber |
| CN112520013A (en) * | 2020-12-16 | 2021-03-19 | 中国空气动力研究与发展中心设备设计及测试技术研究所 | Deformable wing with variable bending degree based on connecting rod driving |
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| US3994451A (en) * | 1974-03-28 | 1976-11-30 | The Boeing Company | Variable camber airfoil |
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| CN106275388A (en) * | 2015-12-10 | 2017-01-04 | 哈尔滨工业大学深圳研究生院 | A kind of based on planar linkage closed-loop element containing hinge deformable trailing edge mechanism again |
| CN111907693A (en) * | 2020-06-22 | 2020-11-10 | 哈尔滨工业大学(深圳)(哈尔滨工业大学深圳科技创新研究院) | Wing with variable camber |
| CN112520013A (en) * | 2020-12-16 | 2021-03-19 | 中国空气动力研究与发展中心设备设计及测试技术研究所 | Deformable wing with variable bending degree based on connecting rod driving |
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| CN115042955A (en) * | 2022-05-09 | 2022-09-13 | 中国空气动力研究与发展中心空天技术研究所 | Wing capable of continuously bending facing rigid skin |
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