CN116654248A - Trailing edge closing device for aircraft wing, aircraft wing and aircraft wing drag reduction method - Google Patents

Abstract

The invention relates to a trailing edge closing device for an aircraft wing, comprising: a linkage configured to hinge to a first hinge point on the rear beam; an actuating element hinged to the flap and connected to the linkage in such a way as to actuate it; a blocking mechanism capable of articulating to a second articulation point on the rear beam and connected to the linkage mechanism; when the flap is moved from the stowed position to the deployed position, the flap brings the actuating element to actuate the linkage mechanism such that the linkage mechanism rotates about the first hinge point and the blocking mechanism rotates about the second hinge point, whereby the blocking mechanism is able to close the wing fixed trailing edge structure. Therefore, after the flap is put down, the wing fixed trailing edge can be automatically closed, a smooth seam between the flap and the wing fixed trailing edge structure is formed, airflow flowing through the front edge of the flap is prevented from flowing into the wing fixed trailing edge structure, and harmful flow-induced vibration and turbulent noise are formed. In addition, the invention also relates to an aircraft wing and an aircraft wing drag reduction method.

Description

Trailing edge closing device for aircraft wing, aircraft wing and aircraft wing drag reduction method

Technical Field

The present invention relates to the field of aircraft, and in particular to fairing designs at the trailing edge of an aircraft wing. In particular, the invention relates to a trailing edge closure device for an aircraft wing. The invention also relates to an aircraft wing comprising such a trailing edge closure device. Furthermore, the invention relates to a method for drag reduction of an aircraft wing.

Background

It is known to reduce the flight speed and the jogging distance as much as possible when landing. This requires the aircraft to have high lift to sustain the flight at landing. For this reason, aircraft often have to match a large attack angle when landing, but general wings have two problems under the large attack angle: firstly, limited by stall attack angle; secondly, the separation vortex on the upper surface of the wing can be continuously separated from the trailing edge, so that an unsteady dynamic load is generated on the wing. The unsteady dynamic load can cause the lift force to fluctuate, is unfavorable for the operation of the aircraft, and simultaneously brings structural fatigue of the wings, thereby shortening the service life of the aircraft.

In order to improve the landing performance of an aircraft, the design and application of a drag reduction or high lift device becomes an important technical approach for improving the landing performance. Modern aircraft obtain high available lift mainly by: increase wing camber, increase wing area, flow control, etc. For example, many aircraft today employ wing trailing edge flaps for high lift, primarily because wing trailing edge flaps can increase the airfoil camber, significantly increase the effective airfoil angle of attack, and also increase the effective airfoil length. In addition, the slot airflows within slotted flaps can also significantly increase lift.

Through decades of development, the high lift devices of large airliners in the world market are gradually unified to the form of leading edge slats and trailing edge single/double slit flaps. In the field of high lift device design, the minimum system complexity is a common goal on the basis of achieving pneumatic performance. Accordingly, many aircraft employ fixed axis deflection flap systems, which are simpler and lighter weight than the sled-type fuller flap mechanisms.

For example, patent document US8336829B2 discloses a progressive wing trailing edge for an aircraft, which wing trailing edge has flaps which can be adjusted downwards and upwards by positive flap deflection and negative flap deflection, respectively, so that the wing profile is closed on the top side by sealing flaps. The airfoil profile is closed on the upper side by a sealing flap and on the lower side by a ventilation flap for using the flap as a control flap, wherein the flap is adjusted between negative and small positive flap deflections.

However, when the flap is lowered, the wing fixed trailing edge is exposed to the flow field after the flap is lowered, which may cause a portion of the airflow flowing past the leading edge of the flap to flow into the space of the wing fixed trailing edge or trailing edge cavity, creating a vortex. Such vortices on the one hand produce waste drag, reduce the lift-increasing contribution of the flap, and on the other hand also cause harmful vibrations of the fixed trailing edge of the wing and turbulence noise. The above phenomena will have a significant impact on the structural durability of the aircraft and will significantly impact the aerodynamic performance of the aircraft wing.

In order to reduce the influence of increased drag caused by vortex flow, thereby improving the take-off/landing performance of an aircraft and improving the take-off/landing performance of an aircraft, a great deal of research on active or passive flow control techniques has been conducted. For example, a certain effect can be obtained by installing a vortex generator on the upper surface of the trailing edge flap, grooving the upper surface of the trailing edge flap for blowing/sucking air, installing a plasma exciter, laying an actuator, and the like. However, these techniques generally have the disadvantages of harsh use conditions, damage to the original structure of the flap, additional energy input, high use and maintenance costs, and the like, which limit the practical application of engineering.

Accordingly, there is a continuing need in the aircraft wing art to reliably reduce the internal vortex of the slot by providing suitable structure and associated methods of operation to reduce drag and increase lift-to-drag ratio.

Disclosure of Invention

The present invention relates to a trailing edge closure device for an aircraft wing that may include a trailing beam, a wing fixed trailing edge structure connected to the trailing beam, and a flap movable between a stowed position proximate to the wing fixed trailing edge structure and a deployed position distal to the wing fixed trailing edge structure, the trailing edge closure device may include: a linkage mechanism, which may be configured to hinge to a first hinge point on the rear beam; an actuation element which may be configured to be hinged to the flap and which is connected to the linkage mechanism so as to be able to actuate it; a blocking mechanism capable of articulating to a second articulation point on the rear beam and connected to the linkage; wherein when the flap is moved from the stowed position to the deployed position, the flap may drive the actuating element to actuate the linkage mechanism such that the linkage mechanism rotates about the first hinge point and the blocking mechanism rotates about the second hinge point, whereby the blocking mechanism is capable of closing the wing fixed trailing edge structure to rectify airflow in the slot between the wing fixed trailing edge structure and the flap.

By means of the trailing edge closing device, the wing fixed trailing edge structure can be automatically closed after the flap is put down by correlating the motion of the flap with the motion of the trailing edge closing device, a smooth seam between the flap and the wing fixed trailing edge structure is formed, airflow flowing through the front edge of the flap is prevented from flowing into the wing fixed trailing edge structure, harmful flow-induced vibration and turbulent noise are formed, aerodynamic resistance is effectively reduced, lift-drag ratio is improved, and safety performance of an airplane is improved.

Preferably, the actuating element may comprise a slider hinged to the flap, the slider may be provided with a through-going slide slot, and the linkage may comprise a slide bar which is able to pass through the slide slot to allow the slider to slide along the slide bar with movement of the flap.

By means of the sliding structure formed by the sliding rod and the sliding block, the wing fixing trailing edge structure of the blocking mechanism closed wing connected with the connecting rod mechanism along with the downward deflection of the flap can be realized by a compact, simple and reliable mechanism.

In particular, the linkage may further comprise a rocker member, which may comprise a first end hinged to the first hinge point and a second end opposite the first end, wherein the slide bar may be hinged to the second end of the rocker member at a position thereof remote from the slide block.

By means of the rocker arm member hinged with the sliding rod, the blocking mechanism can be driven to close the wing fixed trailing edge structure of the wing by simple pivoting.

Advantageously, the blocking mechanism may comprise a blocking element and a link, one end of the link may be hinged to the rocker member at a point between a first end and a second end of the rocker member, the other end of the link may be hinged to the blocking element, the blocking element may comprise opposite first and second ends, wherein the first end of the blocking element is hinged to the second hinge point and the second end of the blocking element may be a free end, the slider being slidable on the slide bar when the flap is moved from the stowed position to the deployed position such that the rocker member may rotate about the first hinge point, thereby driving the blocking element to rotate about the second hinge point via the link, the free end being capable of closing the wing fixed trailing edge structure.

By using a blocking element hinged by a connecting rod to a connecting rod mechanism, mainly a rocker arm member, automatic closing of the wing fixed trailing edge structure of the wing can be achieved.

More preferably, the trailing edge closure device may further comprise a resilient element, wherein one end of the resilient element may be fixed to the second end of the rocker member and the other end may be fixed to the slider, the resilient element being in a relaxed state when the flap is in the stowed position and in a tensioned state when the flap is in the deployed position.

By means of the elastic element, the flap can be given a certain tension during lowering, so that the movement profile (e.g. the movement speed) of the trailing edge closure device actuated with the movement of the flap can be better designed.

For example, the spring rate of the spring element may be designed to maintain the blocking mechanism in a closed wing fixed trailing edge configuration as the flap is moved from the extended position to the other extended position to move the slider away from the slide bar.

Due to the action of the elastic element, the blocking mechanism can hold its closed wing fixed trailing edge structure without the blocking mechanism also moving away from the wing fixed trailing edge structure as a result of further lowering of the flap.

In one particular example, the distance between the first and second ends of the rocker member may be approximately the same as the distance between the first and second hinge points, the distance between the point on the rocker member where the link is hinged to the first hinge point may be approximately two-thirds the distance between the first and second ends of the rocker member, and the distance between the point where the link is hinged to the blocking element and the second hinge point may be approximately half the distance between the first and second hinge points.

The trailing edge closure device according to the above example dimensions can achieve a compact structure and a reliable and stable kinematic relationship (kinematic relationship between the downward deflection of the flap and the closure of the wing-fixed trailing edge structure).

Advantageously, the rocker member may comprise a plurality of rocker arms and a connection portion for connecting the rocker arms, the connection portion being configured to extend in a width direction of the wing fixed trailing edge structure, wherein the connection portion may comprise a first connection rail and a second connection rail spaced apart from each other in a length direction of the rocker portion, the first connection rail may constitute a pivot axis about which the rocker member pivots about the first hinge point, and the second connection rail may constitute a pivot axis about which the link is hinged to the rocker member.

By designing the frame structure extending in the width direction, the mechanism stability and the structural strength of the trailing edge closing device can be effectively improved.

Preferably, the free end may be provided with a flexible portion or comprise an elastic material which is in contact with the inner side surface of the wing fixed trailing edge structure when the flap is in the deployed position.

The impact during closure of the wing fixed trailing edge structure can be significantly reduced by means of a flexible or elastic material and further contributes to the formation of smooth channels thereof and to the reduction of wear due to friction with the wing fixed trailing edge structure.

The invention also provides an aircraft wing comprising: a rear beam; a wing fixed trailing edge structure connected to the trailing beam; a flap; and trailing edge closure means as hereinbefore described for rectifying airflow in the slot between the wing fixed trailing edge structure and the flap.

Finally, the present invention also provides a method of drag reduction for an aircraft wing, which may be used to rectify airflow in a slot between a wing fixed trailing edge structure and a flap of the aircraft wing, which may include a trailing beam, a wing fixed trailing edge structure connected to the trailing beam, and a flap, the method comprising: providing a linkage mechanism that can be hinged to a first hinge point on the rear beam; providing an actuating element which can be articulated to the flap and which is connected to the linkage in such a way that it can be actuated; providing a blocking mechanism that can be hinged to a second hinge point on the rear beam and to the linkage; moving the flap from the stowed position to the first deployed position thereby bringing the actuating element to actuate the linkage mechanism, wherein the linkage mechanism may be rotated about the first hinge point and the blocking mechanism rotated about the second hinge point thereby causing the blocking mechanism to close the wing fixed trailing edge structure.

Drawings

FIG. 1 schematically illustrates a portion of the structure of an aircraft wing and a trailing edge closure device for the aircraft wing with a flap in a stowed position in accordance with one embodiment of the invention;

FIG. 2 schematically illustrates a portion of the structure of the aircraft wing and trailing edge closure device for the aircraft wing according to FIG. 1, with the flap in a deployed position;

FIG. 3 schematically illustrates a perspective view of a trailing edge closure device according to an embodiment of the invention with a flap in a stowed position;

FIG. 4 schematically illustrates a perspective view of the trailing edge closure device according to FIG. 3 with the flap in a deployed position;

FIG. 5 schematically illustrates an enlarged detail of an aircraft wing according to the prior art, wherein the wing fixed trailing edge structure of the wing and the flow direction of the air flow at the flap and in the flap slot are shown;

FIG. 6 schematically illustrates a perspective view of an aircraft wing and trailing edge closure device and an enlarged detail thereof showing the wing-securing trailing edge structure and flap and the flow direction of the air flow in the flap slot in accordance with one embodiment of the invention

FIG. 7 schematically illustrates a perspective view from above of a trailing edge closure device according to an embodiment of the invention;

FIG. 8 schematically illustrates another perspective view from above of the trailing edge closure device according to FIG. 7;

FIG. 9 schematically illustrates a perspective view from below of a trailing edge closure device according to an embodiment of the invention;

FIG. 10 schematically illustrates another perspective view from below of the trailing edge closure device according to FIG. 9;

FIG. 11 schematically illustrates a schematic perspective view of a mechanism of a trailing edge closure device according to an embodiment of the invention;

FIG. 12 schematically illustrates a schematic side view of a mechanism of a trailing edge closure device according to an embodiment of the invention with a flap in a stowed position;

FIG. 13 schematically illustrates a schematic side view of a mechanism of the trailing edge closure device according to FIG. 12 with the flap in a deployed position;

FIG. 14 schematically illustrates a schematic side view of a mechanism of the trailing edge closure device according to FIG. 13, wherein an example of dimensions between components of the trailing edge closure device is shown.

List of reference numerals

100. Trailing edge closure means;

110. a slide block;

120. a slide bar;

130. a rocker arm member;

131 A first end (of the rocker member);

132 A second end (of the rocker member);

133. a rocker arm portion;

134. a first connecting rail;

135. a second connecting rail;

140. a connecting rod;

150. a blocking element;

151 A first end (of the blocking element);

152 A second end (of the blocking element);

160. a first hinge site;

170. a second hinge site;

180. an elastic element;

200. a wing fixed trailing edge structure;

300. a rear beam;

400. a flap;

410 actuators.

Detailed Description

The invention will be further described with reference to specific examples and figures, which should not be construed as limiting the scope of the invention.

First, the present invention relates generally to the field of aircraft wing drag reduction, and in particular, wing fixed trailing edge structure drag reduction. In the present invention, although the invention has been described with the aid of a fixed-axis deflection flap, it will be appreciated that the trailing edge closure device for an aircraft wing of the invention is not limited to use in connection with a fixed-axis deflection flap, but may be applied in other applications where it is desirable to positively influence the hydrodynamic properties in the slot structure between the fixed wing and the flap.

Second, while the present invention describes a flap in its deployed position, it should be understood that there may be multiple deployed positions (also referred to as drop-down detents) for the flap. The stowed position described herein corresponds to the position closest to the fixed trailing edge structure of the wing to which the flap can deflect. In addition, in the present invention, the structure of the flap is known and thus will not be described in detail.

Third, when "upper" and "lower" are described in this disclosure, the meaning is with reference to the attitude of the aircraft in normal flight or in performing a test.

Fourth, the term "fairing" as used herein refers to the process of reducing turbulence by securing the trailing edge structure relative to prior art flaps and closure wings, but the term "closure" does not require airtight closure, as long as structures and methods of operation that achieve the effect of reducing turbulence or fairing to some extent are within the scope of the present invention.

Finally, it is noted that the numerical values given in the embodiments are only exemplary and are not limiting to the scope of the invention.

The trailing edge closure device 100 according to the invention is suitable for use with an aircraft wing. Here, the aircraft wing mainly includes a trailing beam, a wing fixed trailing edge structure 200 connected to the trailing beam, and a flap 400. Typically, the wing fixed trailing edge structure 200 is fixed and the flap 400 is movable, e.g. rotatable about a fixed axis (reference may be made to a fixed axis deflection flap, fig. 3 showing its actuator 410 in a stowed state and fig. 4 showing the actuator 410 in an ejected state). The trailing beam may be, for example, the trailing beam 300 of a wing, but may be other fixed structures, and does not require that the trailing beam must be coupled to the wing fixed trailing edge structure 200, so long as there is no relative movement between the two. Optionally, the wing of the invention may also comprise an underlying fairing for protecting the flap, which fairing is preferably movable with the flap.

The flap 400 of the present invention may be movable between a stowed position and a deployed position, such as rotating about a fixed axis. In the stowed position (see, e.g., fig. 3), the flap 400 is proximate to the wing fixed trailing edge structure 200 of the wing, and in the deployed position (see, e.g., fig. 4), the flap 400 is distal from the wing fixed trailing edge structure 200 of the wing. In the stowed position, the flap 400 and the wing fixed trailing edge structure 200 may form a substantially closed slot that does not substantially significantly affect the flight performance of the aircraft. However, in existing conventional aircraft, the wing-fixed trailing edge structure 200 of the wing may have a portion of the airflow channeling into the trailing edge structure when the flap 400 is in the lowered state (i.e., when the flap 400 is in the lowered position). A conventional typical wing fixed trailing edge and flap structure (lowered state) is schematically shown in fig. 5, wherein the laminar flow through the wing fixed trailing edge structure is depicted in solid lines and the turbulent or turbulent flow into the fixed wing fixed trailing edge structure 200 is depicted in dashed lines. Such turbulence or eddies will cause detrimental flow induced vibrations. For the durability of the aircraft structure, such vibrations will affect the service life of the aircraft structure and surrounding systems, increasing the operating costs. In addition, the movement of the air flow can also obviously influence the aerodynamic characteristics of the aircraft, and the aircraft flying performance is reduced.

To address the above problems, the present invention provides a trailing edge closure device 100 for an aircraft wing. As previously mentioned, the term "closed" does not refer to fully closing the wing fixed trailing edge structure, but rather, is consistent with reducing airflow into the wing fixed trailing edge structure or flap slot to enhance aerodynamic performance (reduce aerodynamic drag, increase lift-to-drag ratio) of the aircraft. In the present invention, the trailing edge closure device 100 may be in contact with the wing fixed trailing edge structure 200, but this is not required, for example, it may be spaced apart a distance and not completely enclose the trailing edge internal structure. For example, the trailing edge closure device 100 may close the wing fixed trailing edge structure 200 near or remote from the free end of the wing fixed trailing edge structure 200. This may reduce the risk of the trailing edge closure device 100 interfering with the movement of the flap 400 during the respective movement when the trailing edge closure device 100 is closest to the wing fixed trailing edge structure 200 at a position remote from the free end of the wing fixed trailing edge structure 200.

It should be noted that, in principle, the trailing edge closing device 100 of the present invention can increase the lift coefficient of the wing after the flap is lowered and reduce the aerodynamic drag caused by the air flow channeling as long as the slot is smooth compared with the existing fixed trailing edge structure of the wing. Also, this is at least because the smooth slot between the flap 400 and the wing fixed trailing edge structure 200 of the wing may prevent airflow past the leading edge of the flap 400 from channeling into the wing fixed trailing edge, creating detrimental flow induced vibration and turbulence noise. The airflow after forming such a contoured slot is illustrated schematically in FIG. 6, i.e., substantially only laminar flow is created between the wing fixed trailing edge structure 200 and the flap 400, without substantial turbulence or vortices having a relatively large energy.

In accordance with the present invention, the trailing edge closure device 100 effects closure of the wing-securing trailing edge structure 200 (e.g., as compared to fig. 2 and 1) as the flap 400 moves from the stowed position to the deployed position to rectify airflow in the slot between the trailing edge and the flap 400, thereby reducing drag and increasing lift-drag ratio of the aircraft wing. This closing occurs with the movement of the flap 400 or in response to the movement of the flap 400. In other words, movement of the flap 400 from the stowed position to the deployed position actuates the trailing edge closure device 100 of the present invention such that it completes the closure of the wing fixed trailing edge structure 200 without the need for an additional actuation mechanism. It will be appreciated that the movement of the flap 400 is directly kinematically related or linked to each other with the closing of the wing fixed trailing edge structure 200. Preferably, the trailing edge closure device 100 can complete the closure of the wing fixed trailing edge structure 200 under the driving action of the flap 400 itself before the flap 400 is lowered to a typical first stowed position (which may be referred to as a first deployed position) (e.g., a 7-10 declination angle).

The trailing edge closure device 100 of the present invention includes a number of mechanisms and elements. First, the trailing edge closure device 100 can include a linkage mechanism that can be configured to hinge to a first hinge point 160 on a trailing beam (e.g., a fixed wing trailing beam 300) so as to be pivotable relative to the first hinge point 160. The linkage may comprise a plurality of elements or members. Second, the trailing edge closure device 100 can include an actuating element that can be configured to hinge to the flap 400 so as to be pivotable relative to the flap 400 (the flap 400 itself being movable, e.g., rotatable about a fixed axis). The actuating element can be connected to the linkage so that it can actuate the linkage. More specifically, as the flap 400 moves from the stowed position to the deployed position, the flap 400 may drive the actuating element to actuate the linkage mechanism to enable the linkage mechanism to rotate about the first hinge point 160.

Furthermore, the trailing edge closure device 100 of the invention can also comprise a blocking mechanism which can be hinged to the second hinge point 170 on the rear beam on the one hand and which can be connected to the linkage on the other hand. As shown in fig. 12-13, the second hinge position may be spaced apart from the first hinge position in an up-down direction. For example, the linear distance between the second hinge position and the first hinge position may be close to the distance of the rocker member 130 between the first end 131 and the second end or the length of the rocker member 130 (shown in side view). In some embodiments, the blocking mechanism can be hinged to the back beam, such as a fixed wing back beam 300 or an integral extension of the back beam 300 or other structure fixedly connected to the back beam 300. Such articulation may be achieved, for example, by a pivot disposed between the rear beam and the blocking mechanism, as best shown in fig. 11.

The blocking mechanism is coupled to the linkage mechanism such that when the linkage mechanism rotates about the first hinge point 160 (as described above, due to the rotation of the actuation of the linkage mechanism by the actuation element as the flap 400 moves from the stowed position to the deployed position), the blocking mechanism can rotate about the second hinge point 170, whereby the blocking mechanism can close the wing fixed trailing edge structure 200, forming a relatively smooth slot, thereby rectifying airflow within the slot between the wing fixed trailing edge structure 200 and the flap 400.

Thus, for the purposes of the present invention, the path of movement of the trailing edge closure device 100 is essentially: the flap 400 moves the actuating element which actuates the linkage to rotate about the first hinge point 160, which in turn moves the blocking mechanism to rotate about the second hinge point 170, which in turn enables the wing fixed trailing edge structure 200 of the wing to be closed. Notably, the blocking mechanism may constitute the primary mechanism of the closed wing fixed trailing edge structure 200, and other mechanisms or elements may be used primarily for motion transfer.

The actuating element of the trailing edge closure device 100 can comprise a slider 110 hinged to the flap 400, i.e. the slider 110 can be connected with the flap 400 such that it can pivot relative to the flap 400. The slide 110 may be provided with a through-going chute for receiving the slide bar 120 of the linkage mechanism such that the slide bar 120 may pass through the chute. The slider 110 may slide along the slide bar 120 as the flap 400 of the present invention moves between the stowed position and the deployed position as the flap 400 moves. Of course, the particular configuration of the actuating element and the form of connection between the actuating element and the linkage mechanism of the present invention is not limited thereto, and may be any configuration that enables movement of the flap 400 to rotate the linkage mechanism about the first hinge point 160, such as a rack and pinion or other linkage mechanism.

In addition to the slide bar 120, the linkage mechanism also includes a rocker member 130, the rocker member 130 being connected between a first hinge point 160 (e.g., a first hinge) and the slide bar 120 or other element that is actuatable by an actuating element. As shown in fig. 7-8 and 12-13, the rocker member 130 may include a first end 131 hinged to the first hinge site 160 and a second end opposite the first end 131. Preferably, the first end 131 and the second end are both ends of the rocker member 130, but the present invention is not limited thereto. The slide bar 120 may be hinged to the second end of the rocker member 130 at a location remote from the shoe 110. The other end of the slide bar 120 may preferably be a free end. The slider 110 of the actuating element can move, in particular slide, between the first end and the second end of the slide bar 120. In some embodiments, the length of the rocker member 130 between the first end 131 and the second end may be one half to one third of the length of the slide bar 120. It will be appreciated that the specific dimensions may be determined based on the actual geometry of the flap rotating rocker mechanism. The proposed geometric proportion of the mechanism design is illustrated below.

Preferably, the blocking mechanism may comprise at least a blocking element 150 and a link 140, wherein the link 140 is mainly used for connecting the blocking element 150 to the link mechanism, preferably to the rocker member 130 of the link mechanism. For example, one end of the link 140 may be hinged to the rocker member 130 at a point between the first and second ends 131, 131 (e.g., approximately two-thirds to three-fourths the distance between the first and second ends 131, i.e., closer to the second end of the rocker member 130), while the opposite end of the link 140 may be hinged to the blocking element 150 (e.g., may be substantially closer to the first end 151 thereof than the free end of the blocking element 150, such as less than 25%, less than 20%, less than 15%, less than 10%, etc., of the full length of the blocking element 150 from the first end 151). Thus, the link 140 can rotate either about the linkage mechanism or about the blocking element 150, but the link 140 constitutes a linkage element between the blocking element 150 and the linkage mechanism. In some embodiments, the length of the link 140 is less than the distance between the first hinge site 160 and the second hinge site 170, e.g., only one third to one half thereof.

Advantageously, the blocking element 150 comprises a first end 151 and an opposite second end 152, wherein the first end 151 can be hinged to the second hinge point 170, while the second end 152 thereof is preferably a free end. The blocking element 150, and in particular its second end 152, is used to close the wing fixed trailing edge structure 200 of the wing. If direct contact with the wing fixed trailing edge structure 200 is to be made, it is preferred that the free end of the blocking element 150 may be provided with a flexible portion or comprise an elastic material to reduce direct impact on the wing fixed trailing edge structure 200 and reduce the risk of wear. Furthermore, it is preferred that the lowered blocking element 150 can form an aeroplane aerodynamic profile as part of the wing aerodynamic surface when the flap 400 is in the stowed position.

As previously described, in these embodiments, when the flap 400 is moved from the stowed position to the deployed position (see fig. 12-13, the flap 400 is rotated clockwise), the slider 110 slides along the slide bar 120 such that the rocker member 130 is rotatable about the first hinge point 160 (the rocker member 130 is rotated counter-clockwise), thereby rotating the blocking element 150 about the second hinge point 170 (the blocking element 150 is also rotated counter-clockwise) via the link 140 of the blocking mechanism, the free end of the blocking element 150 being capable of closing the wing fixed trailing edge structure 200 of the wing. By closing the blocking element 150, for example in the form of a flap, the wing trailing edge compartment opening is closed, avoiding structural detrimental vibrations caused by the slot air flow channeling, as well as structural fatigue and durability degradation caused by the detrimental vibrations.

In a more preferred embodiment, the trailing edge closure device 100 can also include a resilient element 180. One end of the resilient element 180 may be secured to the second end of the rocker member 130 and the opposite end may be secured to the shoe 110 (see, e.g., fig. 9-10). Since both ends are secured to the linkage and the shoe 110, respectively, the resilient element 180 may be configured (e.g., without limitation, a spring rate, a position, a sizing design, etc.) such that the resilient element 180 is in a relaxed state when the flap 400 is in the stowed position, and such that the resilient element 180 is in a tensioned state when the flap 400 is in the deployed position. Preferably, the elastic coefficient (stiffness) of the elastic member 180 may be designed to: during further lowering of the flap 400 (e.g., from the above-described extended position to an extended position further down in the figure or other lowering detents (e.g., second, third lowering detents), the slider 110 may extend along the slide bar 120 toward its free end), the blocking mechanism, and primarily the blocking element 150, will always be in a closed position relative to the wing fixed trailing edge structure 200, maintaining a smooth slot forming the wing fixed trailing edge structure 200.

Advantageously, the elastic element 180 may be arranged along the slide bar 120, for example the elastic element 180 is configured as a spring, for example a helical spring, surrounding the slide bar 120 and extending along its length (see fig. 10). In some embodiments, the spring rate of the coil spring may be determined based on the particular dimensions of the various components in the closed trailing edge device, the hinge moment (which may be determined by factors such as flight conditions, structural dimensions, geometry of the airfoil profile, wing stiffness, etc.), and the like. For example, when the hinge moment is 10 kilonewtons/meter, in the mechanism model established in this patent, the spring force is about 2 kilonewtons, and the elastic coefficient may be 0.1 kilonewtons/millimeter.

In fig. 14, a specific embodiment of the trailing edge closure device 100 is shown, but the dimensions of the various mechanisms and elements of the trailing edge closure device 100 of the present invention are not limited to the values shown, and the specific values relate to the design dimensions of the wing-securing trailing edge structure 200, flap 400, etc. of the aircraft wing itself. Furthermore, the proportional relationships between the various mechanisms and elements of the trailing edge closure device 100 shown in FIG. 14, while preferred, are also exemplary.

While the form of the various primary mechanisms and elements of the trailing edge closure device 100 are shown in side view, it should be understood that at least some of the above-described mechanisms and elements of the trailing edge closure device 100 may have an extent along the width direction of the wing (which may be referred to as the width direction) of the wing fixed trailing edge structure 200 of the wing.

In the embodiment as shown in fig. 7-8, the rocker member 130 of the linkage mechanism may be configured in a frame or bracket shape. For example, the rocker member 130 may include a plurality of rocker arms 133 (i.e., constituting the length of the rocker member 130 in side view), and a (lateral) connection portion for connecting these rocker arms 133, the connection portion being configured to extend in the width direction of the wing fixed trailing edge structure 200 of the wing. Advantageously, the connecting portion may include a first connecting rail 134 and a second connecting rail 135 spaced apart from each other along the length of the rocker arm portion 133. Preferably, the first connecting rail 134 may constitute a pivot for the rocker member 130 to pivot about the first hinge point 160, while the second connecting rail 135 may constitute a pivot for the link 140 to hinge to the rocker member 130. In addition, the connection portion may further include a connection rail to connect the swing arm portion 133 at other points to improve structural strength.

Advantageously, several groups, in particular two groups, of linkage arrangements, for example two groups of rocker members 130 and corresponding several groups, for example two groups, of slide bars 120, may be arranged in the width direction of the wing fixed trailing edge structure 200 of the wing. Thus, the trailing edge closure device 100 can further comprise a corresponding plurality, e.g., two actuation elements, e.g., two sliders 110, correspondingly configured to be coupled to the flap 400. In this case, the links 140 for connecting the blocking element 150 and the rocker member 130 of the linkage mechanism may also be provided with corresponding groups. It is preferred that the blocking mechanism comprises only one blocking element 150, i.e. even if several sets of links 140 are provided, these links 140 are hinged to a common blocking element 150. The blocking element 150 is preferably configured as a flat (bulk) baffle, but this configuration is not limiting. More preferably, the above two sets of mechanisms or elements are arranged symmetrically on both sides of the flap support with respect to the flap support.

For the present invention, the trailing edge closure device 100 is coupled to the flap 400, and the downward movement of the flap 400 provides the driving force of the trailing edge closure device 100 to effect the mechanical linkage. The portion of the trailing edge closure device 100 exposed to the wing profile is enveloped by the fairing of the flap support and is always inside the fairing of the flap support throughout the movement.

In addition, the present invention provides a method for drag reduction of an aircraft wing by rectifying airflow in a slot between a wing fixed trailing edge structure 200 and a flap 400 of the aircraft wing. The drag reduction method comprises the following steps: providing a linkage mechanism, articulating the linkage mechanism to a first articulation point 160 on the rear beam; providing an actuating element, hinging the actuating element to the flap 400, and connecting the actuating element with the linkage so as to be able to actuate it; a blocking mechanism is provided that is hinged to the second hinge point 170 on the rear beam and to the linkage. After the above mechanisms or elements have been provided, the drag reduction method of the present invention includes the operations of: the flap 400 is moved from the stowed position to the deployed position (e.g., may be a first drop-down detent), thereby actuating the actuating element to actuate the linkage (e.g., the slider 110 actuates the slide bar 120, the slide bar 120 actuates the linkage), wherein the linkage is rotated about the first hinge point 160 and the blocking mechanism is rotated about the second hinge point 170, thereby allowing the blocking mechanism (e.g., the blocking element 150 in the form of a flapper) to close the wing fixed trailing edge structure 200 of the wing.

In addition, as the flap 400 moves from the stowed position described above to the other stowed positions (e.g., the second and third stow detents may be present), the blocking mechanism may retain its wing fixed trailing edge structure 200 closing the wing due to the action of the resilient element 180 without causing the blocking mechanism to move away from the wing fixed trailing edge structure 200 as a result of further lowering of the flap 400.

While various embodiments of the present invention are described with reference to a fixed axis deflection flap system in the various figures, it should be understood that embodiments within the scope of the present invention may be applied to typical applications of other wing trailing edges having similar structure and/or function.

The foregoing description has provided numerous features and advantages including various alternative embodiments, as well as details of the structure and function of the devices and methods. The intent herein is exemplary and not exhaustive or limiting.

It will be apparent to those skilled in the art that various modifications can be made in the full scope indicated by the broad general meaning of the terms expressed in the appended claims, especially in matters of structure, material, elements, components, shapes, sizes and arrangements of parts, including combinations of parts within the principles described herein. To the extent that such modifications do not depart from the spirit and scope of the appended claims, they are intended to be included therein.

Claims (11)

1. A trailing edge closure device for an aircraft wing, the aircraft wing comprising a trailing beam, a wing fixed trailing edge structure (200) connected to the trailing beam, and a flap (400), the flap (400) being movable between a stowed position proximate to the wing fixed trailing edge structure (200) and a deployed position remote from the wing fixed trailing edge structure (200), the trailing edge closure device (100) comprising:

a linkage mechanism configured to hinge to a first hinge point (160) on the rear beam;

an actuation element configured to be hinged to the flap (400) and connected with the linkage mechanism so as to be actuatable;

a blocking mechanism hingeable to a second hinge point (170) on the rear beam and connected to the linkage mechanism;

wherein when the flap (400) moves from the stowed position to the deployed position, the flap (400) drives the actuating element to actuate the linkage mechanism such that the linkage mechanism rotates about the first hinge point (160) and the blocking mechanism rotates about the second hinge point (170), whereby the blocking mechanism is capable of closing the wing fixed trailing edge structure (200) to rectify airflow in a slot between the wing fixed trailing edge structure (200) and the flap (400).

2. The trailing edge closure device according to claim 1, wherein the actuating element comprises a slider (110) hinged to the flap (400), the slider (110) being provided with a through-going chute, the linkage comprising a slide bar (120) through which the slide bar (120) can pass to allow the slider (110) to slide along the slide bar (120) with movement of the flap (400).

3. The trailing edge closure device of claim 2, wherein the linkage further comprises a rocker member (130), the rocker member (130) comprising a first end (131) hinged to the first hinge point (160) and a second end (132) opposite the first end (131), wherein the slide bar (120) is hinged to the second end of the rocker member (130) at a location thereof remote from the slider (110).

4. The trailing edge closure device according to claim 3, wherein the blocking mechanism comprises a blocking element (150) and a link (140), one end of the link (140) being hinged to the rocker member (130) at a point between a first end (131) and a second end (132) of the rocker member (130), the other end of the link (140) being hinged to the blocking element (150), the blocking element (150) comprising opposite first (151) and second (152) ends, wherein the first (151) end of the blocking element (150) is hinged to the second hinge point (170) and the second (152) end of the blocking element (150) is a free end, the slider (110) sliding on the sliding bar (120) such that the rocker member (130) rotates about the first hinge point (160) when the flap (400) moves from the stowed position to the deployed position, thereby securing the trailing edge closure structure (200) about the second hinge point via the link (140).

5. The trailing edge closure device of claim 4, wherein the trailing edge closure device (100) further comprises a resilient element 180, wherein one end of the resilient element (180) is secured to the second end of the rocker member (130) and the other end is secured to the slider (110), the resilient element (180) being in a relaxed state when the flap (400) is in the stowed position and the resilient element (180) being in a tensioned state when the flap (400) is in the deployed position.

6. The trailing edge closure device of claim 5, wherein the spring coefficient of the spring element (180) is designed to maintain the blocking mechanism closed against the wing fixed trailing edge structure (200) when the flap (400) is moved from the deployed position to the other deployed position to move the slider (110) away from the slide bar (120).

7. The trailing edge closure device according to any one of claims 4-6, wherein the distance between the first end (131) and the second end (132) of the rocker member (130) is close to the distance between the first hinge point (160) and the second hinge point (170), the distance from the first hinge point (160) at the point on the rocker member (130) where the link (140) is hinged is about two-thirds the distance between the first end (131) and the second end (132) of the rocker member (130), and the distance from the second hinge point (170) at the point where the link (140) is hinged to the blocking element (150) is about half the distance between the first hinge point (160) and the second hinge point (170).

8. The trailing edge closure device according to any one of claims 4-6, wherein the rocker member (130) comprises a plurality of rocker arms (133) and a connection for connecting the rocker arms (133), the connection being configured to extend in a width direction of the wing fixed trailing edge structure (200), wherein the connection comprises a first connection rail (134) and a second connection rail (135) spaced apart from each other in a length direction of the rocker arms (133), the first connection rail (134) constituting a pivot for the rocker member (130) to pivot about the first hinge point (160), the second connection rail (135) constituting a pivot for the link (140) to hinge to the rocker member (130).

9. The trailing edge closure device according to any one of claims 4 to 6, wherein the free end is provided with a flexible portion or comprises an elastic material which is in contact with an inner side surface of the wing fixed trailing edge structure (200) when the flap (400) is in the deployed position.

10. An aircraft wing, the aircraft wing comprising:

a rear beam;

a wing fixed trailing edge structure (200) connected to the trailing beam;

a flap (400);

the trailing edge closure device according to any one of claims 1 to 9 for rectifying airflow in a slot between the wing fixed trailing edge structure (200) and the flap (400).

11. An aircraft wing fairing method of fairing an in-slot airflow between a wing fixed trailing edge structure (200) and a flap (400) of an aircraft wing, wherein the aircraft wing includes a trailing beam, the wing fixed trailing edge structure (200) connected to the trailing beam, and the flap (400), the method comprising:

providing a linkage mechanism, articulating the linkage mechanism to a first articulation point (160) on the rear beam;

-providing an actuating element, hinging the actuating element to the flap (400), and connecting the actuating element with the linkage so as to be able to actuate it;

providing a blocking mechanism, articulating the blocking mechanism to a second articulation point (170) on the rear beam and to the linkage;

moving the flap (400) from the stowed position to a first deployed position, thereby bringing the actuating element to actuate the linkage mechanism, wherein the linkage mechanism is rotated about the first hinge point (160) and the blocking mechanism is rotated about the second hinge point (170), thereby causing the blocking mechanism to close the wing fixed trailing edge structure (200).