CN112339989A - Wing end standing vortex lift increasing device - Google Patents

Abstract

The application discloses wing end standing vortex increases lift device belongs to wing design field. This wing end standing vortex increases lift device includes: the device upper surface, the device lower surface, the leading edge surface and the airfoil profile serve as side surfaces. The upper surface of the device extends to the upper wing surface of the wing, and the lower surface of the device extends to the lower wing surface of the wing; the upper surface of the device has a larger extension than the lower surface; a semi-closed cavity is formed in the space between the upper surface and the lower surface of the device and is used for forming a wing end standing vortex during flying; the rotation direction of the wingtip standing vortex is opposite to that of the wingtip vortex; the wing end standing vortex lift-increasing device generates wing end standing vortices which are used for preventing airflow of the lower wing surface of the wing from flowing to the upper wing surface, so that the trend of the airflow of the lower wing surface of the wing to be reversed can be inhibited under the condition of not depending on physical obstruction, the lift force of the three-dimensional wing is effectively increased, and the induced resistance is reduced.

Description

Wing end standing vortex lift increasing device

Technical Field

The application relates to the field of aircraft wing design, in particular to a wing-end standing vortex lift-increasing device.

Background

When the aerodynamic performance of the two-dimensional airfoil is applied to the three-dimensional wing, the lift force is reduced, and the induced resistance is increased. For a small aspect ratio wing, the influence is extremely serious. The reason for this is that the airflow at the lower airfoil surface at the wing tip of the wing will be reflected to the upper airfoil surface due to the wing tip effect, and the pressure difference between the upper airfoil surface and the lower airfoil surface is reduced. Due to the change of the airflow field, the lift force of the wing is reduced, the induced resistance is correspondingly increased, and the lift-drag ratio is reduced. Theories and practices prove that the slope of the lift line and the aspect ratio are in an inverse function relationship, and the simplified expression of the slope of the lift coefficient is as follows: c_Lα (three-dimensional) ═ ca (two-dimensional) × R; r is A/(A +2), delta R/delta A is 2/(A +2)²(wherein A is the aspect ratio and R is the reduction of the slope of the lifting lineA subtraction factor). In the design of relevant aircraft wings, some aircraft have to adopt a low aspect ratio aerodynamic profile in order to obtain good performance in the supersonic flight range. For example, the aspect ratio A of a carrier-based aircraft is only about 3, so that the lift force in a subsonic range is reduced by more than 40%, the induced resistance is greatly increased, the lift-drag ratio is very small, the aircraft is extremely difficult to take off in a short distance on an aircraft carrier, the taking-off and landing speeds are too high, the taking-off and landing can be realized only through an ejector and a arresting steel cable, the requirement on a pilot is extremely strict, and the potential safety hazard is large. Even for large civil airliners with high aspect ratios, this three-dimensional negative effect can lead to increased fuel consumption, reduced operational economic efficiency and increased costs.

For this reason, the design of the wing tip structure is very laborious for the aeronautical engineer when designing the aircraft wing. Since the aircraft was in the field for over 100 years, global aviation scientists devised a number of approaches in an attempt to improve the aerodynamic characteristics of the wing tips and a number of techniques or devices have emerged. The famous design scheme is the winglet concept firstly proposed by Whitkom in the United states in 1976, so that the effective aspect ratio of the wing is increased, the lift force is improved, the resistance is reduced, and the lift-drag ratio is increased, and for example, wingtip winglets are arranged on Boeing aircraft 747-400, air passenger aircraft A310-A340, Ier 96 of the front Soviet Union and the like. The lift-increasing and drag-reducing mechanism of the structure adopts a physical isolation method, is similar to the initial wing end clapboard, however, the wingtip winglet only obtains about 3-8% improvement of aerodynamic performance, and if the weight increase and the resistance increase caused by additionally installing the wingtip winglet are considered, the pure benefit is greatly reduced. Therefore, some aircraft may not even be equipped with wingtips. The design of the wing tip structure is not well solved yet, and the problem which needs to be solved urgently in the industry is solved.

Disclosure of Invention

The embodiment of the application provides a wingtip standing vortex high lift device, which is used for high lift and drag reduction of wings and can change the problem that the aerodynamic performance of a wingtip winglet adopted at present is not remarkably improved. The technical scheme is as follows:

according to one aspect of the application, a wingtip standing vortex high-lift device is providedThe winged-end standing vortex lift-increasing device comprises: device upper surface and device lower surface, the device upper surface extends in wing upper surface, the device lower surface extends in wing lower surface, is

Shaping; the upper surface of the device has a greater span than the lower surface of the device, the upper surface of the device is spaced from the lower surface of the device and does not coincide at the wingtip;

the wing end standing vortex and lifting device further comprises a front edge surface and a wing section, the upper surface of the device, the lower surface of the device, the front edge surface and the wing section are used as the side surfaces of the wing end standing vortex and lifting device to form a semi-closed cavity, the wing end standing vortex and lifting device is used for generating wing end standing vortex through the semi-closed cavity, the rotation direction of the wing end standing vortex is opposite to that of the wing tip vortex, and airflow of the lower wing surface of the wing can be prevented from flowing to the upper wing surface of the wing.

In an alternative embodiment, the wingtip trapped vortex of the left wing side is in a counter-clockwise direction and the wingtip trapped vortex of the right wing side is in a clockwise direction, as seen from the aircraft cockpit position.

In an optional embodiment, inside the semi-closed cavity of the wing-end standing vortex lift-increasing device, the air pressure in the cavity is greater than the air pressure of the upper wing surface and the air pressure of the lower wing surface of the wing during flight, and the air pressure of the upper wing surface of the wing is lower than the air pressure of the lower wing surface of the wing.

In an alternative embodiment, the curvature of the upper surface of the device is the same as the curvature of the upper airfoil surface of the wing and the curvature of the lower surface of the device is the same as the curvature of the lower airfoil surface of the wing.

In an alternative embodiment, the device lower surface is part of the extension of the wing lower surface.

In an alternative embodiment, when the aircraft is a subsonic or high subsonic aircraft, the wing end standing vortex high lift device is designed into a fixed structure, and the wing end standing vortex high lift device is fixed to the wing end of the wing.

In an optional embodiment, when the aircraft is a transonic or supersonic aircraft, the wingtip standing vortex lift-increasing device is designed into a foldable structure;

under the conditions of takeoff and landing of the aircraft, the wing end standing vortex high lift device slides towards the wing end direction of the wing and expands;

when the aircraft is in transonic or supersonic flight, the wing-end standing vortex lift-increasing device is folded and stored in the wing.

According to another aspect of the present application, there is provided an airfoil employing the tip standing vortex high lift device of the above aspect.

According to another aspect of the present application, there is provided an aircraft incorporating a wing according to the above aspect.

The invention provides a wing end standing vortex lift-increasing device which is suitable for the field of aircraft wing design, and particularly has a remarkable lift-increasing and drag-reducing effect on a wing with a small aspect ratio if the wing end standing vortex lift-increasing device is installed.

It should be noted that, in order to simplify the description of the wingtip standing vortex high-lift device, ZWTA is used below instead of the term wingtip standing vortex high-lift device. ZWTA is an abbreviation for English Z-TYPE WING TIP ASSEMBLY, i.e., a Z-shaped wing end configuration (i.e., the wingtip standing vortex lift-increasing device of the present invention).

Drawings

Fig. 1 is a schematic structural diagram of a wingtip standing vortex high-lift device according to an exemplary embodiment of the present application;

fig. 2 is a schematic structural diagram of another wingtip standing vortex high-lift device provided in an exemplary embodiment of the present application;

fig. 3 is a schematic view of a high lift effect analysis of a wingtip standing vortex high lift device provided by an exemplary embodiment of the present application;

FIG. 4 shows a schematic diagram of a ZWTA mounted small aspect ratio wing carrier-based fighter plane;

FIG. 5 shows a schematic view of a ZWTA-mounted flying vehicle;

FIG. 6 shows a schematic view of a flying motorcycle with ZWTA mounted;

fig. 7 shows a schematic view of a dish-type wing aircraft with ZWTA installed.

Detailed Description

To make the objects, technical solutions and advantages of the present application more clear, embodiments of the present application will be described in further detail below with reference to the accompanying drawings.

Example 1

Referring to fig. 1, fig. 1 is a schematic structural diagram of a winged-end standing vortex and lift increasing device according to an embodiment of the present application, which can be referred to as a 3.5-plane semi-closed winged-end standing vortex and lift increasing device.

The wingtip standing vortex lift-increasing device comprises a device upper surface 11, a device lower surface 12, a leading edge surface 15 and an airfoil profile 16; in addition, 13 is a wing upper wing surface, 14 is a wing lower wing surface, 17 is a semi-closed cavity, h is the wing end standing vortex lift-increasing device depth, and Ct is the geometric chord length of the airfoil section 16. In this embodiment, as shown in fig. 1, the tip standing vortex high lift device is tightly connected by a total of 3.5 curved surfaces, i.e. the device upper surface 11, the device lower surface 12, the leading edge surface 15 and the airfoil profile 16, to form a semi-enclosed cavity 17. As can be seen from fig. 1: the device upper surface 11 extends over the wing upper surface 13 and the device lower surface 12 extends over the wing lower surface 14, in the form of

Shaping; the device upper surface 11 has a greater extent than the device lower surface 12, and the device upper surface 11 is spaced from the device lower surface 12 by a distance that does not coincide at the tip of the wing.

Further, the device upper surface 11, the device lower surface 12, the leading edge surface 15 and the airfoil profile 16 serve as the side surfaces of the wing-end standing vortex lift-increasing device to form a semi-closed cavity 17, the wing-end standing vortex lift-increasing device is used for generating wing-end standing vortex through the semi-closed cavity 17, the rotation direction of the wing-end standing vortex is opposite to that of the wing tip vortex (the vortex formed by the wing tip vortex is an upward reverse airflow), and the wing-end standing vortex is used for preventing the airflow of the wing lower surface 14 from flowing to the wing upper surface 13. Wherein, the right-wing-end trapped vortex is shown to rotate clockwise, so that the airflow of the wing lower wing surface 14 cannot flow to the wing upper wing surface 13.

In summary, in the embodiments of the present application, a wing-end trapped vortex lift-increasing device is provided, in which a wing-end trapped vortex in a semi-closed cavity is used to prevent an airflow of a wing lower airfoil surface from flowing to a wing upper airfoil surface, so as to realize "vortex generation by vortex". Because the rotation direction of the wingtip standing vortex is opposite to that of the wingtip vortex, the trend of the upper reverse of the airflow on the lower wing surface of the wing can be basically inhibited under the condition of not depending on the physical separation of hardware, the wingtip standing vortex drag reduction device is suitable for the field of the design of the wings of the aircraft, and the high-lift drag reduction effect is particularly obvious for the wings with small aspect ratio if the wingtip standing vortex high-lift device is installed.

Example 2

Referring to fig. 2, fig. 2 is a schematic structural diagram of another airfoil tip standing vortex lift increasing device according to an embodiment of the present application, which can be referred to as a 3-plane semi-closed airfoil tip standing vortex lift increasing device.

Unlike embodiment 1, in this embodiment, the lower surface 12 is a part of the extension of the lower wing surface 14 of the wing, that is, compared with a 3.5-plane semi-closed tip standing vortex high lift device, the lower surface 12 of the device is not present. Therefore, as shown in fig. 2, in the embodiment of the present application, the wingtip standing vortex high-lift device includes the device upper surface 11, the leading edge surface 15 and the airfoil profile 16, which constitute a 3-surface semi-closed wingtip standing vortex high-lift device. Further, in fig. 2, h is the wingtip trapped vortex high lift device depth under the current configuration, C_tIs the geometric chord length of the airfoil section 16.

In comparison to fig. 1, fig. 2 does not have the device lower surface 12, and is otherwise the same as fig. 1, and it can be considered that fig. 2 is a specific example of the configuration of the wingtip trapped vortex lift-increasing device of fig. 1. In practice, which tip standing vortex lift-increasing device is used at the end can be determined in combination with optimizing the overall performance.

Winged-end standing vortex lift-increasing device principle (combining embodiment 1 and embodiment 2)

The above embodiments 1 and 2 describe two possible configurations of the wingtip standing vortex high lift device. The principle and the detailed structure of the winged-end standing vortex lift-increasing device are explained by the following contents:

for the wing-end standing vortex and lift increasing devices under the first structure and the second structure, when the wing-end standing vortex and lift increasing devices are installed on the aircraft, the wing-end standing vortex on the left wing side is in the anticlockwise direction and the wing-end standing vortex on the right wing side is in the clockwise direction when viewed from the cabin position of the aircraft.

When the semi-closed cavity 17 has an incoming flow, the airflow in the front of the cavity is blocked to slow the flow speed, and according to bernoulli's law (the pressure and the flow speed are in inverse proportion), when the flow speed of the airflow in the cavity is slower than the airflow speed of the wing lower airfoil surface 14, the pressure in the cavity of the semi-closed cavity 17 is higher than the pressure of the wing upper and lower airfoil surfaces, namely the pressure in the cavity is higher than the pressure of the wing upper airfoil surface and the wing lower airfoil surface when the semi-closed cavity 17 has an incoming flow, and the pressure of the wing upper airfoil surface is lower than the pressure of the wing lower airfoil surface.

Thus, the wingtip standing vortex high lift device forms three pressure areas in the vertical direction, from top to bottom: the upper wing surface air pressure (lowest pressure), the cavity air pressure (highest pressure) and the lower wing surface air pressure (second highest pressure) of the wing. Wherein the high pressure gas stream within the chamber will flow towards a region of lower pressure than it, i.e. upwards or downwards.

However, since the upper part of the semi-enclosed cavity 17 (i.e., the device upper surface 11) is closed, the air flow in the cavity is prevented from flowing upward but only downward. When the aircraft flies forward, standing vortex flows rotating in a direction away from the central axis of the fuselage are formed, and the rotating direction of the standing vortex flows is opposite to that of the wing tip vortex, so that the negative influence of airflow of the wing lower airfoil surface 14 on the upper airfoil surface is prevented (or reduced).

In addition, the curvature of the device upper surface 11 is the same as that of the wing upper wing surface 13, and the curvature of the device lower surface 12 is the same as that of the wing lower wing surface 14, so that in the production process, the wing upper wing surface 13 can be directly extended to form the device upper surface 11, and the wing lower wing surface 14 can be directly extended to form the device lower surface 12, so that the production process is simplified.

In this embodiment, from the perspective of whether the wing tip standing vortex lift-increasing device can be folded or unfolded, the structural design of the wing tip standing vortex lift-increasing device can be adaptively designed according to different models.

For example, when the aircraft is a subsonic or high subsonic aircraft, the wing-end standing vortex and lift increasing device is designed into a fixed structure, and the wing-end standing vortex and lift increasing device is fixed at the wing end of the wing; or, in the whole flying process of the aircraft, all lifting surfaces are in the subsonic leading edge state, and the wing end standing vortex lift-increasing device can also be designed into a fixed structure.

For another example, when the aircraft is a transonic or supersonic aircraft, the wing-end standing vortex lift-increasing device is designed to be a foldable structure. Under the conditions of takeoff and landing of the aircraft, the wing end standing vortex lift-increasing device slides towards the wing end direction of the wing and expands; when the aircraft is in transonic or supersonic flight, the wing-end standing vortex lift-increasing device is collected and stored in the wing.

In designing a ZWTA structure, the problem of how to choose the spanwise depth h of the cavity is encountered. In the preliminary design, h may be selected to be approximately equal to the geometric chord C of the airfoil section 16_t10-40% of the length. In practical application, h parameter is optimized through experiments, so that the wing end standing vortex lift-increasing device obtains the best effect.

Example 3

Figure 3 provides wind tunnel blowing test data to illustrate the effectiveness of the "vortex by vortex" method.

Fig. 3 is a simplified diagram of the analysis of the high lift effect of the data obtained by the blowing test of a typical low aspect ratio wing section (three-dimensional) in a low-speed wind tunnel by adopting the ZWTA configuration. Wherein, the curves 1 and 3 are data measured by a wind tunnel test; curve 2 is calculated according to a theoretical formula, taking into account that after the ZWTA is installed, the span is doubled, namely A is 0.72; curve 4 is the lift-line slope of a two-dimensional airfoil profile (supercritical airfoil).

At present, the advanced pneumatic design technology is very advanced. And the supercritical two-dimensional airfoil design obtains excellent wing aerodynamic characteristics. The two-dimensional lift line slope exceeds the classical theoretical value of 2 pi (0.11 per degree). However, due to the influence of the three-dimensional effect, the aerodynamic efficiency is greatly reduced in practical applications, and the three-dimensional lift coefficient C of an airfoil having the same airfoil section 16 is 0.36 at the span a_LOnly 17.9% of the two-dimensional loss is 82.1%; even if the wingspan is doubled, A is 0.72, and the three-dimensional lift coefficient C is_LThere was an increase, but also only 23.4% in two dimensions, with a loss of 76.6%; after the ZWTA is added, the aspect ratio A of the aircraft body is still very highSmall (a ═ 0.36), but the effect is quite pronounced, changing from curve 1 to curve 3, being 3.3 times, i.e. 2.3 times, the lift coefficient of the configuration without the ZWTA. Corresponding to the increase of the effective aspect ratio to 8.2 times of the original effective aspect ratio. However, the lift coefficient slope delta from curve 1 to curve 3 is not entirely contributed by the ZWTA unit, since the gain of 0.0076 from the geometric span increase is included. Therefore, when calculating the lift increasing effect obtained by additionally arranging ZWTA on different aircraft wings in the future, the rough estimation method is to calculate only the lift increment caused by the standing vortex at the wing end. Namely, an equivalent aspect ratio concept is introduced, and the lift line coefficient slope of the new wing is estimated by using the amplified aspect ratio data. It should be noted that: the lift gain caused by ZWTA is substantially independent of the size of the aspect ratio of the wing. And the basic lift of the wing is closely related to the aspect ratio. Because the trapped vortex generated by the ZWTA results in increased lift, it is only relevant to the effectiveness of the tip up-flow that can be blocked, and only to the local flow regime of the tip section. Of course, the proportion of this increment in the overall lift of the wing is related to the aspect ratio. The smaller the aspect ratio, the greater the specific gravity. In a high aspect ratio wing, the lift-up ratio of ZWTA is very small. As an approximate estimate, in the future application, if the ZWTA device proposed by the patent of the invention is adopted, the lift increment can be estimated as the increase of the slope of the lifting line caused by the increase of the effective aspect ratio to 8.2 times. After the influence of the increase of the geometric span length is deducted, the amplification factor of the effective aspect ratio is reduced to 6, then the effective aspect ratio after the ZWTA is installed is calculated, and the lift force of the wing is calculated by using the effective wingspan. The application range of the estimation method is limited to the aircraft with the wings with smaller aspect ratio (A is 0.3-6). This estimation method is useful in preliminary design. Of course, during formal design, real and accurate pneumatic data should be obtained through a wind tunnel test or a flight test as a design basis.

Example 4

The ZWTA lift-increasing and drag-reducing technology is applied to a hypothetical case of a ship-borne fighter with a small aspect ratio wing. See figure 4 and table 1 for details. The basic data of the carrier-based aircraft with the small aspect ratio wing is shown in the table 1.

TABLE 1

And (3) analysis: assuming that the runway is 105 m in length, the running time is calculated to be 5 s, and the reaching speed V is calculated to be 42 m/s. Aspect ratio A ═ L²And the/S is 15 and 15/73 and belongs to a wing with a small aspect ratio, wherein the S is 3.08. Assuming a supercritical airfoil, the lift line slope of the two-dimensional airfoil profile is C_L ^α0.126, three-dimensional lift coefficient slope C_L1 ^α0.6063 × 0.126 × 0.0764, the effective aspect ratio is about 18.5 with the addition of ZWTA. The lift coefficient slope increase of about 0.040 was obtained. Total lift coefficient slope of C_L2α＝0.12，C_L1/C_L2＝C_L1α/C_L2α＝0.636。

If the aircraft carrier operation regulations are considered: the airplane runs at 20-section navigational speed, the initial speed of 10 m/s is obtained, the airplane runs against the wind, the wind speed is about 10 m/s, the initial speed of 20 m/s can be obtained totally, and the runway terminal speed of 66 m/s is obtained totally in addition to the energy provided by the power device, so that the requirement of the liftoff take-off speed of 81 m/s cannot be met. It can be seen that, according to the current design level of the aircraft, an ejector on the aircraft carrier is indispensable.

If ZWTA is installed on the aircraft, the total lift of the aircraft at the time of takeoff can be increased, and as an initial estimate, the influence of ZWTA on the ground speed can be estimated, so long as the lift of the aircraft is equal to the total takeoff amount of the aircraft, and L-1/2 r V^2*C_L*S＝W₀Wherein r and S are constants, W₀Is also a constant. When the lift coefficient or ground clearance speed is to be changed, the relationship between the speed and the lift coefficient should be kept constant. I.e. V² ₁*C_L1＝V² ₂*C_L2，

M/s, reducing the speed by 17 m/s. After the lift is increased by ZWTA, the machine can take off the ship on the 105 m runway without bombingAnd (4) assistance of the ejector.

Example 5

The ZWTA high lift technology is applied to designing the aerocar with an ultra-short wingspan. Please refer to fig. 5 and table 2.

Table 2 gives the basic data of the hovercar.

TABLE 2

And (3) analysis: the aerocar is a wing-body integrated (or called wingless) ground-air amphibious aircraft. The car body (fuselage) is similar to a common car. The tail part is provided with a V-shaped tail wing. The tail part is provided with a 200 horsepower turbofan engine. Due to airworthiness restrictions, the deployment direction of the hovercar cannot be too long. Therefore, retractable ZWTA is used. When the automobile runs on the ground, the left and right wing pieces of the ZWTA are folded (slide to the middle), the vertical tail of the rear can also change the posture to form a back storage box, and the propeller is folded. This is the ground-based driving mode of an aircraft. The airborne mode is to extend the left and right wings to form a ZWTA configuration. The V-tail is installed into an aircraft tail assembly. The propeller is turned on. The aircraft is a wing with ultra-short aspect ratio without ZWTA configuration. The lift line slope is only 0.022 per degree and does not fly at all. Once in a ZWTA configuration, the slope of the lifting force line is 0.0755 degrees per degree, the lifting force is increased to 3.4 times of the original lifting force, horizontal takeoff can be realized, the ground speed is 100-150 km/h, the flying height is 3000 m, the flying speed is 300 km/h, and the voyage reaches over 1000 km.

Example 6

The ZWTA high lift technology is applied to designing flying motorcycles with ultra-short wingspans. Please refer to fig. 6.

Flying motorcycles can be considered as a miniaturisation of flying cars, with the pilot outside the wing profile. The motorcycle body is changed to be narrow, 60 centimeters wide and 2 meters long, and adopts a QYX-5 section shape. Similar to an aerocar, when the automobile runs on the ground, the ZWTA is not installed, and even if a horizontal tail wing assembly with a certain wingspan is installed, the total width cannot exceed 2.5 meters (one lane width). The rear tail component is a normal tail wing, a wing-covering high-lift device is additionally arranged if necessary, and two ends of a horizontal stabilizer door at the tail part are also designed into a ZWTA configuration so as to further increase the lift force. Although the area of the vehicle body is small, so that the main lift is insufficient, the total lift is sufficient after the ZWTA is additionally arranged on the vehicle body and the horizontal stabilizer. The total weight of the motorcycle is 115 kilograms, the motorcycle belongs to an ultra-light airplane, the ground takeoff speed is 50-80 kilometers per hour, the air flight speed can reach 260-300 kilometers per hour, and the flight distance exceeds 800 kilometers.

Example 7

The ZWTA high lift technology is applied to designing a disc-shaped wing aircraft. See fig. 7.

This is a special aircraft with a very different profile from existing aircraft. The top view is a disk. The wing body is integrated without the difference between the fuselage and the wing. The circular wing has special performance and good stability, and the large-attack-angle flying is not easy to stall. The closed thin shell structure has no cantilever beam and reasonable stress state. The volume space is large. The benefits are many. But its aerodynamic profile has a fatal weakness: the aspect ratio is too small and the aerodynamic efficiency is very low. Many approaches have been sought in an attempt to solve this problem and make it practical. For example: two sides of the disc wing are respectively provided with a propeller engine. The left and right blades are rotated in opposite directions. Attempts have also been made to use the wingtip winglet approach to prevent the reverse flow of lower face airflows to the upper face. But the effect is less than ideal. The ZWTA can be applied to a disc-shaped wing aircraft, and the pneumatic efficiency of the disc-shaped wing aircraft is improved. The aircraft can fly normally and has good flying performance.

First, we observe the aerodynamic geometry of the circular wing and set the diameter D of the disc. Meanwhile, a proper airfoil with large thickness, high lift ratio and high lift force similar to a Liebeck airfoil is selected to construct a larger effective space. The non-dimensional airfoil profile is completely the same from inside to outside along a section in the spanwise direction of the disc. The ZWTA configuration was constructed at the points 1/16D-1/8D on the left and right sides furthest from the outer circle. The purposes of increasing the lift force and reducing the induced resistance are achieved by preventing the airflow of the lower wing surfaces on the two sides from flowing back to the upper wing surface from the lower part. The flight performance of the aircraft can be greatly improved. Square for additionally mounting V-shaped tail wing at rear part of airplaneNormal tail assembly can also be used. The purpose of control is achieved. For example, the diameter D is 8 meters. The wing area is S ═ 4 x D²＝50.2656m²Wingspan, i.e. diameter D, is 8 meters; the aspect ratio is then A ═ D²1.2732, and is an ultra-short aspect ratio wing airplane.

The three-dimensional aerodynamic efficiency coefficient of the airfoil is 38.9%. 61.1% of lift is lost. The slope of the two-dimensional lift line of the supercritical airfoil is C_L ^α0.126. From this, the three-dimensional lift coefficient slope of the dish-shaped wing can be estimated to be C_L ^α0.04901. Assume that the zero lift angle is-7.8 degrees. At take-off, the angle of attack is 16 degrees and the lift coefficient is 1.1664. The dish wing area was 50.2 square meters. C_L58.5533. When the speed from the ground is 200 km/h, the lift force is 11097 kg. Below this speed, a flying saucer of 11 tonne gross weight cannot take off. At the moment, the takeoff runway needs to be at least 3846 meters. If ZWTA is added, a 0.05 rise slope increment can be achieved. Thus, under the same takeoff attack angle state, the maximum lift coefficient is 2.24, and is almost increased to twice of the original lift coefficient. It can be estimated that when the lift is 11960 kg at 150 km/h, which is sufficient to lift an aircraft with a total weight of 11 tonnes off the ground. The speed at this time was 41.6667 m/s. The running distance is 2163 meters. If the composite lift-increasing technology is adopted, the rear edge of the wing is blown at 70% of the aerodynamic chord, the separation point of the rear edge of the airflow is moved backwards (the lift is not increased much, but the induced drag is reduced, the lift-drag ratio is increased by about 70%, the comprehensive effect can be increased to the lift coefficient of more than 3.8, the ground-off speed and the sliding distance are further reduced, the common small airport can take off, the runway is not shorter than 1200 meters, the total lift-drag ratio (cruise) can reach more than 20, the cruise speed is 650 km/h, the oil consumption rate is 0.55, the weight can be saved by adding the structural characteristics of the disk-shaped wing, the oil consumption coefficient can reach about 0.8, the cruise distance can reach L (650 x 20/0.55) 0.8 x 18909, the performance of the American global hawk unmanned plane is kept up to the performance of the hawk unmanned plane under the condition of the same area as a global hawk, can be used for holding ten left and right disk-shaped wing aircrafts. In addition, the special shape, the round top (bottom) view, is beneficial toThe device is used as a phased array radar (early warning or command) and becomes a large radar antenna capable of flying autonomously.

The high lift data in the above application is only the result of extrapolation from the blowing data of the existing aircraft, and the actual situation is in and out. However, the basic principle of the invention and the provided estimation method have important guiding significance in preliminary design. The examples listed are also only examples of a single kind and do not encompass all possible applications of the invention.

The invention discloses a wing provided with a wing end standing vortex lift-increasing device and an aircraft with the wing. The above-described subject matter is within the scope of the present invention. Including airplanes fitted with the wings, flying cars fitted with the wings, flying motorcycles, butterfly-wing aircraft, etc.

The above description is only exemplary of the present application and should not be taken as limiting, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the protection scope of the present application.

Claims (9)

1. A winged-end standing vortex and lift increasing device, characterized in that the winged-end standing vortex and lift increasing device comprises: a device upper surface (11) and a device lower surface (12), the device upper surface (11) extending over a wing upper airfoil surface (13), the device lower surface (12) extending over a wing lower airfoil surface (14) in the form of a profile

Shaping; the upper device surface (11) has a greater span than the lower device surface (12), the upper device surface (11) and the lower device surface (12) being spaced apart and not coincident at the wing tip;

the wing end standing vortex and lift increasing device further comprises a front edge surface (15) and a wing section (16), the upper surface (11) of the device, the lower surface (12) of the device, the front edge surface (15) and the wing section (16) serve as the side face of the wing end standing vortex and lift increasing device to form a semi-closed cavity (17), the wing end standing vortex and lift increasing device is used for generating a wing end standing vortex through the semi-closed cavity (17), the rotation direction of the wing end standing vortex is opposite to that of a wing tip vortex, and the wing end standing vortex and lift increasing device is used for preventing airflow of a wing lower wing surface (14) from flowing to a wing upper wing surface (13).

2. The winged-end trapped vortex high lift device according to claim 1, wherein the winged-end trapped vortex on the left wing side is in a counterclockwise direction and the winged-end trapped vortex on the right wing side is in a clockwise direction as viewed from an aircraft cockpit position.

3. The wingtip standing vortex high lift device according to claim 1, wherein the pressure inside the semi-closed cavity (17) of the wingtip standing vortex high lift device is greater than the pressure on the upper wing surface and the pressure on the lower wing surface of the wing during flight, and the pressure on the upper wing surface is lower than the pressure on the lower wing surface of the wing.

4. The wingtip trapped vortex high lift device according to claim 1, characterized in that the curvature of the device upper surface (11) is the same as the curvature of the wing upper airfoil surface (13) and the curvature of the device lower surface (12) is the same as the curvature of the wing lower airfoil surface (14).

5. The wingtip trapped vortex high lift device according to any one of claims 1 to 4, characterized in that the device lower surface (12) is a part of the extension of the wing lower surface (14).

6. The winged-end standing vortex high-lift device according to any one of claims 1 to 4, wherein when the aircraft is a subsonic or high subsonic aircraft, the winged-end standing vortex high-lift device is designed into a fixed structure, and the winged-end standing vortex high-lift device is fixed to a winged end of a wing.

7. The winged-end trapped vortex high-lift device according to any one of claims 1 to 4, wherein the winged-end trapped vortex high-lift device is designed to be in a deployable structure when the aircraft is a transonic or supersonic aircraft;

under the conditions of takeoff and landing of the aircraft, the wing end standing vortex high lift device slides towards the wing end direction of the wing and expands;

when the aircraft is in transonic or supersonic flight, the wing-end standing vortex lift-increasing device is folded and stored in the wing.

8. An airfoil, characterized in that the tip of the airfoil is provided with a tip standing vortex high lift device according to any one of claims 1 to 7.

9. An aircraft, characterized in that the aircraft has a wing as claimed in claim 8.

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