Aircraft and wing, wing tip and set of parts there for

FIELD: transport.

SUBSTANCE: aircraft comprises wing 5 with positive dihedral angle, edge and wing edge device 7 secured in the area of edge. Wing edge device extends, generally, downward and has area 7d beveled at more than 180C. Area 7d serves to create lift in flight. Said area 7d beveled at more than 180C may be arranged at distal end 11 of wing edge device 7. Part of wing edge device located in proximal end has no area beveled at more than 180C. Wing edge may be swept and elastically strained in flight.

EFFECT: higher operating performances.

15 cl, 12 dwg

 

The technical field, to which security the invention relates

The present invention relates to aircraft and, in particular, to devices of the wing for use on the plane.

The level of technology

The use of devices of the wing, such as winglets and crests of the wing, the aircraft is well known. Through such devices improve the aerodynamic performance characteristics of the aircraft, mainly due to reduced drag and increased lift.

The increase in the lifting force can lead to a significant increase in bending moment at the base of the wing. The maximum bending moment, which wing is expected to be subjected, probably determines the required strength of the wing. This, in turn, can determine the weight of the wing. Thus, the advantages of aerodynamic performance, achieved by adding to the aircraft design device of the wing of the prior art tend to fade due to increased weight of the aircraft structure required to compensate for the increasing load of the wing.

The object of the present invention provides an aircraft, which can have advantages, at least in some improve aerodynamic performance characteristic is cteristics, associated with the device of the wing, without putting too high increase of the bending moment in the wing.

Disclosure of inventions

The present invention provides an aircraft comprising a wing, the wing includes a leading edge and wing enshrined in the field edges, the device of the wing, in General, extends downward and has a region inclined at a slant, greater than 180 degrees, the area is made to create a lifting force during the flight.

Directions/dimensions disclosed here, not the opposite required for a fully fueled aircraft engaged on a flight to horizontal flight. Dihedral angle measured from the horizontal. Bevel measured from the vertical, positive skew was measured in the clockwise direction, starting from the vertical, when pictured left wing in the front, and a negative skew was measured in the counterclockwise direction, starting from the vertical, when pictured left wing in front. Is also clear that the lifting force indicates a force in the direction normal to the surface, creating a lifting force. Thus, in accordance with the present invention, the region inclined at a slant, greater than 180 degrees, is made to generate force (designated here as "lifting force") in the direction of the bevel, bolsig the than 90 degrees (for example, having a downward component).

The present invention thus provides the aircraft, which may have advantages from reducing the resistance provided by the device of the wing, and, at the same time, not to have too high of increasing bending moment in the wing, mainly at the base of the wing. Mainly, the bending moment in the wing, mainly at the base of the wing, during actual use is reduced due to the presence of the device of the wing. The present invention may have advantages and during flight at a constant level, and during maneuvers with high lifting force that creates, for example, 2,5g. The advantages provided by the invention are mainly in comparison with the plane, having upward of the device of the leading edge of the wing. Advantages of the invention can be compared with, for example, a plane with unit edge of a wing of Kuchemann, or aircraft without wing.

It will be clear that the device of the wing does not need fixing on the edge of the wing, and may, for example, be fixed in the field, but at a distance from the edge of the wing. The area of the wing, in which the device of the wing can be located, may be the final 10% of the area of the wing. The device of the wing may be the upgrade is included in the device, mounted on the leading edge of the wing, but may alternatively be an integral part of the structure of the wing. The device of the wing can be fully interfaced with the wing.

Relative to the bevel, greater than 180 degrees, it will be clear that we mean more positive angle than 180 degrees. For example, the region may be inclined at a slant 185 degrees or 200 degrees. Mainly, there is an upper limit on the bevel region.

Mainly, the region inclined at a slant, less than 270 degrees. Even more preferentially, the region inclined at a slant, less than 210 degrees.

Mainly, most of the devices of the wing exist as, in General, stretching down part. Mainly, stretching down to the part, and the rest of the device edge of a wing converge to the connection where the connection open. As will be clear to the expert in the field of technology, the connection is open, if the change in angle from a portion on one side of the connection to the part on the other side of the connection is greater than 90 degrees. An open connection is assumed, mainly preferred as creating low viscous resistance.

The first aspect of the present invention are, in General, the benefits for an aircraft having wings with a positive dihedral angle. Mainly, the wing has put the capacity of the dihedral angle. The geometry of the device of the wing, mainly defined by image device of the wing as including a proximal end and a distal end, and the device of the wing contains an imaginary line beginning at the proximal end and extending to the distal end and passing through all points after 50% of limited chord. Thus, the part of the device of the wing can be set with respect to part of the imaginary line that passes through this part. For example, a portion of the device of the wing between 0% and 30% of an imaginary line, as will be understood by means of the device of the wing between the proximal end and a line directed along a chord crossing 30% of the way along an imaginary line.

The proximal end of the device of the wing, if it is not in itself clearly can be identified as the location of the wing in which the wing geometry deviates from the geometry, which would have occurred if the device of the wing was absent at this location.

Mainly, the region inclined at a slant, greater than 180 degrees, not found in the vicinity of the proximal end. More mainly, the region inclined at a slant, greater than 180 degrees, not located at the edge of the wing between 0% and 10% of the imaginary line. Adebola mainly the region inclined at a slant, greater than 180 degrees, not located at the edge of the wing between 0% and 30% of the imaginary line.

The region inclined at a slant, greater than 180 degrees, can at least largely be between 50% and 100% of the imaginary line. Mainly, the region inclined at a slant, greater than 180 degrees, at least mainly, is located between 70% and 100% of the imaginary line. Even more preferentially, the region inclined at a slant, greater than 180 degrees, is located close to the distal end.

It is assumed that the total stretching down the device has an improved characteristic torsion, in which the edge contributes to the fact that the core of the vortex is more remote from the side during use than the equivalent of going down devices. Chord device of the wing at the proximal end mostly the same as the chord of the wing at the leading edge of the wing. Chord device of the wing mainly decreases between the proximal end and a distal end. Primarily, the device of the wing has a relatively low average chord, thereby causing a relatively low frictional resistance, which will be generated during the flight. Primarily, the device of the wing extends in the direction of p is smaha wing from the proximal end at a distance of between 3% and 15% of the wing span of the aircraft and, even more preferentially, at a distance of between 5% and 10% of the wing span of the aircraft.

Primarily, the device of the wing extends in a vertical direction from the proximal end at a distance of between 3% and 15% of the wing span of the aircraft. The device of the wing, more predominantly, extends in a vertical direction from the proximal end at a distance of between 5% and 10% of the wing span of the aircraft. Vertical stretch device of the wing from the proximal end, mainly subject land requirements to the aircraft.

Primarily, the device of the wing is a consumable component. Thus, the device of the wing, mainly made to separate from the wing, when subjected to a load exceeding a certain value, for example, when confronted with external design during taxiing of the aircraft. The device of the wing does not need a smooth change of form. The device of the wing may contain a number of separate elements, at least located in the region inclined at a slant, greater than 180 degrees. Mostly, at least one separate element specifies the region inclined at a slant, greater than 180 degrees.

Primarily, the device of the wing leading edge is swept. Ave the property, the sweep device of the wing is equal to the sweep of the wing. On conventional aircraft, when increasing the wing loading, the bending of the wing lead to sufficient reduction aeroelastic deformation of the wing. Thus, the plane in accordance with the present invention, having a similar aeroelastic behavior of the wing, when increasing the wing loading, the effective sweep device (which extends down) increases, reducing the lifting force of the inclined profile of the relatively rigid wing. Therefore, when the wing aeroelastic deformation caused by the load through the device of the wing is able to decrease, reducing the maximum load on the device of the wing during a maneuver with a high load. This gives the advantage for several reasons. For example, the load on the external structure of a wing that can be maintained at acceptable levels during maneuvers with high load and potentially quite adversely affect the device edges, made inclined at a slant, greater than 180 degrees, during this maneuver reduced.

Aeroelastic behavior of the aircraft according to the present invention can also provide other benefits. Mainly, wing and/or device of the wing is deformed during use to which the devices of the aircraft with high wing span compared to those when the aircraft is stationary on the ground, thereby reducing the resulting resistance encountered by the aircraft.

The present invention is mostly used for aircraft of large size. This aircraft, which mainly has a size equal to the aircraft, designed to move more than 50 passengers and, more predominantly, more than 100 passengers.

In accordance with another aspect of the invention provides a wing, comprising the device of the wing, the wing and wing are made in accordance with the wing of the aircraft of the present invention.

In accordance with another aspect, is provided a device of the wing, made in accordance with the device of the wing of the aircraft according to the present invention

In accordance with an additional aspect provides a kit of parts comprising the device of the wing, these parts are suitable for turning of the aircraft in the aircraft in accordance with the present invention.

In accordance with another aspect, is provided a device of the wing and/or the aircraft performed essentially in accordance with any variation of the implementation disclosed here.

Brief description of drawings

Various embodiments of the invention will now be disclosed, by only what about the examples with reference to the accompanying schematic drawings, on which:

Figure 1 is a front image of the aircraft in accordance with the first embodiment of the invention;

Figures 2-5 represent the image device of the wing on the aircraft in accordance with the first embodiment;

Figure 6 is a graph showing the change in bending moment along the wing with different devices of the wing compared to a wing with a wing of Kuchemann;

Figures 7 and 8 show the device of the wing on the first version of the implementation during the two flight conditions;

Figures 9-12 represent the image device of the wing in accordance with the other options in the implementation.

The implementation of the invention

Figure 1 is a front image of one half of the aircraft 1 according to the first embodiment of the invention. The aircraft includes a fuselage 3, wing 5 with a positive dihedral angle of seven degrees, and the device of the wing 7, located on the edge of the wing 5. The plane is shown flying at a cruising speed in horizontal flight.

If you refer to figure 2-5, the device of the wing 7 includes a proximal end 9 and the distal end 11. The device of the wing 7 connection is on the wing 5 at the proximal end 9. At the proximal end of the device adjacent to the leading edge of the wing 5, and the relative length of the chord of the wing 5 and the edges of the wing 7 at this location are equal. The device of the wing 7, thus, is associated with wing 5.

In accordance with the first embodiment of the device of the wing was upgraded in the plane, replacing the old device edges. Connection (not shown) between the device 7 and the wing 5 is such that the device moves, if it strikes the outer object with sufficient force, for example, if it hits the design during taxiing on the runway. As is known from the prior art, the device of the wing, therefore, is a consumable component. When they describe the form of the device of the wing, an imaginary line 13 may be considered as extending from the proximal end 9 to the distal end 11, line 13 passes through all points in 50% of chord. Part of the device of the wing associated percentage values with an imaginary line 13, are parts of the wing associated with directed along the chord lines crossing these percentages imaginary line 13, 0% is the proximal end and 100% is the distal end.

The device of the wing includes individual elements 7a, 7b, 7C and 7d. The first element 7a is located between Proxima is inim end 9 and 12% of the imaginary line and is approximately in line with the wing 5. At the proximal end of the device of the wing 7 is connected to the leading edge of the wing. The second, third and fourth elements 7b, 7C and 7d, in General, lie down. The second element 7b is between 12% and 35% of the imaginary line and is tilted at a slant 100 degrees. The third element 7C is located further along the device edges of the wing 7, between 35% and 80% of the imaginary line, and is tilted at a slant 170 degrees. The fourth element 7d is tilted at a slant 185 degrees and is between 80% of the imaginary line and the distal end of the device of the wing 7.

The device of the wing extends in the direction of the wing span from the proximal end at a distance D1 equal to 5% of the wing span of the aircraft. The device 7 extends in the vertical direction by a distance D2 equal to 7% of the wing span. The geometry of the device of the wing therefore subject land requirements to the aircraft for its desired application.

The device of the wing has a cross-section of the airfoil, and each element, therefore, creates a lifting force during the flight. The fourth element 7d, inclined at a slant, greater than 180 degrees, creates a lifting force on 15 under bevel, greater than 90 degrees, in this case 95 degrees.

Similar similar way, which is known in the upward devices, the device of the wing 7 provides the vortices of the wing, created during the flight, be removed from the aircraft, thereby reducing the generated resistance. Additionally, the device of the wing increases the lifting force generated in the area of the wing, for example, by increasing the two-dimensional flow over the leading edge of the wing.

In known devices of the wing increases the lifting force caused due to the device, can lead to deterioration by weight of the aircraft structure caused by the need to strengthen the wing base. The use of the device of the wing 7 on the aircraft in accordance with the present invention, however, does not result in deterioration in the structure. The device of the wing 7 and, mainly, the fourth element 7d made so that the lifting force is created by a device that operates to reduce the bending moment in the wing 5, mainly at the base of the wing 5', which is due to the lifting force generated due to the wing.

Figure 6 is a graph showing the change of bending moment along the wing compared to a wing with a wing of Kuchemann. The graph shows the data for a wing with a comb, vertical washer and a wing in accordance with the present invention (indicated by the trailing edge). It will be clear that the increase in bending moment of the wing in the plane in accordance with the laws the AI with the present invention appears to be less than the plane extending upward vertical plate or comb. In accordance with the present invention, an excessive bending moment of the wing caused due to excessive lifting force caused by the presence of the device of the wing, completely reduced to nothing by reducing the bending moment caused due to lifting forces generated on extending down the parts of the device of the wing. Structural mass of the wing base does not, therefore, sufficient to increase when using the device of the wing.

It is also assumed that the provision extends down device implies that the vortices of the wing, Curling, will tend to move from side, thus, the vortices of the wing razbegautsia and created further reduce the resistance. Moreover, the device of the wing 7 is made for aeroelastic deformation to increase the wing span at a load during flight, thereby moving the vortices of the wing even further from the boundary.

If you refer to figures 7 and 8, the leading edge device edge of the wing 7 has a backward sweep angle of sweep of 35 degrees. In the first embodiment, the sweep is the same as in the wing 5. Figure 7 shows the device of the wing during flight conditions, air is Otok was shown by the large arrow 17. The device is designed so that when a high wing loads, the device remains under stall conditions.

Figure 8 shows the device of the wing in heavy load conditions, the air flow has been shown by a large arrow 17, and the regular provision of a device of the wing was shaded. As shown in figure 8, the sweep device actually increases with increasing load, causing aeroelastic deformation of the wing. The lift force generated by a device of the wing, therefore, decreases with increasing load.

The device of the wing relatively easily loaded in the flight in accordance with the design rules of the standard devices of the wing. However, due to the fact that the load on the device edges can decrease when aeroelastic deformation of the wing during a maneuver with a high load (as disclosed above), the load in flight can be calculated to be slightly higher than the standard device of the wing. This reduces the resistance in flight by providing aerodynamic load deformation on the wing, which is close to elliptical pattern, and by moving the core of the vortex edge further from the Board. As will be clear to the average specialist, this feature extends down the device.

<> Chord device of the wing continuously decreases along an imaginary line 13. Having a relatively small decrease in the chord, the frictional resistance created by the device of the wing 7. Figure 9-12 shows the four device edges of the wing in accordance with other variants of implementation of the present invention. If you refer to figure 9, the device of the wing 207 includes only two elements 207a and 207b of equal length. The first element 207a is tilted at a slant 140 degrees, and the second element 207b is tilted at a slant 190 degrees.

If you refer to figure 10, the device of the wing 307 does not include separate elements, but, instead, smoothly curved. The region between the distal end 311 and 85% of an imaginary line (not shown) is inclined at a slant, greater than 185 degrees.

If you refer to figure 11, the device of the wing 407 includes two elements a and 407b. The first element a much shorter than the second element 407b. The first element a is tilted at a slant 100 degrees, and the second element 407b is tilted at a slant 190 degrees.

If you refer to figure 12, the device of the wing 507 includes two elements a and 507b. The first element a significantly longer than the second element 507b. The first element a is tilted at a slant 160 degrees, and the second element 507b is tilted at a slant 200 degrees.

It will be clear that in all the above variants of implementation of the device of the wing, located near the proximal end, made without region inclined at a slant, greater than 180 degrees. The connection between the wing and the device of the wing, therefore, is open. An open connection, basically, preferably as creating mostly low viscous resistance during flight.

Although the present invention has been disclosed regarding the preferred embodiments, the average expert in the field of technology will be clear that the invention itself is suitable for a wide variety of changes, not specifically shown here. Where in the above description referred to the whole parts or elements, which are known, apparent or obvious equivalents, such equivalents are included as if they are explicitly disclosed. Should be parallel with the claims to determine the true scope of the present invention, which should be interpreted so as to encompass any of these equivalents. Will also be clear to the reader that the whole parts or features of the invention which are disclosed as preferred, mainly suitable, and the like, are optional and do not limit the scope of the independent claims.

1. The plane containing the wing with cu the ISU, and the device of the wing, mounted in flange located, in General, extending downwards and having a region inclined at a slant greater than 180, while the region is made to create a lifting force during the flight, the device of the wing includes a proximal end and a distal end, with a part of the device of the wing, located in the zone of proximal made without the region inclined at a slant greater than 180.

2. The aircraft according to claim 1, in which the wing has a positive dihedral angle.

3. The aircraft according to claim 1, in which the region inclined at a slant greater than 180, inclined at a slant, less than 270.

4. The aircraft according to claim 1, in which the device of the wing has an imaginary line beginning at the proximal end extending to a distal end and passing through all points after 50% of limited chord, in this part of the device of the wing between the proximal end and 30% an imaginary line made without region inclined at a slant greater than 180.

5. The aircraft according to claim 1, in which the device of the wing contains an imaginary line beginning at the proximal end extending to a distal end and passing through all points after 50% of limited chord, while the region inclined at a slant greater than 180, at least in the main is, is between 50% of the imaginary line and the distal end.

6. The aircraft according to claim 5, in which the region inclined at a slant greater than 180, is located in the area of the distal end.

7. The aircraft according to claim 1, in which the device of the wing extends in the direction of the wing span from the proximal end at a distance of between 3% and 15% of the wing span of the aircraft.

8. The aircraft according to claim 1, in which the device of the wing extends in a vertical direction from the proximal end at a distance of between 3% and 15% of the wing span of the aircraft.

9. The aircraft according to claim 1, in which the device of the wing includes a group of individual elements, at least one of which is located in the region inclined at a slant greater than 180.

10. The aircraft according to claim 1, in which the device of the wing leading edge is swept.

11. Aircraft of claim 1, wherein for providing the aircraft with a large wingspan compared to the wing span at a stationary position of the aircraft wing and/or device of the wing is made of a deformable during use.

12. Wing, including the device of the wing, which is performed as a wing and a wing of the aircraft according to claim 1.

13. The device of the wing, made in accordance with the device of the wing of the aircraft according to claim 1.

14. The kit of parts, comprising a device to which OMCI wing, intended for modernization of the aircraft in the aircraft according to claim 1.



 

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9 cl, 2 dwg

FIELD: mechanics; aircraft construction.

SUBSTANCE: inventions relate to aeromechanics, mainly to friction reduction method for axisymmetric body and related devices. Toroidal vortex with controlled parametres is generated in a boundary layer of axisymmetric body by periodic air flow blowing/suction through the circular slot available in axisymmetic body wall. The related device includes periodic vibrations source coupled with flow running over axisymmetric flow. The above mentioned circular slot in the wall of axisymmetric body is made so that it is directed to the longitudinal axis x at a negative angle. The longitudinal axis x is directed along generatix of axisymmetric body, wherethrough air is blown/drawn off at controlled amplitude and frequency by means of periodic vibrations source, for example dynamic loud-speaker.

EFFECT: reduced effect of superficial friction component in axisymmetric body by controlling vortex by frequency and intensity.

4 cl, 4 dwg, 1 ex

FIELD: aircraft engineering.

SUBSTANCE: device to control vortex street comprises control device (8) mounted on clamping element (11) of elongated element (5) and on control surface (4) so that its base (12) comes in contact with front edge (6) of its aforesaid control surface. Said control device (8) features triangular shape in the plane perpendicular to its lengthwise axis and having two adjacent sides forming lateral surfaces interconnected by rounded edge. Aircraft incorporates vortex street control device.

EFFECT: reduced drag.

6 cl, 6 dwg

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