CN115946842B - Drag reduction device of aircraft and aircraft - Google Patents
Drag reduction device of aircraft and aircraft Download PDFInfo
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- CN115946842B CN115946842B CN202310227795.9A CN202310227795A CN115946842B CN 115946842 B CN115946842 B CN 115946842B CN 202310227795 A CN202310227795 A CN 202310227795A CN 115946842 B CN115946842 B CN 115946842B
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- 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
- Y02T50/10—Drag reduction
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Abstract
The application discloses fairing and aircraft of aircraft, this fairing is located the inside of the wing leading edge of aircraft, and this fairing includes: the device comprises a telescopic pneumatic plate, a gear mechanism and a driving mechanism, wherein the gear mechanism is connected with the driving mechanism, and the rotating torque of the driving mechanism is transmitted to the telescopic pneumatic plate so as to enable the telescopic pneumatic plate to move linearly; the gear mechanism is positioned at two sides of the telescopic pneumatic plate; the front edge of the wing is provided with an opening, and the telescopic pneumatic plate extends to the outer side of the front edge of the wing through the opening; under the condition that the telescopic pneumatic plate is arranged inside the front edge of the wing, the aircraft flies in a low subsonic speed flight state; under the condition that the telescopic pneumatic plate extends to the outer side of the front edge of the wing, the aircraft flies in a supersonic flying state, and the split shock wave in the supersonic flying is changed into the oblique shock wave, so that the design balance problem of low, sub, cross and supersonic pneumatic performance is effectively solved.
Description
Technical Field
The application belongs to the technical field of aircrafts, and particularly relates to a drag reduction device of an aircraft and the aircraft.
Background
The supersonic aircraft taking off and landing in the running mode needs to have the characteristics of high lift and low resistance (i.e. high lift-drag ratio) in the full-speed range so as to improve the ground taking-off and landing capacity, the high subsonic speed long voyage capacity and the supersonic cruising capacity under the condition that the engine is not stressed.
The design of the low subsonic speed and transsupersonic speed aerodynamic balance of the aircraft is a performance contradiction and compromise process, and meanwhile, the aerodynamic performance under the condition of the low subsonic speed and the aerodynamic performance under the transsupersonic speed are difficult to maintain. The low/medium front-edge sweepback angle wing designed by adopting a low-speed high-lift wing (such as a blunt tip thick wing, a front edge radius is large and the maximum relative thickness is more than 12 percent) can meet the requirements of taking-off and landing and low-speed flight performance to a large extent, but the resistance is large when flying at a high subsonic speed, the navigation time is short, long-distance navigation is difficult, even the high subsonic speed is difficult to achieve under the existing power condition, and the transonic speed flight is more difficult to realize; the low/medium front edge sweepback angle wing designed by adopting the high subsonic speed wing (such as a round-nose tip-tail wing, a medium front edge radius and a maximum relative thickness of 6% -12%) can obtain better high subsonic speed aerodynamic performance and basically satisfied low-speed aerodynamic performance, but the drag force is larger when flying at the transsupersonic speed, the long-time cruising flying at the transsupersonic speed is difficult to realize, and the flying speed is difficult to reach the supersonic speed flying speed under the condition that an engine is not forced; the middle/large equal front edge sweepback angle wing designed by adopting the supersonic speed wing (such as a tip and tail wing with the maximum relative thickness of 3% -6%) can obtain better transsupersonic speed aerodynamic performance and basically meet the high subsonic speed aerodynamic performance, but the low speed performance is poor, and great difficulty is caused to take-off and landing. How to obtain the better aerodynamic performance at the low subsonic velocity and the better aerodynamic performance at the transsupersonic velocity at the same time is the problem to be solved continuously at present.
Disclosure of Invention
The application is intended to provide a damping device of aircraft and aircraft to solve the not enough that exists among the prior art, the technical problem that this application was to solve is realized through following technical scheme.
In a first aspect, embodiments of the present application provide a fairing of an aircraft, the fairing being located inside a leading edge of a wing of the aircraft, the fairing comprising: the device comprises a telescopic pneumatic plate, a gear mechanism and a driving mechanism, wherein the gear mechanism is connected with the driving mechanism, and the rotation torque of the driving mechanism is transmitted to the telescopic pneumatic plate so as to enable the telescopic pneumatic plate to move linearly; the gear mechanism is positioned at two sides of the telescopic pneumatic plate; an opening is formed in the wing front edge, and the telescopic pneumatic plate extends to the outer side of the wing front edge through the opening;
in the case of the telescopic aerodynamic plate inside the wing leading edge, the aircraft flies in a low subsonic flight state;
in the case where the retractable aerodynamic plates extend outside the wing leading edge, the aircraft flies in a supersonic flight state, and changes the disjunctive shock wave under supersonic flight into an oblique shock wave.
Optionally, the gear mechanism includes one or more groups of gear units, and each gear unit includes a driving gear mechanism and one or more driven gear mechanisms, where the driving gear mechanism is connected with the driving mechanism and is used for driving the telescopic pneumatic plate to move linearly, and the driven gear mechanism is used for performing position clamping on the telescopic pneumatic plate.
Optionally, a rack is disposed between the gear mechanism and the telescopic pneumatic plate, the rack is respectively matched with the gear mechanism, and the rack is used for driving the telescopic pneumatic plate to extend and retract.
Optionally, in a case where the telescopic aerodynamic plate is inside the wing leading edge, the aircraft flies in a low subsonic flight state, including:
in the case that the retractable aerodynamic plates are inside the wing leading edge and the retractable aerodynamic plates leading edge merges with the wing leading edge, the aircraft flies in a low subsonic speed flight state.
Optionally, in a case that the telescopic aerodynamic plate extends to the outer side of the wing leading edge, the aircraft flies in a supersonic flight state, and changes a disjunctive shock wave under the supersonic flight into an oblique shock wave, including:
the driving mechanism drives the telescopic pneumatic plate to move, so that a first part of the telescopic pneumatic plate extends to the outside of the front edge of the wing, a second part of the telescopic pneumatic plate is positioned in the front edge of the wing, the front edge of the wing forms a sharp front edge, and the disjunctor shock wave formed by the blunt front edge of the wing is converted into the oblique shock wave formed by the telescopic pneumatic plate extending out of the sharp front edge.
Optionally, the first portion of the telescoping pneumatic plate has a length of 100mm.
Optionally, the gear unit comprises one driving gear mechanism and three driven gear mechanisms.
Optionally, the wing of the aircraft is a medium leading edge radius, medium leading edge sweepback wing formed by a high subsonic speed wing profile.
Optionally, the thickness of the telescopic pneumatic plate is 10mm.
In a second aspect, embodiments of the present application provide an aircraft comprising the drag reducing device of the aircraft of the first aspect.
Embodiments of the present application include the following advantages:
the embodiment of the application provides a fairing of aircraft and aircraft, this fairing is located the inside of the wing leading edge of aircraft, and this fairing includes: the device comprises a telescopic pneumatic plate, a gear mechanism and a driving mechanism, wherein the gear mechanism is connected with the driving mechanism, and the rotating torque of the driving mechanism is transmitted to the telescopic pneumatic plate so as to enable the telescopic pneumatic plate to move linearly; the gear mechanism is positioned at two sides of the telescopic pneumatic plate; the front edge of the wing is provided with an opening, and the telescopic pneumatic plate extends to the outer side of the front edge of the wing through the opening; under the condition that the telescopic pneumatic plate is arranged inside the front edge of the wing, the aircraft flies in a low subsonic speed flight state; under the condition that the telescopic pneumatic plate extends to the outer side of the front edge of the wing, the aircraft flies in a supersonic flight state, and the split shock wave under the supersonic flight is changed into the oblique shock wave.
Drawings
In order to more clearly illustrate the embodiments or prior art solutions of the present application, the drawings that are required for the description of the embodiments or prior art will be briefly described below, it being apparent that the drawings in the following description are only some of the embodiments described in the present application, and that other drawings may be obtained according to these drawings without inventive faculty for a person skilled in the art.
FIG. 1 is a schematic illustration of a drag reducing device for an aircraft in accordance with one embodiment of the present application;
FIG. 2 is a schematic view of a two-dimensional airfoil of intermediate thickness with a circular arc leading edge, a sharp trailing edge in accordance with an embodiment of the present application;
FIG. 3 is a schematic view of a three-dimensional airfoil generated with a circular arc leading edge, a sharp trailing edge, a medium thickness two-dimensional airfoil in an embodiment of the application;
FIG. 4 is a schematic view of a supersonic flight state split shock wave of a circular arc leading edge, a sharp trailing edge, and a medium thickness airfoil in an embodiment of the present application;
FIG. 5 is a two-dimensional global schematic of a wing leading edge mounted telescopic aerodynamic drag reducer in an embodiment of the present application;
FIG. 6 is a three-dimensional global schematic of a wing leading edge mounted telescopic aerodynamic drag reducer in an embodiment of the present application;
FIG. 7 is a two-dimensional schematic of supersonic flight state disjunctor shock waves when the wing leading edge retractable aerodynamic drag reducer is stowed in an embodiment of the present application;
FIG. 8 is a two-dimensional schematic of a supersonic flight state oblique shock wave when the wing leading edge retractable aerodynamic drag reducer of an embodiment of the present application is extended;
reference numerals:
1- -wing; 2- -a telescopic pneumatic plate; 3- -a drive gear mechanism; 4- -passive gear mechanism.
Detailed Description
For the purposes, technical solutions and advantages of the present application, the technical solutions of the present application will be clearly and completely described below with reference to specific embodiments and corresponding drawings. It will be apparent that the described embodiments are only some, but not all, of the embodiments of the present application. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the present disclosure, are within the scope of the present disclosure.
Referring to fig. 1, there is shown a schematic structural view of a fairing of an aircraft of the present application, the fairing being located inside a leading edge of a wing 1 of the aircraft, the fairing comprising: the telescopic pneumatic plate 2, the gear mechanism and the driving mechanism, wherein the gear mechanism is connected with the driving mechanism, and the rotation torque of the driving mechanism is transmitted to the telescopic pneumatic plate so as to enable the telescopic pneumatic plate to move linearly; the gear mechanism is positioned at two sides of the telescopic pneumatic plate; the front edge of the wing is provided with an opening, and the telescopic pneumatic plate extends to the outer side of the front edge of the wing through the opening;
under the condition that the telescopic pneumatic plate is arranged inside the front edge of the wing, the aircraft flies in a low subsonic speed flight state;
under the condition that the telescopic aerodynamic plate extends to the outer side of the wing leading edge, the aircraft flies in a supersonic flying state, and the disjunct shock waves in the supersonic flying state are changed into oblique shock waves.
The embodiment of the application provides a wing leading edge telescopic pneumatic plate supersonic flight damping device suitable for a supersonic aircraft, after the telescopic pneumatic plate stretches out through a driving mechanism, the split shock wave under the supersonic flight can be changed into oblique shock wave to realize the damping, meanwhile, the telescopic pneumatic plate is retracted through the driving mechanism, the leading edge of the wing keeps a medium leading edge radius, the aerodynamic performance under the low subsonic flight is improved, and the design balance problem of low, sub, trans and supersonic aerodynamic performance is effectively solved.
Optionally, the gear mechanism comprises one or more groups of gear units, each gear unit comprises a driving gear mechanism 3 and one or more driven gear mechanisms 4, wherein the driving gear mechanism 3 is connected with a driving mechanism and is used for driving the telescopic pneumatic plate to move linearly, and the driven gear mechanisms are used for clamping the telescopic pneumatic plate.
Wherein the drive mechanism may be a drive motor.
Optionally, be provided with the rack between gear mechanism and the telescopic pneumatic board, the rack matches with gear mechanism respectively, and the rack is used for driving the extension and the withdrawal of telescopic pneumatic board.
Optionally, with the retractable aerodynamic plates inside the wing leading edge, the aircraft flies in a low subsonic flight condition, comprising:
in the case of a telescopic aerodynamic plate inside the wing leading edge, and the telescopic aerodynamic plate leading edge merging with the wing leading edge, the aircraft flies in a low subsonic speed flight state.
Optionally, in the case that the telescopic aerodynamic plate extends outside the wing leading edge, the aircraft flies in a supersonic flight state and changes a disjunctive shock wave under supersonic flight into a oblique shock wave, including:
the telescopic pneumatic plate is driven to move through the driving mechanism, so that a first part of the telescopic pneumatic plate extends to the outside of the front edge of the wing, a second part of the telescopic pneumatic plate is positioned in the front edge of the wing, the front edge of the wing forms a sharp front edge, and the split shock wave formed by the blunt front edge of the wing is converted into the oblique shock wave formed by the telescopic pneumatic plate extending out of the sharp front edge.
Specifically, in the embodiment of the present invention, the telescopic air plate is split into two parts, the part extending to the outside of the wing leading edge is determined as a first part, and the part located inside the wing leading edge is determined as a second part.
Optionally, the first portion of the telescoping pneumatic plate has a length of 100mm. That is, the length of the portion extending outside the wing leading edge is 100mm.
Optionally, the gear unit comprises one driving gear mechanism and three driven gear mechanisms.
Optionally, the wing of the aircraft is a medium leading edge radius, medium leading edge sweepback, wing of high subsonic speed airfoil.
Alternatively, the thickness of the telescopic pneumatic plate is 10mm.
In the embodiment of the application, an airfoil with a circular arc front edge, a sharp rear edge and a maximum thickness of 6% -12% and a maximum camber of about 2% is adopted, as shown in fig. 2, fig. 2 is a schematic diagram of a two-dimensional airfoil with a circular arc front edge, a sharp rear edge and a medium thickness in the embodiment of the application, and the high lift-drag ratio performance and the internal large space volume of the flying speed below the high subsonic speed can be obtained, in order to further adapt to the high subsonic speed flying, the front edge and the rear angle are generally in the range of 25 DEG-35 DEG, the total difference of the geometrical torsion angles of the spanwise standing airfoil is about 3 DEG-6 DEG, so that the stall characteristic of an outer airfoil is improved, the airfoil is generated by the parameters, as shown in fig. 3, and fig. 3 is a schematic diagram of a three-dimensional airfoil which is generated in two dimensions with the circular arc front edge, the sharp rear edge and the medium thickness in the embodiment of the application, but the method is not suitable for flying at a speed below the high subsonic speed, because the high hypersonic speed flying is caused by the too thick leading to the high shock wave to generate a strong shock wave on the upper surface of the airfoil in a state, the wing in a high-speed flying state, the front edge and the hypersonic speed flying state causes the hypersonic speed, the hypersonic speed is generally in a high shock wave, the front edge is caused by the hypersonic speed flying state, and the high shock wave is not to be applied at the front of the front edge, and the low-speed flying speed is not shown in the front of the graph, and the front of the graph is realized, and the low-speed has the peak has the current shock wing speed has the requirements.
In order to solve the problem, the application proposes a retractable aerodynamic plate designed inside the front edge of the wing, as shown in fig. 5 to 6, fig. 5 is a two-dimensional global schematic diagram of the retractable aerodynamic plate drag reducer installed on the front edge of the wing in an embodiment of the application, fig. 6 is a three-dimensional global schematic diagram of the retractable aerodynamic plate drag reducer installed on the front edge of the wing in an embodiment of the application, the thickness is about 10mm, so as to maintain the rigidity strength requirement, the windward side of the retractable aerodynamic plate is a piece of profile cut out on the profile of the front edge of the wing, when the retractable aerodynamic plate is retracted, the profile is kept highly fused with the front edge of the wing, at this time, the profile is consistent with the profile of the wing without aerodynamic plate device, the shock absorber can be generated on the front edge when the supersonic speed flies, as shown in fig. 7, fig. 7 is a two-dimensional schematic diagram of the supersonic speed flying state of the retractable aerodynamic plate drag reducer installed on the front edge in an embodiment of the application, and a partial enlarged diagram of the area a in fig. 5 is shown in fig. 7, in order to reduce the supersonic speed flying resistance by changing the shock absorber into the supersonic speed, as shown in fig. 8, when the profile is a gear of the embodiment of the retractable aerodynamic plate is stretched out of the front edge of the device, and the two-dimensional schematic diagram of the front edge of the device is stretched out of the front edge of the wing is 100mm, when the device is stretched out, and has the device, as shown in the two-dimensional diagram, and has the device, and has the effect is shown.
The telescopic pneumatic plate of the front edge of the wing is a flat plate along the expanding direction, the telescopic pneumatic plate comprises an inner hidden part of the wing, the chord length of the pneumatic plate is about 200-300 mm, the thickness is about 10mm, racks assembled with the gear mechanism are installed near the gear mechanism so as to drive the extension and retraction of the pneumatic plate, when the telescopic pneumatic plate extends out of the front edge of the wing, the shape of the front edge of the wing is changed from an arc shape to a pointed shape, the split shock wave generated by the arc front edge is converted into an oblique shock wave, the pneumatic resistance of the shock wave on the wing is reduced, meanwhile, the shape of the shock wave on the upper surface of the wing is indirectly changed, and when the telescopic pneumatic plate is retracted, the front edge of the telescopic pneumatic plate is highly fused with the front edge of the wing, and can be regarded as being consistent with the original shape without the pneumatic plate, so that the excellent pneumatic characteristic of the arc front edge in low subsonic speed flight is maintained, and the excellent performance under low subsonic speed flight is obtained.
The gear mechanism comprises a plurality of groups of gear units, each gear unit takes four gears as a group, and comprises a driving gear mechanism 3 and a plurality of driven gear mechanisms 4, the driving gear mechanism transmits the rotation torque of the power driving motor to the rack of the pneumatic plate through the gears and converts the rotation torque into linear motion, the pneumatic plate is driven to extend or retract, the driven gear mechanisms mainly clamp the position of the pneumatic plate, the pneumatic plate does not generate position deviation when extending or retracting, and simultaneously, the pneumatic force on the pneumatic plate is born and transmitted to the wing force bearing component.
The wing front edge telescopic pneumatic plate drag reducing device solves the problems that the medium front edge radius and the medium front edge sweepback angle wing formed by the high subsonic speed wing are large in wave drag and difficult to apply in supersonic speed flight, and solves the problem that the medium front edge radius and the medium front edge sweepback angle wing formed by the high subsonic speed wing are excellent in aerodynamic performance maintenance in low subsonic speed flight, and the flight performance under low subsonic speed/transonic speed/supersonic speed is effectively met.
As can be seen from fig. 6, the fairing comprises a wing 1, a telescopic aerodynamic plate 2, a driving gear mechanism 3 and a plurality of passive gear mechanisms 4.
The telescopic pneumatic plate 2 is positioned near the front edge of the wing 1, is completely positioned in the wing when being retracted, the front edge of the telescopic pneumatic plate 2 is highly fused with the front edge of the wing 1, the appearance of the wing when the pneumatic plate is not designed is kept, a part of the telescopic pneumatic plate is exposed out of the wing 1 when the telescopic pneumatic plate is extended, and the rest part of the telescopic pneumatic plate is still concealed in the wing 1 and is connected with the driving gear mechanism 3 and the driven gear mechanism 4; the driving gear mechanism 3 and the driven gear mechanism 4 are hidden inside the wing 1 and are connected with the telescopic pneumatic plate 2 in a gear mode, so that driving power required by position clamping of the telescopic pneumatic plate 2 and extension and retraction of the telescopic pneumatic plate 2 is transmitted, the driving gear mechanism 3 is connected with a bearing component of the wing 1, aerodynamic force born on the telescopic pneumatic plate 2 is transmitted to the bearing component of the wing 1, and meanwhile, the driving gear mechanism 3 is also connected with a power driving motor, and rotary torque of the power driving motor is transmitted to the telescopic pneumatic plate 2 to form linear motion, so that the telescopic pneumatic plate 2 is driven to extend or retract.
The front edge of the telescopic pneumatic plate 2 and the front edge of the wing 1 are designed in a fusion mode, the telescopic pneumatic plate is conformal with the wing 1 when retracted, the original flying performance under the low subsonic speed flying speed is maintained, the front edge of the wing 1 is changed into a sharp front edge when extended, the split shock wave under the cross supersonic speed flying speed is changed into oblique shock wave, the pneumatic drag reduction effect under the cross supersonic speed flying speed is achieved, the extension length of the telescopic pneumatic plate 2 is about 100mm, and the thickness is about 10mm.
The driving gear mechanism 3 is connected with a power driving motor and transmits driving power required by the telescopic pneumatic plate 2, and meanwhile, the driven gear mechanism 4 is used for clamping the position of the telescopic pneumatic plate 2 and transmitting the aerodynamic force of the telescopic pneumatic plate 2 to a bearing part of the wing 1.
The working process of the wing front edge telescopic pneumatic plate damping device is as follows:
(a) When the aircraft flies at a low subsonic speed, the driving gear mechanism 3 drives the telescopic pneumatic plate 2 to retract into the wing 1 by virtue of the position clamping of the driving gear mechanism 3 and the driven gear mechanism 4, and the front edge of the telescopic pneumatic plate 2 is highly fused with the front edge of the wing 1 to form the wing appearance without the telescopic pneumatic plate 2, so that the excellent aerodynamic performance of the wing in the low subsonic speed flight is maintained.
(b) When the aircraft flies at the supersonic speed, the driving gear mechanism 3 is used for carrying out position clamping, the telescopic pneumatic plate 2 extends out of the wing 1 by a certain length, so that the front edge of the wing 1 forms a sharp front edge, the disjunctor shock wave formed by the front edge of the blunt wing is converted into the oblique shock wave formed by the front edge of the tip after the telescopic pneumatic plate 2 extends out, the flying resistance at the supersonic speed can be effectively reduced, the flying performance of the blunt front edge wing at the supersonic speed is improved, and the application speed range of the blunt front edge wing is expanded.
The telescopic pneumatic plate is arranged in the vicinity of the front edge of the wing, the driving gear mechanism is used for conveying the telescopic pneumatic plate to stretch and retract power required by the telescopic pneumatic plate, a group of mechanisms are formed by 1 driving gear mechanism and 3 driven gear mechanisms for carrying out position clamping and pneumatic power transmission on the telescopic pneumatic plate, the driving mechanism is used for converting the original split shock wave under the speed of transonic flight into oblique shock wave after the telescopic pneumatic plate stretches out of the front edge of the wing, so that the pneumatic drag reduction effect is realized, and meanwhile, the front edge of the telescopic pneumatic plate is highly fused with the front edge of the wing after the telescopic pneumatic plate is retracted by the driving mechanism, so that the original wing shape is formed when the telescopic pneumatic plate is not designed, and the pneumatic performance of the original wing under the low subsonic flight speed is kept, so that the problems of low subsonic, transonic and supersonic pneumatic performance are effectively solved, and simultaneously, the design balance is better.
The embodiment of the application provides an aircraft, which comprises the drag reduction device of the aircraft.
The embodiment of the application provides a fairing of aircraft and aircraft, this fairing is located the inside of the wing leading edge of aircraft, and this fairing includes: the device comprises a telescopic pneumatic plate, a gear mechanism and a driving mechanism, wherein the gear mechanism is connected with the driving mechanism, and the rotating torque of the driving mechanism is transmitted to the telescopic pneumatic plate so as to enable the telescopic pneumatic plate to move linearly; the gear mechanism is positioned at two sides of the telescopic pneumatic plate; the front edge of the wing is provided with an opening, and the telescopic pneumatic plate extends to the outer side of the front edge of the wing through the opening; under the condition that the telescopic pneumatic plate is arranged inside the front edge of the wing, the aircraft flies in a low subsonic speed flight state; under the condition that the telescopic pneumatic plate extends to the outer side of the front edge of the wing, the aircraft flies in a supersonic flight state, and the split shock wave under the supersonic flight is changed into the oblique shock wave.
It should be noted that the foregoing detailed description is exemplary and is intended to provide further explanation of the invention. Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.
It is noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of example embodiments in accordance with the present application. As used herein, the singular is intended to include the plural unless the context clearly indicates otherwise. Furthermore, it will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, steps, operations, devices, components, and/or groups thereof.
It should be noted that the terms "first," "second," and the like in the description and claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the terms so used are interchangeable under appropriate circumstances such that the embodiments of the application described herein are capable of operation in sequences other than those illustrated or otherwise described herein.
Furthermore, the terms "comprise" and "have," as well as any variations thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those elements but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
Spatially relative terms, such as "above … …," "above … …," "upper surface at … …," "above," and the like, may be used herein for ease of description to describe one device or feature's spatial location relative to another device or feature as illustrated in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations in use or operation in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as "above" or "over" other devices or structures would then be oriented "below" or "beneath" the other devices or structures. Thus, the exemplary term "above … …" may include both orientations of "above … …" and "below … …". The device may also be positioned in other different ways, such as rotated 90 degrees or at other orientations, and the spatially relative descriptors used herein interpreted accordingly.
In the above detailed description, reference is made to the accompanying drawings, which form a part hereof. In the drawings, like numerals typically identify like components unless context indicates otherwise. The illustrated embodiments described in the detailed description, drawings, and claims are not meant to be limiting. Other embodiments may be utilized, and other changes may be made, without departing from the spirit or scope of the subject matter presented herein.
The foregoing description is only of the preferred embodiments of the present application and is not intended to limit the same, but rather, various modifications and variations may be made by those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present application should be included in the protection scope of the present application.
Claims (8)
1. A fairing of an aircraft, the fairing being located inside a leading edge of a wing of the aircraft, the fairing comprising: the device comprises a telescopic pneumatic plate, a gear mechanism and a driving mechanism, wherein the gear mechanism is connected with the driving mechanism, and the rotation torque of the driving mechanism is transmitted to the telescopic pneumatic plate so as to enable the telescopic pneumatic plate to move linearly; the gear mechanism is positioned at two sides of the telescopic pneumatic plate; an opening is formed in the wing front edge, and the telescopic pneumatic plate extends to the outer side of the wing front edge through the opening; the gear mechanism comprises one or more groups of gear units, each gear unit comprises a driving gear mechanism and one or more driven gear mechanisms, wherein the driving gear mechanism is connected with the driving mechanism and is used for driving the telescopic pneumatic plate to move linearly, and the driven gear mechanisms are used for clamping the telescopic pneumatic plate in position;
in the case of the telescopic aerodynamic plate inside the wing leading edge, the aircraft flies in a low subsonic flight state;
in the case where the retractable aerodynamic plates extend outside the wing leading edge, the aircraft flies in a supersonic flight state, and changes the disjunctive shock wave under supersonic flight into an oblique shock wave.
2. The drag reducing device of an aircraft according to claim 1, wherein a rack is arranged between the gear mechanism and the telescopic pneumatic plate, the rack being respectively matched with the gear mechanism, and the rack being used for driving the telescopic pneumatic plate to extend and retract.
3. The fairing of an aircraft of claim 1, wherein the aircraft flies in a low subsonic speed flight condition with the telescoping aerodynamic plates inside the wing leading edge, comprising:
in the case that the retractable aerodynamic plates are inside the wing leading edge and the retractable aerodynamic plates leading edge merges with the wing leading edge, the aircraft flies in a low subsonic speed flight state.
4. The fairing of an aircraft of claim 1, wherein the aircraft flies in a supersonic flight condition with the telescoping aerodynamic plates extending outboard of the wing leading edge and converting a disjunct shock wave in supersonic flight to a oblique shock wave, comprising:
the driving mechanism drives the telescopic pneumatic plate to move, so that a first part of the telescopic pneumatic plate extends to the outside of the front edge of the wing, a second part of the telescopic pneumatic plate is positioned in the front edge of the wing, the front edge of the wing forms a sharp front edge, and the disjunctor shock wave formed by the blunt front edge of the wing is converted into the oblique shock wave formed by the telescopic pneumatic plate extending out of the sharp front edge.
5. The drag reducing device of an aircraft of claim 1, wherein the first portion of the telescoping aerodynamic plate has a length of 100mm.
6. The fairing of an aircraft of claim 1, wherein the gear unit comprises one drive gear mechanism and three passive gear mechanisms.
7. The drag reducing device of an aircraft of claim 1, wherein the telescoping aerodynamic plate has a thickness of 10mm.
8. An aircraft comprising the drag reducer of any one of claims 1-7.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310227795.9A CN115946842B (en) | 2023-03-10 | 2023-03-10 | Drag reduction device of aircraft and aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310227795.9A CN115946842B (en) | 2023-03-10 | 2023-03-10 | Drag reduction device of aircraft and aircraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN115946842A CN115946842A (en) | 2023-04-11 |
| CN115946842B true CN115946842B (en) | 2023-05-26 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202310227795.9A Active CN115946842B (en) | 2023-03-10 | 2023-03-10 | Drag reduction device of aircraft and aircraft |
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