无舵面变体翼飞行器机构设计与气动分析
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摘要
随着飞机设计技术的进步，传统的飞机布局和设计方法已经不能满足对飞机性能多样化的需求。于是飞机设计师们提出了变体技术，来改善飞机的飞行性能或增加飞机的飞行包线。从第二次世界大战变后掠技术被提出以来，研究人员以不同的目的提出了多种多样的变体方式，并提出多种变体机构实现形式。
现在普遍使用的飞机舵面气动效率较低，为了提高控制飞行姿态的效率对现有的变体飞机技术总结并提出了以变体翼技术代替传统的飞机舵面。并对这种方案的优势、可行性、及变形机构进行探索研究。
采用伯恩斯坦多项式描述翼型形状，XFOIL软件计算翼型的气动特性，以遗传算法为优化算法，使用多学科优化软件Isight将以上工具集成起来，进行数据传输并进行优化迭代计算。针对NACA0012翼型，在雷诺数300000，马赫数为0.045时，以不同升力系数下阻力系数最小为目标对翼型形状进行优化。获得了一组在不同升力系数下阻力系数最小的翼型形状。将舵面的操纵效率简化为舵面产生相同的升力或侧向力时产生的附加阻力的大小，并对采用变体翼和传统舵面控制飞机姿态的效率（即产生相同的操纵效果时所产生的附加阻力的大小）进行对比，产生相同的升力系数时，变体翼产生的附加阻力系数较传统舵面小。
针对变体翼变形规律设计了一个采用多个位置控制器与弹性变形机构联合控制的变体机构。这种变体机构可以实现最优翼型变形使飞机以最小的阻力代价控制飞行姿态，且能够实现襟翼变形改善飞机的起飞特性。用CATIA对这个机构进行三维建模并制造了变体翼单个翼肋截面的模型，进行变形试验，证明这种变体机构可以满足变形要求。并采用超声电机驱动器和弹性蒙皮机构设计了一种只能完成变体襟翼功能的变体机构方案，这种变体机构驱动器少、结构简单、变形控制量少易于实现。并用CATIA对其进行三维建模。
设计了采用变体翼技术控制飞行姿态的微小型飞机。并分析飞机在不同的迎角、侧滑角下的升阻力特性、俯仰力矩、滚转力矩、偏航力矩等。并对不同飞行速度下飞机平飞时的状态进行配平计算。证明了采用变体翼技术可以用于正常飞行。
在微小型飞行器上采用传统的襟翼、缝翼具有结构复杂、效率低的缺点。又由于微小型飞行器飞行速度低，尺寸小，对变体驱动器功率要求较小，变体机构较易实现，因此提出在微小型飞行器上用变体翼技术代替传统的襟翼、缝翼。优化出可以获得较大升力的翼型形状，并通过对变体翼和传统机翼采用不同起飞方式起飞时的飞行轨迹进行对比，发现变体翼可以很好的改善飞机的起飞性能。
在对传统舵面形式和变体翼的气动特性进行对比时发现：变体翼除了在相同升力系数下产生的阻力系数较小外，其气动中心较传统舵面靠后，而这种特性可以有效改善飞翼式飞机面临的静稳定性问题。将采用变体翼和传统舵面的飞翼式飞机的纵向静稳定性等参数进行对比，变体翼的优势较明显。
Aircraft layout and design methods can’t meet the diverse needs of the performance of theaircraft followed with the advances in aircraft design. To improve the flight performance and increasethe flight’s envelope the aircraft designers have proposed morphing technology. Multiple variantsproject is proposed by researchers since the Second World War, and different mechanism wasproposed.
The traditional control surface has low efficientl. Inorder to increase the controlling efficient ofairplane a morphing wing technology used to take the place of traditional flaps is developed accordingto the summarize of the morphing technology. The profit and feasibility is proved by analysis, themechanism can deform as respect is explored.
Bernstein polynomial is used to describe the airfoil shape, XFOIL software is used to calculatethe aerodynamic characteristics of different airfoils, the genetic algorithm is the optimizationalgorithm, multidisciplinary optimization software Isight is used to transmit data between thesemodules. The shape of airfoil NACA0012is optimized based on minimum drag coefficient atdifferent lift coefficient when the Re is300000and Mach number is0.045. A set of airfoil shape,which have minimum drag coefficient at different lift coefficient, is obtained. Control efficiency of therudder is simplified as the size of the additional resistance of the rudder surface when producing thesame lift or side force. The efficient of morphing wing and the traditional flaps is compared, it isproved the drag force of morphing wing is much smaller than the traditional flaps when provide thesame lift.
A variant mechanism used joint location controller and elastic deformation skin is designed. Thismechanism can control the flight attitude with a minimum drag force, and take the place of wing flapto improve the take off performance. CATIA is used to do three-dimensional modeling of thisinstitution and a variant wing single rib section of the model is created and tested; the deformation testproved that this morphing institution can meet the deformation requirements. The ultrasonic motordrive and the elastic skin are used to design a simple mechanism, which can only meet therequirement of the wing flap only. This mechanism is simple, has less actuator, structure and easy toimplement. CATIA is used to do three-dimensional modeling of this institution
An MAV use the morphing wing to control the flight attitude is progressed. the lift and dragcharacteristics, pitching moment, rolling moment and the yaw moment of aircraft at different angle of attack, sideslip angle is analyzed. The flight is trim calculated at different speed when the aircraft inlevel flight. It is proved that the morphing wing aircraft can used taking place of rudder to controlflight attitude.
The traditional flaps and slats of MAV have a complex structure and low efficiency. The MAVhave a low flight speed, small size, so the drive power requirements of morphing mechanism is smalland it is easy to achieve. It is proposed that use morphing wing technology take the place oftraditional flaps and slats in the MAV. An airfoil shape that can provide a larger lift is obtained by theoptimization algorithm; then take off flight path of different take-off method is compared between themorphing wing and the traditional wing. It is proved that the morphing wing can develop the take offperformance.
It is found that morphing wing can not only reduce drag at the same lift but also have a bigaerodynamic center which can improve the static stability of pitch which is the challenge of blendedwing body when comparing aerodynamic characteristics of the traditional rudder and morphing wing.The static stability of morphing wing and traditional wing is compared, and it is proved that themorphing wing have a big benefit.
现在普遍使用的飞机舵面气动效率较低，为了提高控制飞行姿态的效率对现有的变体飞机技术总结并提出了以变体翼技术代替传统的飞机舵面。并对这种方案的优势、可行性、及变形机构进行探索研究。
采用伯恩斯坦多项式描述翼型形状，XFOIL软件计算翼型的气动特性，以遗传算法为优化算法，使用多学科优化软件Isight将以上工具集成起来，进行数据传输并进行优化迭代计算。针对NACA0012翼型，在雷诺数300000，马赫数为0.045时，以不同升力系数下阻力系数最小为目标对翼型形状进行优化。获得了一组在不同升力系数下阻力系数最小的翼型形状。将舵面的操纵效率简化为舵面产生相同的升力或侧向力时产生的附加阻力的大小，并对采用变体翼和传统舵面控制飞机姿态的效率（即产生相同的操纵效果时所产生的附加阻力的大小）进行对比，产生相同的升力系数时，变体翼产生的附加阻力系数较传统舵面小。
针对变体翼变形规律设计了一个采用多个位置控制器与弹性变形机构联合控制的变体机构。这种变体机构可以实现最优翼型变形使飞机以最小的阻力代价控制飞行姿态，且能够实现襟翼变形改善飞机的起飞特性。用CATIA对这个机构进行三维建模并制造了变体翼单个翼肋截面的模型，进行变形试验，证明这种变体机构可以满足变形要求。并采用超声电机驱动器和弹性蒙皮机构设计了一种只能完成变体襟翼功能的变体机构方案，这种变体机构驱动器少、结构简单、变形控制量少易于实现。并用CATIA对其进行三维建模。
设计了采用变体翼技术控制飞行姿态的微小型飞机。并分析飞机在不同的迎角、侧滑角下的升阻力特性、俯仰力矩、滚转力矩、偏航力矩等。并对不同飞行速度下飞机平飞时的状态进行配平计算。证明了采用变体翼技术可以用于正常飞行。
在微小型飞行器上采用传统的襟翼、缝翼具有结构复杂、效率低的缺点。又由于微小型飞行器飞行速度低，尺寸小，对变体驱动器功率要求较小，变体机构较易实现，因此提出在微小型飞行器上用变体翼技术代替传统的襟翼、缝翼。优化出可以获得较大升力的翼型形状，并通过对变体翼和传统机翼采用不同起飞方式起飞时的飞行轨迹进行对比，发现变体翼可以很好的改善飞机的起飞性能。
在对传统舵面形式和变体翼的气动特性进行对比时发现：变体翼除了在相同升力系数下产生的阻力系数较小外，其气动中心较传统舵面靠后，而这种特性可以有效改善飞翼式飞机面临的静稳定性问题。将采用变体翼和传统舵面的飞翼式飞机的纵向静稳定性等参数进行对比，变体翼的优势较明显。
Aircraft layout and design methods can’t meet the diverse needs of the performance of theaircraft followed with the advances in aircraft design. To improve the flight performance and increasethe flight’s envelope the aircraft designers have proposed morphing technology. Multiple variantsproject is proposed by researchers since the Second World War, and different mechanism wasproposed.
The traditional control surface has low efficientl. Inorder to increase the controlling efficient ofairplane a morphing wing technology used to take the place of traditional flaps is developed accordingto the summarize of the morphing technology. The profit and feasibility is proved by analysis, themechanism can deform as respect is explored.
Bernstein polynomial is used to describe the airfoil shape, XFOIL software is used to calculatethe aerodynamic characteristics of different airfoils, the genetic algorithm is the optimizationalgorithm, multidisciplinary optimization software Isight is used to transmit data between thesemodules. The shape of airfoil NACA0012is optimized based on minimum drag coefficient atdifferent lift coefficient when the Re is300000and Mach number is0.045. A set of airfoil shape,which have minimum drag coefficient at different lift coefficient, is obtained. Control efficiency of therudder is simplified as the size of the additional resistance of the rudder surface when producing thesame lift or side force. The efficient of morphing wing and the traditional flaps is compared, it isproved the drag force of morphing wing is much smaller than the traditional flaps when provide thesame lift.
A variant mechanism used joint location controller and elastic deformation skin is designed. Thismechanism can control the flight attitude with a minimum drag force, and take the place of wing flapto improve the take off performance. CATIA is used to do three-dimensional modeling of thisinstitution and a variant wing single rib section of the model is created and tested; the deformation testproved that this morphing institution can meet the deformation requirements. The ultrasonic motordrive and the elastic skin are used to design a simple mechanism, which can only meet therequirement of the wing flap only. This mechanism is simple, has less actuator, structure and easy toimplement. CATIA is used to do three-dimensional modeling of this institution
An MAV use the morphing wing to control the flight attitude is progressed. the lift and dragcharacteristics, pitching moment, rolling moment and the yaw moment of aircraft at different angle of attack, sideslip angle is analyzed. The flight is trim calculated at different speed when the aircraft inlevel flight. It is proved that the morphing wing aircraft can used taking place of rudder to controlflight attitude.
The traditional flaps and slats of MAV have a complex structure and low efficiency. The MAVhave a low flight speed, small size, so the drive power requirements of morphing mechanism is smalland it is easy to achieve. It is proposed that use morphing wing technology take the place oftraditional flaps and slats in the MAV. An airfoil shape that can provide a larger lift is obtained by theoptimization algorithm; then take off flight path of different take-off method is compared between themorphing wing and the traditional wing. It is proved that the morphing wing can develop the take offperformance.
It is found that morphing wing can not only reduce drag at the same lift but also have a bigaerodynamic center which can improve the static stability of pitch which is the challenge of blendedwing body when comparing aerodynamic characteristics of the traditional rudder and morphing wing.The static stability of morphing wing and traditional wing is compared, and it is proved that themorphing wing have a big benefit.
引文
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