CN116424544B - Aircraft flap - Google Patents
Aircraft flap Download PDFInfo
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- CN116424544B CN116424544B CN202310701882.3A CN202310701882A CN116424544B CN 116424544 B CN116424544 B CN 116424544B CN 202310701882 A CN202310701882 A CN 202310701882A CN 116424544 B CN116424544 B CN 116424544B
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- flap
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- baffle
- aircraft
- side edge
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- 230000009467 reduction Effects 0.000 description 31
- 230000000694 effects Effects 0.000 description 18
- 230000015572 biosynthetic process Effects 0.000 description 9
- 230000003993 interaction Effects 0.000 description 7
- 230000001629 suppression Effects 0.000 description 6
- 238000010586 diagram Methods 0.000 description 5
- 230000005855 radiation Effects 0.000 description 5
- 238000004519 manufacturing process Methods 0.000 description 4
- 238000000465 moulding Methods 0.000 description 4
- 238000000034 method Methods 0.000 description 3
- 238000013461 design Methods 0.000 description 2
- 238000003384 imaging method Methods 0.000 description 2
- 230000005764 inhibitory process Effects 0.000 description 2
- 230000008569 process Effects 0.000 description 2
- 230000003313 weakening effect Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 238000013459 approach Methods 0.000 description 1
- 230000004888 barrier function Effects 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 238000007664 blowing Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 238000011156 evaluation Methods 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000011031 large-scale manufacturing process Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000007493 shaping process Methods 0.000 description 1
- 238000010008 shearing Methods 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 238000012360 testing method Methods 0.000 description 1
- 230000007704 transition Effects 0.000 description 1
Classifications
-
- 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
- B64C3/36—Structures adapted to reduce effects of aerodynamic or other external heating
Abstract
The application relates to the technical field of aviation engineering, and provides an aircraft flap, which comprises a flap body, wherein the flap body is provided with a flap front edge, a flap rear edge, an upper surface, a lower surface and a side surface, the side surface is formed by combining a front edge curved surface formed by curved surfaces and a side edge baffle, the front edge curved surface extends from the flap front edge along a first direction and is terminated between the flap front edge and the flap rear edge, and the curvature of the front edge curved surface is the same as that of the upper surface of the flap body; a side edge baffle is constructed by extending the front edge curved surface termination position along a first direction, and the side edge baffle extends to the rear edge of the wing plate along the first direction; the side edge baffle extends along the second direction and protrudes out of the upper surface; the extension of the side edge baffle along the second direction gradually increases along with gradually approaching the rear edge of the wing plate, so that the top edge of the baffle formed by extending the side edge baffle along the second direction is of an arc-shaped structure.
Description
Technical Field
The application relates to the technical field of aviation engineering, in particular to an airplane flap.
Background
The external noise of a passenger aircraft is an important evaluation index as to whether the aircraft can meet the airworthiness requirements. While the flap side edges are an important source of noise for the aircraft fuselage. During the take-off and landing phases of an aircraft, the flaps of the high-lift device are opened, and the side edges of the flaps generate significant noise due to the shearing action of the airflow.
Existing approaches to noise suppression of flap generation include active suppression schemes and passive suppression schemes. In the active inhibition scheme, a mode of blowing high-speed air flow is generally adopted, the inhibition effect of the mode is limited, the structure is complex, and additional energy is required. In the passive suppression scheme, noise reduction is generally performed by providing a through hole in the flap side edge, adding a vortex generator to the upper surface, and the noise reduction method cannot prevent the formation of side edge vortex, and has a limited noise reduction effect.
Disclosure of Invention
The application provides an airplane flap, which is used for solving the defects that the noise reduction effect of the flap in the prior art is poor and the formation of side edge vortex cannot be prevented.
The application provides an aircraft flap, which comprises a flap body, wherein the flap body is provided with a first opposite end part and a second opposite end part, the first opposite end part and the second opposite end part extend along a first direction to form a flap front edge and a flap rear edge, the first opposite end part and the second opposite end part extend along a second direction to form an upper surface, a lower surface and a side surface, the first direction is perpendicular to the second direction, the side surface is a front edge curved surface, the front edge curved surface extends along the first direction from the flap front edge and is terminated between the flap front edge and the flap rear edge, and the curvature of the front edge curved surface is identical with that of the upper surface of the flap body;
a side edge baffle is extended from the front edge curved surface termination position along a first direction, and the side edge baffle extends to the rear edge of the wing plate along the first direction; the side edge baffle extends along a second direction and protrudes from the upper surface;
the extension amount of the side edge baffle along the second direction gradually increases along with gradually approaching the rear edge of the wing plate, so that the top edge of the baffle formed by extending the side edge baffle along the second direction is of an arc-shaped structure.
According to the aircraft flap provided by the application, the front edge curved surface termination position is positioned at the chord length position of 0.4 to 0.6 times of the wing plate main body.
According to the aircraft flap provided by the application, the maximum extension height of the top edge of the baffle plate is 0.16 to 0.24 times of chord length.
According to the aircraft flap provided by the application, the intersection position of the side edge baffle and the lower surface is of a circular arc structure.
According to the aircraft flap provided by the application, the front edge curved surface termination position is positioned at the position of 0.5 times chord length of the wing plate main body.
According to the aircraft flap provided by the application, the top edge of the baffle plate is provided with a rounded structure.
According to the aircraft flap provided by the application, the maximum extension height of the top edge of the baffle plate is 0.2 times of the chord length.
According to the application, the lowest extension height of the top edge of the baffle plate extending in the second direction is lower than the upper surface.
According to the aircraft flap provided by the application, the side edge baffle and the wing plate main body are integrally formed.
According to the aircraft flap provided by the application, the ratio of the maximum extension height of the top edge of the side edge baffle to the extension distance of the front edge curved surface termination position is 2:5.
through the above embodiments, the present application has at least the following advantageous effects.
According to the aircraft flap provided by the application, the wing side edge of the flap is constructed to be the front edge curved surface, so that the side edge of the flap, namely the joint position of the side surface and the upper surface and the lower surface respectively, is not provided with an obvious boundary edge line, and the side vortex can be weakened. Through the arrangement of the side edge baffle, the side edge baffle can prevent the interaction of side vortex and upper surface vortex and can prevent the side vortex and the upper surface vortex from combining, so that the noise reduction effect is improved.
Drawings
In order to more clearly illustrate the application or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the application, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.
FIG. 1 is a schematic structural view of an aircraft flap provided by the present application;
FIG. 2 is a schematic view of the overall structure of an aircraft flap provided by the present application;
FIG. 3 is a schematic view of an aircraft flap model configuration provided by the present application;
FIG. 4 is a simulated schematic diagram of a prior art aircraft flap CFD;
fig. 5 is a schematic view of CFD simulation of an aircraft flap model provided by the application.
Reference numerals:
100: a wing plate main body; 100-1: a first opposite end; 100-2: a second opposite end; 101: a wing panel front edge; 102: a trailing edge of the wing panel; 103: an upper surface; 104: a lower surface; 105: a leading edge curved surface; 106: side edge baffles.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the present application more apparent, the technical solutions of the present application will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
In the description of the embodiments of the present application, it should be noted that the directions or positional relationships indicated by the terms "upper", "lower", "bottom", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the embodiments of the present application and to simplify the description, and are not indicative or implying that the apparatus or element in question must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as limiting the embodiments of the present application. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
In describing embodiments of the present application, it should be noted that the term "coupled" should be interpreted broadly, unless otherwise indicated and limited thereto, and may be, for example, fixedly coupled, detachably coupled, or integrally coupled; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium. The specific meaning of the above terms in embodiments of the present application will be understood in detail by those of ordinary skill in the art.
In the description of the present specification, reference to the terms "particular embodiment," "some embodiments," "particular examples," and the like, means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the embodiments of the application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
In some existing flaps, noise reduction control is performed by active control. For realizing the integral noise reduction of the airplane, the device comprises a flap and a side edge winglet connected with the side edge of the flap, wherein the side edge winglet is arranged in the side edge of the front wing in a sliding manner; the side edge of the flap is provided with a groove and a hydraulic system, and the hydraulic system drives the side edge winglet to slide on the groove of the flap. The side edge winglet plays a role in rectification so as to reduce the overall noise of the aircraft, but the mechanical structure required by the scheme is complex, the structural weight can be obviously increased, the practical application is difficult in engineering, the noise reduction effect can depend on the operation of the driving mechanism, and the fine control system is required for controlling and driving, so that the overall complexity is further increased. In other existing passive noise reduction modes, noise reduction is mainly performed by processing holes on the side edges of the flap, and noise reduction is performed by reducing side edge radiation, but the mode is affected by the hole structure, the hole structure is difficult, the process is complex, and the noise reduction capability of the hole structure is limited. Based on the above, the application designs the aircraft flap with simple manufacturing process and remarkable noise reduction effect through the following scheme.
An aircraft flap according to the application is described below in connection with fig. 1-2, which flap is suitable for construction on a commercial passenger aircraft. The aircraft flap comprises a flap body 100, the flap body 100 defining a first opposite end 100-1 and a second opposite end 100-2, the first opposite end 100-1 and the second opposite end 100-2 being in a first direction D y Extending to form a leading edge 101 and a trailing edge 102 of the wing, and extending in a second direction D between the first and second opposite ends 100-1 and 100-2 z Extends to form an upper surface 103, a lower surface 104 and side surfaces, a first direction D y And a second direction D z Perpendicular to each other.
In the embodiment of the application, the side surface is formed by combining a front edge curved surface 105 formed by curved surfaces and a side edge baffle 106, and the front edge curved surface 105 in a first direction D from the wing leading edge 101 y Extending and terminating between the wing leading edge 101 and the wing trailing edge 102, the curvature of the leading edge curved surface 105 being the same as the curvature of the upper surface 103 of the wing body 100; from the ending position of the front edge curved surface 105 along the first direction D y Extending the side edge dams 106, the side edge dams 106 along a first direction D y Extending to the trailing edge 102 of the wing; the skirt baffle 106 is in the second direction D z Extending and protruding from the upper surface 103; the skirt baffle 106 is in the second direction D z The extent of (2) increases progressively closer to the trailing edge 102 of the wing to cause the side edge dams 106 to move in the second direction D z The top edge of the baffle plate formed by extension is of an arc-shaped structure.
The side surfaces of the known prior art flaps have distinct side boundaries with the upper surface 103 and the lower surface 104, which can lead to the formation of a complex double vortex system by the presence of a strong pressure differential between the lower surface 104 and the upper surface 103 of the flap, in particular a strong vortex near the leading edge 101 of the flap, and a relatively weak vortex on the trailing edge 102 (thinner side) side of the flap, both vortices moving along the flap chord as a result of the continued generation of the vortex forces, the side vortices beginning to combine with the vortex of the upper surface 103 downstream of the flap chord, thereby forming a single dominant flow-direction vortex, the formation of which is an important source of noise.
The side surface of the wing plate main body 100 of the present application is configured as a curved surface structure, specifically, by rounding the side edge of the wing plate main body 100, and making the curved surface curvature after rounding be approximately the same as the upper surface 103 of the wing plate main body 100, the combination position of the side surface of the wing plate main body 100 and the upper surface 103 and the combination position of the lower surface 104 are both curved surfaces. This makes the side edge break up line of the side surface of the wing body 100 no longer noticeable, weakening the strength of the vortex, and since the present application is constructed with the side edge baffle 106 on the side surface, this can prevent the side vortex from interacting and merging with the vortex of the upper surface 103, effectively weakening the side edge vortex formation, improving the noise suppression effect, achieving the effect of significantly reducing the flap side edge noise.
Specifically, the intersection of the side edge dams 106 and the lower surface 104 is configured as a circular arc. That is, the combination position of the side edge baffle 106 and the lower surface 104 forms a circular arc structure by rounding, and the structure is similar to the above principle, so that the side vortex formation can be effectively weakened, and a better noise reduction effect can be realized.
In some embodiments, the ending location of the leading edge camber 105 is at a 0.4-0.6 chord length of the airfoil body 100. More preferably, the leading edge camber 105 terminates at a position 0.5 chord length of the blade body 100.
The chord length is the distance between the front edge 101 of the wing and the rear edge 102 of the wing, and the chord length is 0.5 times that of the chord length, namely, the chord length is at the middle position of the wing, and the side edge baffle 106 extends from the middle position of the wing to the rear edge of the wing, so that the interaction of side vortex and vortex on the upper surface 103 can be effectively prevented, and noise reduction is realized.
Further, the maximum extension height of the baffle top edge is 0.16 to 0.24 chord length. More preferably, the maximum extension of the top edge of the baffle is 0.2 chord length. Specifically, the side edge dams 106 are 2 millimeters thick, a thinner side edge dam 106 is typically required, and a 2 millimeter thick side edge dam 106 is selected based on actual requirements.
The high extension of the baffle effectively dampens the formation of side vortices at the trailing edge 102 of the wing and prevents interaction of the side vortices with the vortices at the upper surface 103, i.e. further shaping of the vortices is prevented by the baffle, thus achieving limited noise reduction.
Further, the end position of the extension of the front edge curved surface 105 is related to the multiple of the chord length, the maximum extension height of the top edge of the baffle is related to the chord length, and the two vortex systems of the front edge 101 and the rear edge 102 of the wing plate obtain strength and size along the chord of the wing plate, and by setting a proportional relation between the two, the strength of the vortex systems of the front edge and the rear edge is reduced, so that the noise reduction of the vortex systems of the side edge is reduced. Specifically, the ratio of the maximum extension height of the top edge of the side edge barrier 106 to the extension distance of the ending position of the front edge curved surface 105 is 2:5.
it will be appreciated that the extension distance of the front edge curved surface 105 may be selected at a position of 0.4-0.6 times the chord length, and by limiting the ratio, when the extension distance of the front edge curved surface increases, the height of the side edge baffle 106 is increased to perform corresponding adjustment, and the optimal noise reduction effect is achieved by the adjustment. For example, when the extension distance of the leading edge curved surface 105 is 0.4 times the chord length, the maximum height of the side edge dams 106 is adjusted so that the maximum height is 0.16 times the chord length. By limiting the proportion, when the flaps with different signals are processed, the flaps can be flexibly adjusted to obtain the optimal noise reduction effect, so that the large-scale production is facilitated.
In a specific example, the top edge of the baffle is of a rounded structure, so that the top edge of the baffle is of a smooth curved surface, and the smooth curved surface of the top edge can effectively weaken side vortex, so that the noise reduction effect is improved. The top edge of the baffle, which starts from the side surface of the mid-chord downstream of the wing body 100, is chamfered at the location where the starting position joins the side surface, so that the side edge baffle 106 smoothly transitions with the side surface of the curved surface structure without a distinct parting line, so that the entire surface is a smooth curved surface, which helps to reduce the radiation from the edge and thereby enhance the noise reduction effect.
Further, the bottom of the side edge baffle 106 and the lower surface 104 of the wing plate main body 100 are rounded to have no boundary, while the front edge curved surface 105 is distributed on the side surface of the wing plate near the front edge and extends to the lower surface 104, so that the side surface of a section of the wing plate main body 100, which is close to the front edge 101 of the wing plate, is a smooth curved surface, that is, the combination position of the upper surface 103 and the lower surface 104 and the side surface is a whole smooth curved surface, and the boundary line without boundary forms the front edge curved surface 105.
The front edge curved surface 105 and the bottom area of the side edge baffle 106 form the whole curved surface structure, that is, the front edge curved surface 105 and the bottom area of the side edge baffle 106 have no boundary, so that the whole side surface of the wing plate main body 100 is of a smooth curved surface structure, the edge radiation is further reduced, the side vortex is weakened, and the noise reduction effect is improved.
The side edge of the side edge dam 106 adjacent the trailing edge 102 is not particularly limited and may be a straight edge. Preferably, the edge may be rounded so that the edge is also a circular arc edge. And the edge near the trailing edge 102 of the wing is a side edge baffle 106 in the second direction D z The position with the greatest extension distance.
In some embodiments, the top edge of the baffle is in the second direction D z The lowest extension of the extension is lower than the upper surface 103 of the wing body 100. That is, the starting position of the baffle fixing edge is located on the side surface below the upper surface 103, and the position of the interaction of the side vortex and the upper surface 103 vortex is usually downstream of the middle chord of the flap, so that the baffle top edge of the application starts to extend upwards in an arc-shaped structure from the side surface downstream of the middle chord position of the side surface, the interaction of the side vortex and the upper surface 103 vortex can be effectively prevented from being combined, the side vortex can be effectively weakened, and the noise reduction effect is improved.
In a specific example, the skirt guard 106 is integrally formed with the wing body 100. That is, the side edge dams 106 are made of the same material as the wing plate main body 100, and the side edge dams 106 have high structural strength through integral molding. It can be appreciated that the structure of the present application is integrally formed with the wing plate main body 100, and has a simple structure, so that the present application is easy to prepare, has a low manufacturing cost, a simple manufacturing process, and is easy to efficiently generate in batches.
The above-mentioned integral molding process is not particularly limited, and may be cast molding or may be integrally molded by a mold. The integral molding makes the side surface of the wing plate main body 100 not have an excessive boundary line, so that it can weaken edge radiation and further improve noise reduction effect.
And moreover, the side edge baffle is higher in structural strength due to the integral forming, so that the side edge baffle can be suitable for various flying environments and is suitable for mass production.
The noise suppression effect of the present application will be described below by specific experiments.
In particular, as shown in fig. 3, the aerodynamic noise of the wing edge of a civil propeller aircraft is optimized in the above manner. As shown in FIG. 1 below, the airfoil is rounded at the same curvature on the upper surface of the airfoil body from the airfoil leading edge 101 to a 0.5 chord length position. A baffle is added between the 0.5 chord length position (mid-wing chord) and the wing trailing edge 102. The height of the baffle is 18.7mm, the thickness of the baffle is 2mm, the shape of the front edge of the baffle is optimized by using spline curves, and the lower surfaces 104 of the baffle and the side edges are rounded, so that the optimized flap is obtained.
The optimized flap model is simulated by CFD, and the radiation passing through the side edges in FIG. 4 finally forms side vortex with stronger sides, and the vortex diagram of the vortex-like structure can be obviously seen in the diagram. In the present application, however, the design of the curved surface of the leading edge is shown in fig. 5, so that the vortex flow on the leading edge 101 side of the wing plate is weakened, and then the imaging diagram on the leading edge side in fig. 4 and 5 can be seen, and then in the interaction position of the leading edge and the trailing edge, the formation of the side vortex flow is effectively prevented due to the blocking of the side edge baffle, and the middle imaging diagram in fig. 4 and 5 can be seen.
Thus, the flap of the present application effectively prevents side vortices from interacting with the upper surface 103 vortices and effectively attenuates the side vortices. Through the flap after the actual optimization, the overall noise of the aircraft can be effectively reduced by more than 1.2 dBA. It is known that when the existing noise reduction mode is adopted for noise reduction, as the existing active noise reduction mode and the existing passive noise reduction mode are described above, the common noise reduction effect is less than 1dBA, and the noise reduction effect obtained by the actual test is more than 1.2 dBA.
From the description of the above embodiments, it is clear for a person skilled in the art that by rounding the flap side edges so that the flap side edges are curved, the bonding locations of the side surfaces with the upper surface 103 and the lower surface 104, respectively, no longer have a distinct boundary line, so that it is possible to reduce the formation of side vortices, and further the side edge baffle 106 is arranged so that it is possible to block the interaction of the side vortices with the vortex of the upper surface 103, thereby achieving noise reduction.
Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application.
Claims (10)
1. An aircraft flap comprising a flap body defining first and second opposite ends extending in a first direction to form a flap leading edge and a flap trailing edge, the first and second opposite ends extending in a second direction to form an upper surface, a lower surface and a side surface, the first direction being perpendicular to the second direction, characterized in that the side surface is a leading edge curved surface extending from the flap leading edge in the first direction and terminating between the flap leading edge and the flap trailing edge, the leading edge curved surface having the same curvature as the upper surface curvature of the flap body;
a side edge baffle is extended from the front edge curved surface termination position along a first direction, and the side edge baffle extends to the rear edge of the wing plate along the first direction; the side edge baffle extends along a second direction and protrudes from the upper surface;
the extension amount of the side edge baffle along the second direction gradually increases along with gradually approaching the rear edge of the wing plate, so that the top edge of the baffle formed by extending the side edge baffle along the second direction is of an arc-shaped structure.
2. The aircraft flap of claim 1, wherein the leading edge camber termination position is located at a chord length position of 0.4 to 0.6 times the chord length of the flap body.
3. The aircraft flap of claim 1 or 2, wherein the maximum extension height of the flap top edge is 0.16 to 0.24 chord length.
4. The aircraft flap of claim 1, wherein the side edge flap intersects the lower surface at a circular arc configuration.
5. The aircraft flap of claim 2, wherein the leading edge camber termination position is located at a 0.5 chord length position of the flap body.
6. The aircraft flap of claim 1, wherein the flap top edge has a rounded configuration.
7. The aircraft flap of claim 2, wherein the maximum extension height of the flap top edge is 0.2 chord length.
8. The aircraft flap of claim 3, wherein a lowest extension of the flap top edge extending in the second direction is lower than the upper surface.
9. The aircraft flap of claim 1, wherein the side edge flap is integrally formed with the flap body.
10. The aircraft flap of claim 3, wherein a ratio of a top edge maximum extension height of the side edge flap to an extension distance of the leading edge camber termination position is 2:5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310701882.3A CN116424544B (en) | 2023-06-14 | 2023-06-14 | Aircraft flap |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202310701882.3A CN116424544B (en) | 2023-06-14 | 2023-06-14 | Aircraft flap |
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| Publication Number | Publication Date |
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| CN116424544A CN116424544A (en) | 2023-07-14 |
| CN116424544B true CN116424544B (en) | 2023-08-15 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202310701882.3A Active CN116424544B (en) | 2023-06-14 | 2023-06-14 | Aircraft flap |
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| US4477042A (en) * | 1981-01-19 | 1984-10-16 | Griswold Ii Roger W | Vortex alleviating wing tip |
| US5265830A (en) * | 1992-01-21 | 1993-11-30 | Mcdonnell Douglas Corporation | Trailing edge splitter |
| EP3495267A1 (en) * | 2017-12-05 | 2019-06-12 | The Boeing Company | Unmanned aerial vehicle |
| CN209192227U (en) * | 2018-10-30 | 2019-08-02 | 南京航空航天大学 | A kind of new configuration vertical take-off and landing drone |
| CN112606997A (en) * | 2020-12-29 | 2021-04-06 | 北京北航天宇长鹰无人机科技有限公司 | Unmanned cargo airplane of tailless overall arrangement |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10018389C2 (en) * | 2000-04-13 | 2003-12-18 | Airbus Gmbh | Device and method for reducing wake behind aircraft on approach |
| JP3745754B2 (en) * | 2003-08-25 | 2006-02-15 | 川田工業株式会社 | Small unmanned aerial vehicle |
| US20090302167A1 (en) * | 2006-08-23 | 2009-12-10 | Desroche Robert J | Apparatus and method for use on aircraft with spanwise flow inhibitors |
| JP6486201B2 (en) * | 2015-05-28 | 2019-03-20 | 国立研究開発法人宇宙航空研究開発機構 | Wings, flaps and aircraft |
| WO2018134756A1 (en) * | 2017-01-19 | 2018-07-26 | University Of Pretoria | Tailless aircraft |
| GB2578724A (en) * | 2018-11-05 | 2020-05-27 | Airbus Operations Ltd | Aerodynamic structure for aircraft wing |
| CN111824394B (en) * | 2020-07-27 | 2023-09-05 | 及兰平 | Folding wing with folding trailing edge flap |
-
2023
- 2023-06-14 CN CN202310701882.3A patent/CN116424544B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4477042A (en) * | 1981-01-19 | 1984-10-16 | Griswold Ii Roger W | Vortex alleviating wing tip |
| US5265830A (en) * | 1992-01-21 | 1993-11-30 | Mcdonnell Douglas Corporation | Trailing edge splitter |
| EP3495267A1 (en) * | 2017-12-05 | 2019-06-12 | The Boeing Company | Unmanned aerial vehicle |
| CN209192227U (en) * | 2018-10-30 | 2019-08-02 | 南京航空航天大学 | A kind of new configuration vertical take-off and landing drone |
| CN112606997A (en) * | 2020-12-29 | 2021-04-06 | 北京北航天宇长鹰无人机科技有限公司 | Unmanned cargo airplane of tailless overall arrangement |
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| CN116424544A (en) | 2023-07-14 |
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