WO2021143015A1 - 一种带开缝襟翼、翼展连续可变的伸缩机翼机构 - Google Patents

一种带开缝襟翼、翼展连续可变的伸缩机翼机构 Download PDF

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Publication number
WO2021143015A1
WO2021143015A1 PCT/CN2020/093068 CN2020093068W WO2021143015A1 WO 2021143015 A1 WO2021143015 A1 WO 2021143015A1 CN 2020093068 W CN2020093068 W CN 2020093068W WO 2021143015 A1 WO2021143015 A1 WO 2021143015A1
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WIPO (PCT)
Prior art keywords
wing
main wing
flap
section
flaps
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PCT/CN2020/093068
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English (en)
French (fr)
Inventor
朱灶旭
季廷炜
谢芳芳
郑耀
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浙江大学
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Application filed by 浙江大学 filed Critical 浙江大学
Publication of WO2021143015A1 publication Critical patent/WO2021143015A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/18—Spars; Ribs; Stringers
    • B64C3/182—Stringers, longerons
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/26—Construction, shape, or attachment of separate skins, e.g. panels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/28—Leading or trailing edges attached to primary structures, e.g. forming fixed slots
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/38—Adjustment of complete wings or parts thereof
    • B64C3/54—Varying in area
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/06—Adjustable control surfaces or members, e.g. rudders with two or more independent movements

Definitions

  • the invention belongs to the field of aircraft design and technology, and particularly relates to a telescopic wing structure with slit flaps and continuously variable wingspan applied to fixed-wing aircraft.
  • the wings When the aircraft is taking off, the wings are fully extended to provide maximum lift and reduce lift drag; at the same time, the flaps are partially lowered to further increase the lift coefficient of the wing. This reduces the takeoff angle of attack at the same takeoff speed, thereby reducing the parasitic drag caused by the increase in the fuselage angle of attack.
  • the wings When the aircraft is cruising in a low-speed mission, the wings are fully extended and the flaps are fully retracted, thereby reducing the induced drag and airfoil drag of the wing, and improving the low-speed aerodynamic performance of the wing.
  • the wings When the aircraft is cruising at high speed, the wings are fully retracted, and the flaps are fully retracted to reduce the infiltration area of the wings, thereby reducing frictional resistance.
  • the wings When the aircraft is landing, the wings are fully extended to provide maximum lift and reduce the speed required for the aircraft to land, while the flaps are fully lowered to provide the maximum lift coefficient, thereby further reducing the speed required for the aircraft to land.
  • the present invention proposes a three-stage flapped rectangular telescopic wing structure suitable for low Mach number (speed less than 300 km/h) flight conditions.
  • the telescopic wing structure consists of an inner main wing, an outer main wing, a middle main wing nested between the inner main wing and the outer main wing, an inner flap hinged with the trailing edge of the inner main wing, and the rear edge of the outer main wing.
  • the main wing of the inner section, the main wing of the outer section and the main wing of the middle section are all composed of multiple wing ribs, intercostal plates fixed between the wing ribs, front and rear beams fixedly connected to the wing ribs, and fixed on the outside of the wing ribs
  • the front beam and rear beam of the inner main wing extend to the outside of the inner main wing;
  • the front beam of the middle main wing includes the inner and outer front beams arranged side by side
  • the rear beam of the middle main wing includes the inner front beams arranged side by side.
  • the front and rear beams of the inner main wing and outer main wing are cylindrical spars.
  • the front and rear beams of the middle main wing are cylindrical hollow tubes.
  • the outer diameter of the cylindrical spar is the same as the cylindrical hollow.
  • the inner diameter of the pipe is matched; the front beams and rear beams of the main wing of the inner section and the main wing of the outer section are sleeved in the front and rear beams of the main wing of the middle section, respectively.
  • the first linear motor and the second linear motor are arranged side by side in the main wing of the middle section. The load between the three wings is transmitted by the internal structure.
  • the front and rear outer spars of the middle section main wing use cylindrical hollow tubes, and the inner section main wing adopts cylindrical spars.
  • One end of the spar is connected to the fuselage, and the other end is sleeved into the front and rear outer cylindrical spars of the middle section main wing.
  • the outer diameter of the cylindrical spar of the inner main wing is slightly smaller than the inner diameter of the front and rear outer spars of the middle main wing to ensure that the inner main wing and the middle main wing have no relative movement in the X direction (front and rear) and Z direction (up and down direction), but in the Y direction ( (Left and right direction) slide freely.
  • the outer main wing adopts a cylindrical spar, one end of the spar extends to the outermost rib of the outer main wing, and the other end is sleeved into the front and rear inner spars of the middle main wing.
  • the outer diameter of the cylindrical spar of the outer main wing is slightly smaller than the inner diameter of the front and rear inner spars of the middle main wing to ensure that the outer main wing and the middle main wing have no relative movement in the X direction (front and rear) and Z direction (up and down direction), but in the Y direction ( (Left and right direction) slide freely.
  • the inner flaps, the middle flaps, and the outer flaps are composed of rigid skins, and are respectively hinged to the trailing edges of the inner main wing, the middle main wing, and the outer main wing.
  • one articulated arm of the hinge mechanism is fixed on the rear beam of the main wing, and the other articulated arm is connected with the front edge skin of the flap.
  • the three-section flaps and the main wing are all connected by articulation.
  • Each pair of main wing and flaps have no relative movement in the span direction. When the main wing makes a telescopic movement, the flaps follow it. On the vertical span plane, the flap can rotate freely around the hinge axis within a certain range.
  • the hinged arm on the inner flap is located near the root of the flap; the hinged arm on the middle flap is located in the middle of the flap; the hinged arm on the outer flap is located near the tip of the flap.
  • the articulated arms on the three-section main wing are located at the corresponding positions in the span of the main wing. This design ensures that the three-section main wing and flap skin will not be interfered by the articulated arm when sliding, and can slide freely.
  • the middle flap is longer. When fully extended, the inner and outer flaps can still be inserted respectively, and there is enough contact length to ensure the connection rigidity of the flaps ( Figure 1).
  • first steering gear, the second steering gear, and the third steering gear are respectively fixed in the inner main wing, the middle main wing, and the outer main wing.
  • the inner flaps, the middle flaps, and the outer flaps are connected to the first section through the connecting rods.
  • One steering gear, second steering gear and three steering gears are connected.
  • the steering gear movement is transmitted to the flaps through the connecting rod.
  • the flap deflection angle is controlled by controlling the deflection angle of the steering gear.
  • the deflection positioning of the flaps is achieved by locking the deflection angle of the steering gear.
  • the main wing skin does not bear and conduct the load between the three main wing sections from airless to deformed.
  • the main wing skin will contact each other to bear part of the load. But the main load is borne by the spar.
  • the airless to deformed flap wing skin does not bear and transmit the load between the three flaps.
  • the flap load is transmitted to the main wing rear beam through the hinge mechanism, and the adjacent flap skins will contact each other and have Partial force transmission. But the main load is still transmitted by the hinge mechanism and the steering gear connecting rod.
  • wing extension ratio that is, the fully expanded area of the wing divided by the area that has been retracted.
  • the large expansion ratio in the present invention is achieved through the following three schemes:
  • the linear motor needs to install the drive mechanism in the motor rod, its telescopic stroke is always less than its own length.
  • the inner, middle, and outer spars need to have sufficient overlap.
  • the main wing can bear the aerodynamic load, and on the other hand, the main wing can be contracted without jamming in the maximum extended state. freely. Therefore, the front and rear spars of the mid-section wing adopt a staggered layout design, which ensures that when the wing is fully retracted, the inner and outer spars do not interfere with each other (see Figure 4).
  • the inner and outer spars and the middle spar There is still enough contact length (as shown in Figure 2) to ensure the connection strength;
  • the hinge mechanism of the inner flap is arranged at the wing root, the hinge mechanism of the middle flap is arranged in the middle of the flap, and the hinge mechanism of the outer flap is arranged at the tip of the flap.
  • This design makes the flap move with the main wing.
  • the hinge mechanism does not hinder the relative sliding of the flap skin, and when fully retracted, the end face of the flap skin still maintains a sufficient distance from the hinge structure.
  • the telescopic wing in the present invention expands and contracts in the span direction, and the spars of the three wings are nested in pairs to restrict the movement of the wings in the X direction (front and rear) and Z direction (up and down directions), and not restrict the three wings Movement in the Y direction (left and right direction). Except for small friction, the spar of the three-segment wing does not generate any other force in the Y direction (left and right direction).
  • the three-segment wing has no relative movement in the X and Z directions but can slide freely in the Y direction (left and right direction);
  • the expansion and contraction control of the wing is realized by two linear motors respectively, and the linear motors expand and contract along the Y direction to control the expansion and contraction of the wing.
  • the two linear motors are independent of each other, and respectively control the telescopic movement of the middle section wing and the outer section wing.
  • the movement of the outer wing is not coupled with the middle wing and the inner wing.
  • the upper linear motor moves, only the outer wing moves.
  • the middle wing and the outer wing are relatively stationary.
  • the linear motor moves, the middle wing and the outer wing move together.
  • the movement of the three-section main wing in the span direction (Y direction) is limited by the locking mechanism inside the linear motor, and the wing does not move when the motor is stationary;
  • the retracting movement of the flaps is realized by three steering gears fixed on the main wing.
  • the three steering gears are respectively connected with the three-segment flaps through three connecting rods.
  • the three servos can move synchronously to control the overall retracting and unfolding of the three flaps, and the rotation of the three steering engines can also be differentially moved, thereby controlling the differential movement of the retracting and unfolding angles of the three flaps in the span direction;
  • the skins of the three main wing sections are independent of each other and are fixedly connected to their respective internal mechanisms.
  • the inner main wing skin and the middle main wing skin, as well as the middle main wing skin and the outer main wing skin can slide freely.
  • the wings are aerodynamically deformed, there may be friction between the skins. Except for friction, there are no other constraints between the skins;
  • the skins of the three flaps are independent of each other and are respectively fixedly connected to their respective internal mechanisms.
  • the inner flap skin and the middle flap skin, and the middle and outer flap skins It can slide freely, and there may be friction between the skins when the wings are aerodynamically deformed. Except for friction, there are no other constraints between the skins;
  • the present invention provides a wing that can change its aerodynamic shape according to the requirements of the flight mission and take into account different speed requirements.
  • the wings of the aircraft are fully extended during takeoff, thereby providing maximum lift and reducing lift drag.
  • the flaps are partially lowered to further increase the lift coefficient of the wing, thereby reducing the take-off angle of attack at the same take-off speed and reducing the parasitic drag caused by the increase of the fuselage angle of attack.
  • the wings When the aircraft is cruising in a low-speed mission, the wings are fully extended and the flaps are fully retracted, thereby reducing the induced drag and airfoil drag of the wing, and improving the low-speed aerodynamic performance of the wing.
  • the wings When the aircraft is cruising at high speed, the wings are fully retracted, and the flaps are fully retracted to reduce the infiltration area of the wings, thereby reducing frictional resistance.
  • the wings When the aircraft is landing, the wings are fully extended to provide maximum lift and reduce the speed required for the aircraft to land, while the flaps are fully lowered to provide the maximum lift coefficient, thereby further reducing the speed required for the aircraft to land.
  • Figure 1 is three views of the wing designed according to the present invention, in which a is a top view, b is a left view, and c is a front view;
  • Figure 2 is a schematic diagram of the mechanism when the designed wing of the present invention is fully extended
  • Figure 3 is a schematic diagram of the mechanism when the wing part of the design of the invention is retracted
  • Figure 4 is a schematic diagram of the mechanism when the designed wing of the present invention is fully retracted
  • Figure 5 is a three-dimensional view and a side view of the outer section and middle section of the wing skin of the present invention
  • Figure 6 is a schematic diagram of the articulation mode of the outer main wing and the outer flap of the wing and the retracting and retracting of the flaps according to the present invention, where a is the schematic diagram of the mechanism when the flaps are fully retracted, and b is the schematic diagram of the mechanism when the flaps are fully retracted ;
  • the purpose of the present invention is to provide a mechanism for changing the wing span through telescoping motion and changing the wing profile camber through retracting and retracting flaps, so that the aircraft equipped with the wing can have good high-speed and low-speed performance.
  • the wing is a three-stage telescopic wing mechanism, and each section of the wing includes a main wing and a flap. Specifically, it includes inner main wing 1A; outer main wing 3A; middle main wing 2A nested between inner main wing 1A and outer main wing 3A; inner flap 1B hinged to inner main wing 1A; hinged to outer main wing 3A
  • the first linear motor 10 of the main wing 2A that moves in the span direction at the same time; the second linear motor 11; the first steering gear 23 that controls the deflection of the inner flap 1B through the connecting rod; the second steering gear that controls the deflection of the middle flap 2B through the connecting rod
  • the inner main wing 1A, the middle main wing 2A, and the outer main wing 3A are all composed of ribs, intercostal layers fixed between the ribs, front and rear beams fixedly connected to the ribs, and surrounding and fixed on the outer side of the ribs.
  • the main wing skin is composed of hinged arms connected with the rear beam.
  • the front and rear beams of the inner main wing 1A extend to the outside of the inner main wing 1A and are connected to the fuselage.
  • the inner flap 1B, the middle flap 2B, and the outer flap 3B are all composed of a skin and an articulated arm fixedly connected to the skin. All three flaps are hinged with the main wing through articulated arms (see Figure 6).
  • the specific internal structure of the inner main wing 1A includes ribs (17A and 17B), the inner wing intercostal layer 20, the inner wing front beam 4 and the inner wing rear beam 5, and the inner wing
  • the articulated arm 41, the inner wing intercostal layer 20 is fixed between the inner wing ribs, the inner wing front beam 4 and the inner wing rear beam 5 are respectively fixedly connected to the inner wing ribs, and the inner wing articulated arm 41 is connected to the inner wing ribs.
  • the section wing rear beam 5 is fixedly connected; these parts are fixedly connected to each other to form the inner section wing box by means of glue connection and fastener connection.
  • the inner wing front beam 4 and the inner wing rear beam 5 extend to the outside of the inner wing 1 and are used to connect the fuselage.
  • the inner wing articulated arm 41 extends beyond the rear edge of the inner wing skin and the inner flap 1B
  • the inner section of the main wing 1A is also provided with a motor fixing block 30 for fixing the first linear motor 10;
  • the inner section of the flap 1B mainly includes a skin and flap articulated arm, and the articulated arm is articulated with the inner section of the main wing articulated arm 41 ;
  • the inner flap is connected to the inner wing steering gear connecting rod 26 at the same time, and the first steering gear 23 is connected through the steering gear connecting rod 26, and the swing of the steering gear is transmitted to the flaps through the connecting rod, so as to control the flap retracting
  • the purpose of the steering gear angle positioning mechanism to achieve the flap retractable angle positioning function.
  • the specific internal structure of the outer main wing 3 includes the ribs (18A and 18B), the outer wing intercostal plate 22, the outer wing front beam 8, the outer wing rear beam 9, and the outer wing articulated arm 43.
  • the section wing intercostal plate 22 is fixed between the outer section wing ribs, the outer section wing front beam 8 and the outer section wing rear beam 9 are respectively fixedly connected to the outer section wing ribs, and the outer section wing articulated arm 43 is fixedly connected to the outer section wing rear beam 9 ;
  • glue connection and fastener connection these parts are fixed to each other to form an inner wing box.
  • the outer section wing articulated arm 41 extends beyond the rear edge of the outer section wing skin to connect with the outer section flap 3B; the outer section main wing 3A is also provided with a motor fixing block 32 for fixing the second linear motor 11; the outer section flap 3B mainly includes the skin and flap articulated arm, which is articulated with the outer section main wing articulated arm 43; the outer section flaps are connected to the outer section wing steering gear link 28 at the same time, and the third steering gear 25 is connected through the steering gear link 28 Connected, the swing of the steering gear is transmitted to the flaps through the connecting rod, so as to achieve the purpose of controlling the retracting and unfolding of the flaps.
  • the angle positioning mechanism of the steering gear realizes the function of positioning the retracting and unfolding angle of the flaps.
  • the specific internal structure of the middle section main wing 2A includes the ribs (19A and 19B), the middle section wing intercostal plate 21 fixed between the middle section wing ribs, the middle section wing front beams (6A and 7A) fixedly connected to the middle section wing ribs, and the middle section The rear wing beams (6B and 7B), the articulated arm 42 of the middle wing, and a plurality of motor fixing blocks (31A, 31B, 31C, 31D) and other components.
  • the middle wing front beam includes a middle wing inner front beam 7A and a middle wing outer front beam 6A arranged side by side
  • the middle wing rear beam includes a middle wing inner rear beam 7B and a middle wing outer rear beam 6B arranged side by side.
  • the middle section wing intercostal layer 21 is fixed between the middle section wing ribs, and these parts are fixedly connected to each other to form the middle section wing box by means of glue connection and fastener connection.
  • the middle section wing articulated arm 42 extends beyond the trailing edge of the middle section wing skin to connect with the middle section flap 2B;
  • the middle section flap 2B mainly includes the skin and flap articulated arms, which are hinged with the middle section main wing articulated arm 42; the middle section flaps are at the same time It is connected to the middle section wing steering gear connecting rod 27, and is connected to the second steering gear 24 through the steering gear connecting rod 27.
  • the swing of the steering gear is transmitted to the flaps through the connecting rods, so as to achieve the purpose of controlling the retracting and retracting of the flaps, and the angle of the steering gear
  • the positioning mechanism realizes the function of positioning the flap retractable angle.
  • the inner main wing front beam 4, the inner main wing rear beam 5, the outer main wing front beam 8 and the outer main wing rear beam 9 are all cylindrical spars, the middle main wing front beam (6A and 7A), and the middle main wing rear beam (6B and 7B) Cylindrical hollow tubes are used.
  • the outer diameter of the cylindrical spar matches the inner diameter of the cylindrical hollow tube, so that the inner main wing front beam 4 and the inner main wing rear beam 5 can be inserted into the middle main wing outer front beam respectively 6A and the middle section wing outer rear beam 6B, the outer section main wing front beam 8 and the outer section main wing rear beam 9 can be inserted into the middle section main wing inner front beam 7A and the middle section main wing inner rear beam 7B, respectively.
  • the lengths of the inner main wing front beam 4 and the inner main wing rear beam 5 in the present invention are longer than the lengths of the inner wing box and the inner main wing skin, and the outer main wing front beam 8 and the outer main wing rear beam 9 are longer than the outer wing wing.
  • the length of the box and the outer main wing skin ensures that there is still enough overlap between the inner main wing 1A and the middle main wing 2A, and the outer main wing 3A and the middle main wing 2A when the wings are fully deployed.
  • the rigidity of the front and rear beam connections prevents the spars from jamming when the wing is fully deployed and retracts, so that the middle section main wing 2A can slide freely in the spanwise direction relative to the inner section main wing 1A and the outer section main wing 3A relative to the middle section main wing 2A.
  • first linear motor 10 and the second linear motor 11 are alternately arranged in the middle section main wing 2A in the spanwise direction through a plurality of motor fixing blocks (31A, 31B, 31C, 31D).
  • motor fixing blocks 31A, 31B, 31C, 31D.
  • the driving mechanism section and the telescopic stroke section of the two motors overlap each other, thereby eliminating the adverse effect on the expansion ratio of the wing due to the existence of the driving mechanism, and maximizing the expansion ratio of the wing.
  • the two linear motors are fixedly connected to the middle wing box through the motor fixing block, and there is no mutual movement between the two motors.
  • Figure 2 is a schematic diagram of the mechanism when the wing is fully extended
  • Figure 3 is a schematic diagram of the mechanism when the wing is partially retracted
  • Figure 4 is a schematic diagram of the mechanism when the wing is fully retracted.
  • the specific telescopic movement of the wing includes two parts: the telescopic movement of the outer main wing 3A relative to the middle main wing 2A and the telescopic movement of the middle main wing 2A relative to the inner main wing 1A.
  • Fig. 6(a) is a schematic diagram of the mechanism when the flaps are fully retracted
  • Fig. 6(b) is a schematic diagram of the mechanism when the flaps are fully lowered.
  • the movement of the flap includes the rotation of the flap around the hinge axis under the driving of the steering gear and the telescopic movement in the span direction when the corresponding hinged main wing is telescopic.
  • the telescopic movement of the outer section main wing 3A relative to the middle section main wing 2A is realized by the telescopic movement of the first linear motor 10.
  • the specific implementation is to fix the driving mechanism section of the first linear motor 10 on the main wing 2A of the middle section along the span direction. Restricted by the nested structure of the front and rear beams of the wing, the telescopic movement of the motor push rod can only proceed along the span direction of the wing. .
  • the motor push rod is fixedly connected to the internal structure of the outer main wing 1A through the motor fixing block 32. Through the mutual cooperation of the spar and the motor push rod, the outer main wing 3A can move freely in the span direction, while the movement in other directions is suppressed.
  • the expansion speed of the outer main wing 3 is equal to the expansion speed of the first linear motor 10.
  • the outer section flap 3B is hinged with the outer section main wing 3A through an articulated arm.
  • the outer flap 3B and the outer main wing 3A have no relative movement in the span direction, and the flap can freely rotate about the hinge axis on a plane perpendicular to the span direction.
  • the flaps are connected to the steering gear through the steering gear connecting rod, and the purpose of controlling the retracting angle of the flaps is achieved by controlling the angle of the steering gear.
  • the telescopic movement of the middle section main wing 2A relative to the inner section main wing 1A is realized by the telescopic movement of the second linear motor 11.
  • the specific implementation is that the driving mechanism section of the second linear motor 11 is fixed on the main wing of the middle section along the span direction, and the telescopic movement of the motor can only be performed along the span direction.
  • the motor push rod is fixedly connected to the internal structure of the inner main wing 1A through the fixed block 30.
  • the wing due to the constraints of the front and rear beams of the wing, the wing only has the freedom to move in the span direction.
  • the middle section main wing 2A can move freely in the span direction, while the movement in other directions is restrained.
  • the telescopic speed of the middle section main wing 2A is equal to the telescopic speed of the second linear motor 11.
  • the inner flap 1B is hinged with the inner main wing 1A through an articulated arm.
  • the inner flap 1B and the inner main wing 1A have no relative movement in the span direction, and the flap can freely rotate about the hinge axis on a plane perpendicular to the span direction.
  • the flaps are connected to the steering gear through the steering gear connecting rod, and the purpose of controlling the retracting angle of the flaps is achieved by controlling the angle of the steering gear.
  • the middle section flap 2B is hinged with the middle section main wing 2A through an articulated arm.
  • the middle flap 2B and the middle flap 2A have no relative movement in the span direction, and the flap can freely rotate about the hinge axis on a plane perpendicular to the span direction.
  • the flaps are connected to the steering gear through the steering gear connecting rod, and the purpose of controlling the retracting angle of the flaps is achieved by controlling the angle of the steering gear.
  • the middle flap 2B is nested in the inner flap 1B and the outer flap 3B, and the middle flap is inserted into the skins of the inner flap and the outer flap during telescopic movement.
  • the inner flap 1B has the same cross-sectional dimensions as the outer flap 3B, while the middle flap 2B has a slightly smaller cross-section. There are sufficient geometric gaps between the inner and middle sections and the outer and middle skins. When the wings are fully extended, the flap skins still have enough contact length to avoid mutual jamming between the skins. This allows the flaps to slide freely between the flap skins when the wing is fully extended.
  • the movements of the two linear motors are independent of each other, and they can move separately or at the same time.
  • first linear motor 10 moves
  • outer section main wing 3A will make a telescopic movement.
  • second linear motor 11 moves, the middle section main wing 2A and the outer section main wing 3A do not move relative to each other, and the whole body makes a telescopic movement relative to the inner section main wing 1A.
  • the inner main wing skin 16 is fixedly connected to the inner wing box by means of adhesive bonding.
  • the middle section main wing skin 12 is fixedly connected to the middle section wing box by means of adhesive bonding.
  • the outer section main wing skin 14 is fixedly connected to the outer section wing box by means of adhesive bonding.
  • the skin is rigid enough to maintain its shape under aerodynamic loads.
  • the skins of the three wings overlap each other.
  • the airfoil profile of the skin of the three-segment main wing is NACA2412
  • the airfoil profile of the flap is NACA0012, but it is not limited to this.
  • the outer section of the main wing skin 14 and the inner section of the wing skin 16 have the same size, while the middle section of the main wing skin 12 has a slightly smaller airfoil profile.
  • the main wing skin 12 of the middle section can be sleeved into the main wing skin 16 of the inner section, and there is a sufficient geometric gap between the two sections of the skin, as shown in FIG. 5.
  • the two skins still have enough contact length to avoid mutual jamming between the skins.
  • the wing can still slide freely between the skins in the fully extended state.
  • the middle section wing skin 12 can be sleeved into the outer section wing skin 14 with sufficient geometric gap between the two sections.
  • the two skins still have enough contact length to avoid mutual jamming between the skins.
  • the wing can still slide freely between the skins in the fully extended state.

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Abstract

一种带开缝襟翼、翼展连续可变的伸缩机翼机构。由内段主翼（1A）；外段主翼（3A）；嵌套在内、外段主翼之间的中段主翼（2A）；分别与内、中、外段主翼连接的内、中、外襟翼（1B,2B,3B）；分别用于驱动外段主翼、中段和外段主翼沿展向运动的第一、第二直线电机（10,11）；内、中、外段襟翼控制舵机（23,24,25）组成；内段翼前梁和后梁一端与机身连接，另一端***中段翼的前梁与后梁。外段翼前梁与后梁***中段翼的前梁与后梁。中段襟翼嵌套在内、外段襟翼之间。各段机翼的前后梁均沿展向平行放置，三段机翼主翼均沿前后梁方向伸缩运动，同时带动三段襟翼实现伸缩运动。伸缩定位由直线电机内锁止机构实现。通过三个舵机控制襟翼收放。机翼的气动载荷由蒙皮经翼肋传递至梁。

Description

一种带开缝襟翼、翼展连续可变的伸缩机翼机构 技术领域
本发明属于飞行器设计和技术领域，具体地涉及一种应用在固定翼飞行器上，带开缝襟翼且翼展连续可变的伸缩机翼结构。
背景技术
传统的飞行器大多采用单一机翼气动布局以满足其主要任务工况下的气动需求。然而某些飞行器需要满足多任务工况(如兼顾高速定速巡航和低速任务巡航)。此时单一气动布局的机翼已经不能适应该类飞行器设计的要求。这就需要一种能够根据飞行任务的要求而改变其气动外形，兼顾不同速度需求的机翼设计。对于低马赫数(速度小于300公里/小时)飞行工况而言，改变机翼的展长和同时通过放下开缝襟翼改变翼型弯度可以使飞机更好的适应飞行工况，从而提高气动效率，降低油耗。
当飞行器在起飞时机翼完全伸出，从而提供最大的升力并减少升致阻力；同时襟翼部分放下以进一步增大机翼的升力系数。从而在相同起飞速度下降低起飞攻角，从而减少因机身攻角增大所带来的寄生阻力。
当飞行器在低速任务巡航时机翼完全伸出且襟翼完全收起，从而减少机翼的诱导阻力和翼型阻力，提高机翼的低速气动性能。
当飞行器高速巡航时机翼完全缩回，且襟翼完全收起以减少机翼的浸润面积，从而减少摩擦阻力。
当飞行器在降落时机翼完全伸出从而提供最大的升力，减小飞机着陆时所需的速度，同时襟翼完全放下以提供最大升力系数，从而进一步减小飞机着陆时所需的速度。
当两侧机翼展长不同时，左右升力不对称造成的滚转力矩，可便于飞行器的横航向操纵。
发明内容
为达到上述功能，本发明提出一种适用于低马赫数(速度小于300公里/小时)飞行工况的三级带襟翼矩形伸缩机翼结构。
该伸缩机翼结构由内段主翼、外段主翼、嵌套在内段主翼和外段主翼之间的中段主翼、与内段主翼后缘铰接的内段襟翼、与外段主翼后缘铰接的外段襟翼；嵌套在内段襟翼和外段襟翼之间并且与中段主翼后缘铰接的中段襟翼、用于驱动外段主翼沿展向运动的第一直线电机、用于驱动外段主翼和中段主翼一起沿展向运动的第二直线电机分别用于控制内段襟翼、中段襟翼、外段襟翼偏转的第一舵机、第二舵机和第三舵机组成；所述内段主翼、 外段主翼和中段主翼均由多个翼肋、固定在翼肋之间的肋间层板、与翼肋固连的前梁和后梁、固定在翼肋外侧的蒙皮组成；其中内段主翼的前梁和后梁延伸至内段主翼的外部；中段主翼的前梁包括并排排布的内前梁和外前梁，中段主翼的后梁包括并排排布的内后梁和外后梁；内段主翼、外段主翼的前梁和后梁均为圆柱形翼梁，中段主翼的前梁和后梁为圆柱形中空管，圆柱形翼梁的外径与圆柱形中空管的内径配合；内段主翼、外段主翼的前梁和后梁分别套设在中段主翼的前梁和后梁中。第一直线电机、第二直线电机并排布置在中段主翼内。三段翼间载荷由内部结构传导。中段主翼前后外侧翼梁采用圆柱形中空管，内段主翼采用圆柱形翼梁，翼梁一端与机身连接，另外一端套入中段主翼前后外侧圆柱形翼梁中。内段主翼圆柱形翼梁外径略小于中段主翼前后外侧翼梁内径，以保证内段主翼和中段主翼在X方向(前后)与Z方向(上下方向)上无相对运动，而在Y方向(左右方向)上滑动自如。
类似地，外段主翼采用圆柱形翼梁，翼梁一端延伸至外段主翼最外端翼肋，另外一端套入中段主翼前后内侧翼梁。外段主翼圆柱形翼梁外径略小于中段主翼前后内侧翼梁内径，以保证外段主翼和中段主翼在X方向(前后)与Z方向(上下方向)上无相对运动，而在Y方向(左右方向)上滑动自如。
进一步地，所述的内段襟翼、中段襟翼、外段襟翼由刚性蒙皮构成，分别与内段主翼、中段主翼、外段主翼的后缘铰接。其中，铰链机构的一铰接臂固定在主翼后梁上，另一铰接臂与襟翼前缘蒙皮连接。三段襟翼与主翼均采用铰接方式连接。每对主翼与襟翼在展向上无相对运动，当主翼做伸缩运动时襟翼随之做伸缩运动。在垂直展向平面上襟翼可以在一定范围内绕铰接轴自由转动。
进一步地，内段襟翼上的铰接臂位于襟翼靠近翼根处；中段襟翼上的铰接臂位于襟翼中部；外段襟翼上的铰接臂位于襟翼靠近翼尖处。三段主翼上的铰接臂位于主翼展向的相应位置。这种设计保证了三段主翼和襟翼蒙皮在滑动时不会受到铰接臂的干扰，可以自由滑动。三段襟翼中，中段襟翼较长，在完全伸出时仍然可以分别***内段和外段襟翼，并且有足够接触长度，从而保证了襟翼的连接刚度(如图1)。
进一步地，第一舵机、第二舵机和三舵机分别固定在内段主翼、中段主翼、外段主翼内，内段襟翼、中段襟翼、外段襟翼分别通过连杆与第一舵机、第二舵机和三舵机连接。舵机运动通过连杆传递至襟翼。通过控制舵机的偏转角度控制襟翼偏转角度。襟翼的偏转定位通过锁定舵机偏转角度实现。
无气至变形时主翼蒙皮不承受和传导三段主翼间载荷，当机翼受气动力弯曲变形时主翼蒙皮会相互接触承担部分载荷。但是主要载荷由翼梁承受。无气至变形襟翼翼蒙皮不承受 和传导三段襟翼间载荷，当襟翼受气动力时，襟翼载荷通过铰接机构传递至主翼后梁，相邻襟翼蒙皮之间会相互接触并有部分力传导。但主要载荷仍然由铰接机构以及舵机连杆传递。
伸缩翼一个重要的性能指标是机翼伸缩比(即机翼完全展开的面积除以完成缩回的面积)，越大的伸缩比意味着机翼适应不同飞行工况的能力越强。本发明中大伸缩比是通过下述三个方案实现的：
(1)第一直线电机和第二直线电机交错放置在中段主翼内部结构中：
由于直线电机需要在电机杆内安置驱动机构，因此其伸缩行程总是小于其自身长度。本发明中采用的前后交错布置，两个电机的驱动机构段与伸缩行程段在机翼弦向相互重叠，从而消除了由于驱动机构的存在而对机翼伸缩比的不利影响，最大化了机翼的伸缩比的；
(2)中段主翼内前梁、外前梁、内后梁，外后梁分别采用交错布置：
在完全伸出时内、中、外段的翼梁需要有足够的重合、一方面使得主机翼可以承担气动载荷，另一方面使得主机翼在最大伸出状态下无卡死现象，仍然可以收缩自如。因此中段翼前后翼梁采用交错布局的设计，该设计保证了机翼在完全缩进时，内外段机翼梁无相互干涉(如图4)，在完全展开时内外段翼梁与中段翼梁仍然有足够的接触长度(如图2)从而保证了连接强度；
(3)合理的主翼与襟翼铰接臂位置布置：
内段襟翼的铰接机构布置在翼根位置，中段襟翼的铰接机构布置在襟翼中部，外段襟翼的铰接机构布置在襟翼翼尖，该设计使得襟翼在随主翼一起伸缩运动时铰接机构不会阻碍襟翼蒙皮的相对滑动，在完全缩进时，襟翼蒙皮端面仍与铰接结构保持足够距离。
本发明的有益效果是：
(1)本发明中的伸缩翼沿展向伸缩，三段机翼的翼梁成对相互嵌套，约束机翼X方向(前后)与Z方向(上下方向)的运动，不约束三段翼Y方向(左右方向)的运动。除了较小的摩擦力以外，三段翼的翼梁在Y方向(左右方向)不产生其他任何力。三段翼在X与Z方向上无相对运动而在Y方向(左右方向)可以自由滑动；
(2)三段翼的襟翼与主翼通过铰接方式固定，约束了三段襟翼在Y方向(展向)没有相对主翼的运动，同时襟翼可以在垂直展向的平面内自由转动一定范围。运动方式符合襟翼工作工况；
(3)机翼的伸缩控制分别通过两个直线电机实现，直线电机沿Y向伸缩运动，从而控制机翼的伸缩。两个直线电机相互独立，分别控制中段翼和外段翼的伸缩运动。外段翼的运动与中段翼和内段翼无耦合作。当上直线电机运动时，只有外段翼运动。当上直线电机 静止时，中段翼与外段翼相对静止。当下直线电机运动时，中段翼与外段翼和则一起运动。三段主翼沿展向(Y向)运动的限位通过直线电机内部的锁止机构实现，电机静止时机翼无运动；
(4)襟翼的伸缩运动与主翼伸缩运动同步，铰接方式限制了三段襟翼与相应的主翼之间沿展向的相对运动。当主翼伸缩运动时，襟翼随之做伸缩运动。而当主翼静止时，三段主翼沿展向(Y向)运动的限位通过直线电机内部的锁止机构实现。通过分别与主翼和襟翼固连的铰接机构，三段襟翼实现沿展向(Y向)运动的限位；
(5)襟翼的收放运动通过固定在主翼上的三个舵机来实现。三个舵机分别通过三个连杆与三段襟翼相连接。通过控制舵机运动的角度实现控制襟翼收放的角度。三个舵机可以同步运动，从而控制三个襟翼整体收放，三个舵机的转动亦可以差动，从而控制三段襟翼的收放角度沿展向的差动；
(6)三段主翼的蒙皮相互独立，分别与各自内部机构固连，机翼伸缩时内段主翼蒙皮和中段主翼蒙皮以及中段主翼蒙皮和外段主翼蒙皮可以自由滑移，当机翼有气动变形时蒙皮之间可能会存在摩擦力。除摩擦力之外，蒙皮之间无其他约束；
(7)三段襟翼的蒙皮相互独立，分别与各自内部机构固连，机翼伸缩时内段襟翼蒙皮和中段襟翼蒙皮以及中段襟翼蒙皮和外段襟翼蒙皮可以自由滑移，当机翼有气动变形时蒙皮之间可能会存在摩擦力。除摩擦力之外，蒙皮之间无其他约束；
(8)本发明提供了一种能够根据飞行任务的要求而改变其气动外形，兼顾不同速度需求的机翼。飞行器在起飞时机翼完全伸出，从而提供最大的升力并减少升致阻力。同时襟翼部分放下以进一步增大机翼的升力系数，从而在相同起飞速度下降低起飞攻角，减少因机身攻角增大所带来的寄生阻力。当飞行器在低速任务巡航时机翼完全伸出且襟翼完全收起，从而减少机翼的诱导阻力和翼型阻力，提高机翼的低速气动性能。当飞行器高速巡航时机翼完全缩回，且襟翼完全收起以减少机翼的浸润面积，从而减少摩擦阻力。当飞行器在降落时机翼完全伸出从而提供最大的升力，减小飞机着陆时所需的速度，同时襟翼完全放下以提供最大升力系数，从而进一步减小飞机着陆时所需的速度。
(9)当两侧机翼展长不同时，左右升力不对称造成的滚转力矩，可便于飞行器的横航向操纵。
附图说明
图1为本发明设计机翼三视图，其中a为俯视图，b为左视图，c为前视图；
图2为本发明设计机翼完全伸出时机构示意图；
图3为本发明设计机翼部分缩回时机构示意图；
图4为本发明设计机翼完全缩回时机构示意图；
图5为本发明涉及机翼外段和中段蒙皮三维视图与侧视图；
图6为本发明涉及机翼外段主翼和外段襟翼铰接方式以及襟翼收放示意图，其中，a为襟翼完全收起时的机构示意图，b为为襟翼完全放下是的机构示意图；
图中，内段主翼1A、中段主翼2A、外段主翼3A、内段襟翼1B、中段襟翼2B、外段襟翼3B、内段翼前梁4、内段翼后梁5、中段翼外前梁6A、中段翼外后梁6B、中段翼内前梁7A、中段翼内后梁7B、外段翼前梁8、外段翼后梁9、第一直线电机10、第二直线电机11、中段机翼蒙皮12、外段翼蒙皮14、外段翼翼肋15A、15B、内段翼蒙皮16、内段翼翼肋17A、17B、外段翼最外端翼肋18B、中段翼翼肋19A和19B、内段翼肋间层板20、中段翼肋间层板21、外段翼肋间层板22、第一舵机23、第二舵机24、第三舵机25、第一舵机连杆26、第二舵机连杆27、第三舵机连杆28、电机固定块31A、31B、31C、31D、外段翼电机固定块32、内段翼铰接臂41、中段翼铰接臂42、外段翼铰接臂43。
具体实施方式
本发明的目的在于提供一套通过伸缩运动改变机翼展长、通过收放襟翼改变翼型弯度的机构，从而使装备该机翼的飞行器兼顾良好的高速和低速性能。具体实施方式结合摘要附图以及图1～6说明。
该机翼是一种三级伸缩翼机构，每段机翼均包括主翼和襟翼。具体包括内段主翼1A；外段主翼3A；嵌套在内段主翼1A、外段主翼3A之间的中段主翼2A；与内段主翼1A铰接的内段襟翼1B；与外段主翼3A铰接的外段襟翼3B；嵌套在内段襟翼1B、外段襟翼3B之间并且与中段主翼2A铰接的中段襟翼2B；分别用于驱动外段主翼3A以及外段主翼3A和中段主翼2A同时沿展向运动的第一直线电机10；第二直线电机11；通过连杆控制内段襟翼1B偏转的第一舵机23；通过连杆控制中段襟翼2B偏转的第二舵机24；通过连杆控制外段襟翼3B偏转的第三舵机25等部件。
所述内段主翼1A、中段主翼2A、外段主翼3A均由翼肋、固定在翼肋之间的肋间层板、与翼肋固连的前梁和后梁、环绕固定在翼肋外侧的主翼蒙皮、与后梁连接的铰接臂组成。其中内段主翼1A的前梁和后梁延伸至内段主翼1A的外部与机身连接。所述内段襟翼1B、中段襟翼2B、外段襟翼3B均由蒙皮以及与蒙皮固连的铰接臂构成。三段襟翼均通过铰接臂与主翼铰接(见图6)。下面结合附图对三段翼结构实施方式做具体说明：
如图1和2所示，内段主翼1A的具体内部结构包括翼肋(17A和17B)、内段翼肋间层板20、内段翼前梁4和内段翼后梁5、内段翼铰接臂41，内段翼肋间层板20固定在内段翼翼肋之间，内段翼前梁4和内段翼后梁5分别与内段翼翼肋固连，内段翼铰接臂41与内段翼后梁5 固连；通过胶接和紧固件连接的方式，这些部件相互固连形成内段翼翼盒。内段翼前梁4和内段翼后梁5延伸至内段翼1的外部，用于连接机身，内段翼铰接臂41伸出内段翼蒙皮后缘之外与内段襟翼1B连接；内段主翼1A内还设置有电机固定块30，用于固定第一直线电机10；内段襟翼1B主要包括蒙皮与襟翼铰接臂，铰接臂与内段主翼铰接臂41铰接；内段襟翼同时与内段翼舵机连杆26连接，通过舵机连杆26与第一舵机23连接，舵机的摆动通过连杆传递至襟翼，从而达到控制襟翼收放的目的，舵机的角度定位机构实现了襟翼收放角度定位的功能。
类似地，外段主翼3的具体内部结构包括翼肋(18A和18B)、外段翼肋间层板22、外段翼前梁8、外段翼后梁9、外段翼铰接臂43，外段翼肋间层板22固定在外段翼翼肋之间，外段翼前梁8和外段翼后梁9分别与外段翼翼肋固连，外段翼铰接臂43与外段翼后梁9固连；通过胶接和紧固件连接的方式，这些部件相互固连形成内段翼翼盒。外段翼铰接臂41伸出外段翼蒙皮后缘之外与外段襟翼3B连接；外段主翼3A内还设置有电机固定块32，用于固定第二直线电机11；外段襟翼3B主要包括蒙皮与襟翼铰接臂，铰接臂与外段主翼铰接臂43铰接；外段襟翼同时与外段翼舵机连杆28连接，通过舵机连杆28与第三舵机25连接，舵机的摆动通过连杆传递至襟翼，从而达到控制襟翼收放的目的，舵机的角度定位机构实现了襟翼收放角度定位的功能。
中段主翼2A的具体内部结构包括翼肋(19A和19B)、固定在中段翼翼肋之间的中段翼肋间层板21、与中段翼翼肋固连的中段翼前梁(6A和7A)、中段翼后梁(6B和7B)、中段翼铰接臂42、以及多个电机固定块(31A、31B、31C、31D)等部件。其中，中段翼前梁包括并排排布的中段翼内前梁7A和中段翼外前梁6A，中段翼后梁包括并排排布的中段翼内后梁7B和中段翼外后梁6B。中段翼肋间层板21固定在中段翼翼肋之间，通过胶接和紧固件连接的方式，这些部件相互固连形成中段翼翼盒。中段翼铰接臂42伸出中段翼蒙皮后缘之外与中段襟翼2B连接；中段襟翼2B主要包括蒙皮与襟翼铰接臂，铰接臂与中段主翼铰接臂42铰接；中段襟翼同时与中段翼舵机连杆27连接，通过舵机连杆27与第二舵机24连接，舵机的摆动通过连杆传递至襟翼，从而达到控制襟翼收放的目的，舵机的角度定位机构实现了襟翼收放角度定位的功能。
三段翼中，内段主翼前梁4、内段主翼后梁5、外段主翼前梁8和外段主翼后梁9均采用圆柱形翼梁，中段主翼前梁(6A和7A)、中段主翼后梁(6B和7B)采用圆柱形中空管，圆柱形翼梁的外径与圆柱形中空管的内径配合，使得内段主翼前梁4和内段主翼后梁5分别能***中段主翼外前梁6A和中段翼外后梁6B，外段主翼前梁8、外段主翼后梁9分别能***中段主翼内前梁7A和中段主翼内后梁7B。另外，本发明中的内段主翼前梁4和内段主翼后梁5 长度大于内段翼翼盒以及内段主翼蒙皮的长度，外段主翼前梁8、外段主翼后梁9长度大于外段翼翼盒以及外段主翼蒙皮的长度，确保在机翼完全展开的情况下内段主翼1A与中段主翼2A、外段主翼3A与中段主翼2A两两连接的部分仍然有足够的重合部分，从而保证前后梁连接的刚度，同时避免了机翼在完全展开情况下回缩时翼梁相互卡死，使得中段主翼2A可以相对内段主翼1A、外段主翼3A相对中段主翼2A沿展向自由滑动。
另外，第一直线电机10、第二直线电机11通过多个电机固定块(31A、31B、31C、31D)沿展向交错布置在中段主翼2A内。通过控制第一直线电机10和第二直线电机11运动可实现中段主翼2A相对内段主翼1A、外段主翼3A相对中段主翼2A的运动，当在电机静止时，直线电机内的自锁机构确保机翼展向长度保持不变。由于直线电机需要在电机杆内安置驱动机构，因此其伸缩行程总是小于其自身长度。采用并排布置，两个电机的驱动机构段与伸缩行程段相互重叠，从而消除了由于驱动机构存在而对机翼伸缩比的不利影响，最大化了机翼的伸缩比的。两个直线电机通过电机固定块与中段翼翼盒固连，两个电机之间无相互移动。
如图2-4所示，图2为机翼完全伸出时机构示意图，图3为机翼部分缩回时机构示意图，图4为机翼完全缩回时机构示意图。机翼具体的伸缩运动包括外段主翼3A相对中段主翼2A的伸缩运动以及中段主翼2A相对于内段主翼1A的伸缩运动两个部分。如图6所示，图6(a)为襟翼完全收起时的机构示意图，图6(b)为襟翼完全放下是的机构示意图。襟翼的运动包括襟翼在舵机的带动下绕铰接轴的转动以及在对应铰接的主翼伸缩时，沿展向的伸缩运动。
外段主翼3A相对中段主翼2A的伸缩运动是通过第一直线电机10的伸缩运动实现的。具体实施方案为将第一直线电机10的驱动机构段沿展向固定在中段主翼2A上，受机翼前后梁嵌套结构的约束，电机推杆的伸缩运动只能沿机翼展向进行。电机推杆通过电机固定块32与外段主翼1A的内部结构固连。通过翼梁与电机推杆的相互配合，使得外段主翼3A可以沿展向***，而其它方向的运动被抑制。外段主翼3伸缩的速度等于第一直线电机10伸缩运动的速度。外段襟翼3B通过铰接臂与外段主翼3A铰接。外段襟翼3B与外段主翼3A在展向无相对运动，而在垂直于展向的平面上襟翼可以绕铰接轴自由转动。另一方面襟翼通过舵机连杆与舵机连接，通过控制舵机的角度达到控制襟翼收放角度的目的。
类似地中段主翼2A相对内段主翼1A的伸缩运动是通过第二直线电机11的伸缩运动实现的。具体实施方案为将第二直线电机11的驱动机构段沿展向固定在中段主翼上，电机的伸缩运动只能沿展向进行。电机推杆通过固定块30与内段主翼1A的内部结构固连。另一方面，由于机翼前后梁的约束，机翼只有沿展向运动的自由度。通过翼梁与电机推杆的相互 配合，使得中段主翼2A可以沿展向***，而其它方向的运动被抑制。中段主翼2A伸缩的速度等于第二直线电机11伸缩运动的速度。内段襟翼1B通过铰接臂与内段主翼1A铰接。内段襟翼1B与内段主翼1A在展向无相对运动，而在垂直于展向的平面上襟翼可以绕铰接轴自由转动。另一方面襟翼通过舵机连杆与舵机连接，通过控制舵机的角度达到控制襟翼收放角度的目的。
中段襟翼2B通过铰接臂与中段主翼2A铰接。中段襟翼2B与中段襟翼2A在展向无相对运动，而在垂直于展向的平面上襟翼可以绕铰接轴自由转动。另一方面襟翼通过舵机连杆与舵机连接，通过控制舵机的角度达到控制襟翼收放角度的目的。
三段襟翼均随主翼一起做伸缩运动。其中中段襟翼2B嵌套在内段襟翼1B和外段襟翼3B中，伸缩运动时，中段襟翼***内段襟翼和外段襟翼的蒙皮之内。如图1所示，当机翼完全展开时，三段襟翼仍相互嵌套无脱落。当机翼完全缩回时襟翼之间无几何干涉。其中内段襟翼1B与外段襟翼3B剖面尺寸相同，而中段襟翼2B剖面略小。内段与中段以及外段与中段蒙皮之间有足够几何间隙。机翼完全伸出时襟翼蒙皮仍然有足够的接触长度，避免了蒙皮之间相互卡死。使得机翼在完全伸出状态下襟翼蒙皮之间仍然可以自由滑动。
两个直线电机的运动相互独立，既可以分别运动，也可以同时运动。当只有第一直线电机10运动时，只有外段主翼3A会做伸缩运动。当只有第二直线电机11运动时，中段主翼2A和外段主翼3A无相对运动，而整体相对内段主翼1A做伸缩运动。
内段主翼蒙皮16通过胶接方式与内段翼翼盒固连。中段主翼蒙皮12通过胶接方式与中段翼翼盒固连。外段主翼蒙皮14通过胶接方式与外段翼翼盒固连。蒙皮具有足够刚性，在有气动载荷情况下保持外形不变。
三段翼的蒙皮相互搭接。优选地，三段主翼的蒙皮的翼型剖面均为NACA2412，襟翼的翼型剖面为NACA0012，但不限于此。其中外段主翼蒙皮14和内段翼蒙皮16的尺寸相同，而中段主翼蒙皮12翼型剖面略小。
中段主翼蒙皮12可以套入内段主翼蒙皮16，两段蒙皮之间有足够几何间隙，如图5所示。在机翼完全伸出时两段蒙皮仍然有足够的接触长度，避免了蒙皮之间相互卡死。使得机翼在完全伸出状态下蒙皮之间仍然可以自由滑动。
类似地，中段翼蒙皮12可以套入外段翼蒙皮14，两段蒙皮之间有足够几何间隙。在机翼完全伸出时两段蒙皮仍然有足够的接触长度，避免了蒙皮之间相互卡死。使得机翼在完全伸出状态下蒙皮之间仍然可以自由滑动。

Claims (4)

  1. 一种带开缝襟翼、翼展连续可变的伸缩机翼，其特征在于，由内段主翼(1A)、外段主翼(3A)、嵌套在内段主翼(1A)和外段主翼(3A)之间的中段主翼(2A)、与内段主翼(1A)后缘通过铰链连接的内段襟翼(1B)、与外段主翼(3A)后缘通过铰链连接的外段襟翼(3B)、与中段主翼(2A)后缘通过铰链连接并嵌套在内段襟翼(1B)与外段襟翼(3B)之间的中段襟翼(2B)、用于驱动外段主翼(3A)沿展向运动的第一直线电机(10)、用于驱动中段主翼(2A)和外段主翼(3A)同时沿展向运动的第二直线电机(11)、分别用于控制内段襟翼(1B)、中段襟翼(2B)、外段襟翼(3B)偏转的第一舵机(23)、第二舵机(24)和三舵机(25)组成。所述内段主翼(1A)、外段主翼(3A)和中段主翼(2A)均由多个翼肋、固定在翼肋之间的肋间层板、与翼肋固连的前梁和后梁、固定在翼肋外侧的蒙皮组成；其中内段主翼(1A)的前梁和后梁延伸至内段主翼(1A)的外部；中段主翼(2A)的前梁包括并排排布的内前梁和外前梁，中段主翼(2A)的后梁包括并排排布的内后梁和外后梁；内段主翼(1A)、外段主翼(3A)的前梁和后梁均为圆柱形翼梁，中段主翼(2A)的前梁和后梁为圆柱形中空管，圆柱形翼梁的外径与圆柱形中空管的内径配合；内段主翼(1A)、外段主翼(3A)的前梁和后梁分别套设在中段主翼(2A)的前梁和后梁中。第一直线电机(10)、第二直线电机(11)前后并排布置在中段主翼(2A)内。
  2. 根据权利要求1所述的带开缝襟翼、翼展连续可变的伸缩机翼，其特征在于，所述的内段襟翼(1B)、中段襟翼(2B)、外段襟翼(3B)由刚性蒙皮构成，分别与内段主翼(1A)、中段主翼(2A)、外段主翼(3A)的后缘铰接。
  3. 根据权利要求2所述的带开缝襟翼、翼展连续可变的伸缩机翼，其特征在于，中段主翼(2A)与中段襟翼(2B)的铰接机构布置在中部，外段主翼(3A)与外段襟翼(3A)的铰接机构布置在翼尖，内段主翼(1A)与内段襟翼(1B)的铰接机构布置在翼根。
  4. 根据权利要求1所述的带开缝襟翼、翼展连续可变的伸缩机翼，其特征在于，第一舵机(23)、第二舵机(24)和第三舵机(25)分别固定在内段主翼(1A)、中段主翼(2A)、外段主翼(3A)内，内段襟翼(1B)、中段襟翼(2B)、外段襟翼(3B)分别通过连杆与第一舵机(23)、第二舵机(24)和第三舵机(25)连接。
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