EP2536626A1 - Système de surfaces aérodynamiques auxiliaires pour un aéronef - Google Patents

Système de surfaces aérodynamiques auxiliaires pour un aéronef

Info

Publication number
EP2536626A1
EP2536626A1 EP11704576A EP11704576A EP2536626A1 EP 2536626 A1 EP2536626 A1 EP 2536626A1 EP 11704576 A EP11704576 A EP 11704576A EP 11704576 A EP11704576 A EP 11704576A EP 2536626 A1 EP2536626 A1 EP 2536626A1
Authority
EP
European Patent Office
Prior art keywords
auxiliary
aircraft
aerodynamic
arrangement according
arrangement
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP11704576A
Other languages
German (de)
English (en)
Inventor
Peter Kreuzer
Sven Schaber
Iris Goldhahn
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Operations GmbH
Original Assignee
Airbus Operations GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Operations GmbH filed Critical Airbus Operations GmbH
Publication of EP2536626A1 publication Critical patent/EP2536626A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C23/00—Influencing air flow over aircraft surfaces, not otherwise provided for
    • B64C23/06—Influencing air flow over aircraft surfaces, not otherwise provided for by generating vortices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C21/00—Influencing air flow over aircraft surfaces by affecting boundary layer flow
    • B64C21/10—Influencing air flow over aircraft surfaces by affecting boundary layer flow using other surface properties, e.g. roughness
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/10—Drag reduction

Definitions

  • the invention relates to an arrangement of auxiliary aerodynamic surfaces for an aircraft.
  • the invention relates to an arrangement of
  • Auxiliary aerodynamic surfaces for an aircraft, an aircraft with at least one auxiliary aerodynamic surface, and the use of such auxiliary aerodynamic surfaces on an aircraft are auxiliary aerodynamic surfaces for an aircraft, an aircraft with at least one auxiliary aerodynamic surface, and the use of such auxiliary aerodynamic surfaces on an aircraft.
  • Aircraft of various types often have an aerodynamically optimized shape to reduce the fuel consumption and to improve the flight characteristics. Aircraft with relatively high cruising speeds usually have a rather oblong shape, but there are also fighter devices which, despite the relatively high cruising speed to be achieved, have an aerodynamically not optimized form for all concerns. This could sometimes be the case with transport aircraft, which must meet in addition to the transport function and a particularly easy accessibility of the cargo hold and about a raised fuselage tail with an opening flap, so that bulky goods, vehicles and the like can be easily introduced into the fuselage of the aircraft. Such aircraft sometimes have a landing gear, which is arranged laterally of the actual fuselage under outward facing suspension panels is. Such bulged shapes on a fuselage underside are also referred to in professional circles with the term "Sponson", which originally comes from shipbuilding.
  • US 5,069,402 shows a hauled-up cargo transport aircraft in which vortex generators are disposed on an underside of the raised torso tail in an area acted upon by the main vortex to move around
  • Another object of the invention could be to additionally reduce the aerodynamic drag of the aircraft.
  • the described embodiments equally relate to the arrangement of aerodynamic auxiliary surfaces, the use and the aircraft.
  • aerodynamic auxiliary surfaces mentioned features for use or implement in the aircraft, and vice versa.
  • an arrangement of aerodynamic auxiliary surfaces which has a longitudinal axis and at least one aerodynamic auxiliary surface in a lateral offset to the longitudinal axis.
  • the auxiliary aerodynamic surface is designed to generate eddies when exposed to air.
  • the arrangement is further adapted to be arranged on a lower side of an aircraft.
  • lateral offset defines that the auxiliary aerodynamic surface does not coincide with the longitudinal axis of the arrangement according to the invention but is spaced therefrom. If the arrangement according to the invention is positioned on a lower side of an aircraft, the auxiliary aerodynamic surface could be located, for example, in a right or in a left half of the aircraft and is of one vertical plane passing through a longitudinal axis of the aircraft, spaced.
  • a downstream side of the auxiliary aerodynamic surface is at a different distance from the longitudinal axis of the arrangement according to the invention than the side facing the upstream side.
  • the arrangement according to the invention has a plurality of aerodynamic auxiliary surfaces in a symmetrical arrangement with respect to the longitudinal axis of the arrangement according to the invention, in order to avoid additional yawing moments and thus to prevent the rudder deflection required.
  • the aerodynamic auxiliary surface is configured such that a downstream-facing side of the auxiliary surface further into which the inventive arrangement flowing around
  • Air flow extends as the upstream side.
  • the vortex formation through the aerodynamic auxiliary surfaces is thus very harmonious, since abrupt cross-sectional or profile transitions are avoided, which could lead to a discontinuous and possibly unpredictable vortex formation.
  • the arrangement according to the invention comprises two, three, four, five or more pairs of aerodynamic auxiliary surfaces arranged symmetrically to one another, arranged in groups of two
  • the auxiliary aerodynamic surface is designed substantially triangular. However, this does not exclude that individual edges or corners of the auxiliary surface are rounded. This form is very easy to produce, resulting in low manufacturing and spare parts costs
  • the aerodynamic auxiliary surface is flat and has a planar shape, so that a particularly easy production can be achieved and the vortex formation is adjustable by an angle of attack with respect to the longitudinal axis of the air flow or the local flow vector.
  • the aerodynamic auxiliary surface is designed sickle-shaped, so that a harmonious Strömungsumlenlcung and thus a harmonious and particularly well predictable vortex formation can be done.
  • the auxiliary aerodynamic surface may have a leading edge whose local tangent is aligned parallel to the local flow vector while the auxiliary surface has a tangent that is oblique to the local flow vector at the leading edge.
  • the aerodynamic auxiliary surface is twisted, that is, the further the aerodynamic auxiliary surface in the air flow extends, the more or less vary the Winlcel of the local tangents at the leading edge and / or the trailing edge relative to the local flow vector of the directed to the leading edge air flow.
  • similar shapes are known, for example, from turbine blades of turbojet engines.
  • Aerodynamic auxiliary surface on a symmetrical profile Aerodynamic auxiliary surface on a symmetrical profile.
  • auxiliary aerodynamic surface it is preferred to manufacture the auxiliary aerodynamic surface to reduce the direct manufacturing costs of a metallic material.
  • any other aviation-capable material may be used as long as it is capable of coping with the forces, moments, temperature and pressure differences associated with a typical load during a flight, and a selection aspect could be of low specific gravity.
  • composites in the form of fiber composites, elastomers, thermosets, fiber-metal laminates or the like are mentioned.
  • the material may be made elastic so as to reduce the risk of damage to a ground contact of the underside of the aircraft.
  • the orientation of the aerodynamic Hilfsfikiee such as its angle to the longitudinal axis of the arrangement, adjustable. This could be done both by manual adjustment using a tool done, as well as by an actuator. In the latter case, it is advisable to use the auxiliary aerodynamic surface as a function of flight parameters
  • Adjust control unit so that at lower speeds, a larger angle is set, as at lower airspeeds.
  • the angle could be adjusted depending on the Anstell winke 1 of the aircraft.
  • an aircraft is specified with a raised hull rear end, on the underside of an arrangement according to the invention is arranged with the features shown above. It is advantageous to fix the arrangement according to the invention in such a position of the underside, which before an upward bend of an underside of the trunk tail, i. upstream of the upward bend.
  • the advantage of such a positioning is that the efficiency of the auxiliary aerodynamic surfaces over known vortex generators can be significantly increased because the auxiliary surfaces are not directly in the
  • Auxiliary surfaces therefore vortex, which mix with or influence the downstream main vortices.
  • the arrangement according to the invention on the aircraft according to the invention is preferably set up such that the auxiliary aerodynamic surfaces generate vortices which influence the spatial extent of the main vortex and its position behind the aircraft according to the invention so that a lesser disturbance to the aircraft arises.
  • the angle of the underside of the fuselage tail and other parameters this could result, for example, in that caused by the auxiliary aerodynamic surfaces formed vertebrae have the same direction of rotation, as the respective downstream main vortex, but in the z-direction are further spaced from the aircraft according to the invention.
  • the extension of the main vortexes in the z and y directions could be limited or reduced, which has a positive effect on the directional stability of the aircraft according to the invention.
  • Vortizticianin contribute to the tailgate, which is particularly in a T-tail configuration in an induced crosswinding of the
  • Tail could result, could force the aircraft of the invention in a sliding flight or generally tends to unsteady yawing.
  • Auxiliary surfaces formed and extending in the z-direction below the main vortex vortex with the same direction to the rotation of the main vortex movement could compensate for this effect at least partially.
  • the aircraft also has at least one landing gear lining, which is not integrated flush in the fuselage, but protrude from the fuselage on the underside of a fuselage in the manner of Sponsons, the positioning of the arrangement according to the invention on the underside of the sponsons lends itself.
  • the vortex created by Sponsons leads to the turning sense of the main vortex have opposite direction of rotation.
  • this can lead to the deflection of the main vortexes in the z-direction of the aircraft, ie downward from the aircraft according to the invention, as a result of the action of the sponson whirls.
  • this tends to increase the preverticity compared to configurations without Sponsons, leading to a deterioration in directional stability.
  • both the main vortices arising from the aircraft itself and the vortices generated by the sponsors can be effectively influenced by additional vortices flowing through the aerodynamic auxiliary surfaces into the vortices of the vehicle trims in direct, immediate surroundings and compensating for them at least in part, so that the invention Arrangement of aerodynamic auxiliary surfaces should be set up so that at least the resulting by the sponsons vertebrae are partially or completely compensated. This can be the cause of the sponson swirls
  • an additional aerodynamic auxiliary surface is arranged parallel to the longitudinal axis of the aircraft in order to achieve an additional improvement of the directional stability.
  • Fig. 1 shows an aircraft with a raised hull rear and separate from the fuselage fairings in a three-dimensional view.
  • 2a and 2b show aerodynamic auxiliary surfaces on a lower side of an aircraft according to the invention.
  • 3a to 3i show an underside of a wind tunnel model with aerodynamic auxiliary surfaces on its underside and various embodiments of arrangements of aerodynamic auxiliary surfaces.
  • FIG. 4a to 4d show different aerodynamic auxiliary surfaces
  • Fig. 4e shows an adjustable by an actuator auxiliary surface
  • Fig. 5 shows a method for adjusting aerodynamic auxiliary surfaces.
  • FIG. 6 shows an outline of an aircraft with the fuselage tail raised and at least one arrangement according to the invention arranged thereon.
  • Fig. 1 shows an aircraft 2 with two separate from a fuselage 4 and executed in the form of sponsors main landing gear panels 6 and 8 in a three-dimensional view.
  • the peculiarity of this aircraft 2 is the fact that the fuselage tail 10 does not run straight downstream, but is pulled up and thus partially protrudes into the flow around the aircraft 2.
  • the aim of the arrangement according to the invention is to influence this
  • aerodynamic quality at least partially correct, to reduce air resistance and to improve the directional stability.
  • auxiliary aerodynamic surfaces 20 are shown, which are arranged on an underside 22 of the aircraft 2.
  • the auxiliary aerodynamic surfaces 20 have a triangular shape with the downstream, i.e. to the aft of the aircraft 2 side 24 extends further from the underside 22 of the aircraft 2 in the air flow, as the upstream facing side 26.
  • the direction of the air flow is indicated by arrows "v" representing air flow vectors.
  • the longitudinal extension of the aerodynamic auxiliary surfaces 20 does not run parallel to a longitudinal axis 28 of the aircraft 2, but obliquely thereto.
  • the downstream, i. the rear-facing side 24 is different from a longitudinal sectional plane away, as the upstream facing side 26. This means that the
  • Air flow is deflected laterally when flowing through the auxiliary aerodynamic surfaces, which leads to a vortex formation.
  • auxiliary area 20 In the illustration shown, two auxiliary surfaces 20 are arranged at a distance from one another and aligned parallel to one another.
  • the vortex formation can be increased and / or the size of the auxiliary surfaces can be reduced while maintaining a desired vortex formation, which can significantly reduce the strength requirements of the individual auxiliary surfaces.
  • aerodynamic auxiliary surfaces 20 are shown with a triangular shape, but this is not required.
  • the aerodynamic auxiliary surfaces 20 could also be partially curved, which will be further described in the following figures 4a to 4c.
  • auxiliary aerodynamic surfaces 20 do not necessarily have to be firmly integrated on the underside of the aircraft 2, but it would also be possible to have them in the form of an additional component on the underside of the aircraft 2
  • FIGS. 3 b to 3 i show, by way of example only and without claim to completeness, several arrangements of aerodynamic auxiliary surfaces 20 which are arranged at different angles to a longitudinal axis 33, in FIG
  • Fig. 4a shows a single aerodynamic auxiliary surface 20 in a side
  • the upstream facing side 26 of the auxiliary surface 20 could be pointed or rounded, while the profile could be symmetrical.
  • a different representation of an aerodynamic Hilfsfikiee 34 is shown, which has a curved edge 36 which projects into the flow of the aircraft 2.
  • the profile of this auxiliary surface 34 could be symmetrical in order to cause the lowest possible aerodynamic losses.
  • Fig. 4c shows a plan view of a profile of any aerodynamic
  • Auxiliary surface 38 which does not run obliquely to the aircraft longitudinal axis, but has a curved shape. Flier craft could be generated relatively harmonious and effective vortex.
  • FIG. 4d shows a twisted aerodynamic auxiliary surface 40 which is between a surface facing the fuselage of the aircraft and one of the fuselage of the aircraft An aircraft facing away from the surface has an angle which is preferably in a range of 5 ° to 30 °.
  • FIG. 4e shows an aerodynamic auxiliary surface 42 which is mounted so as to be capable of being rotated actively via a schematically illustrated actuator 44.
  • auxiliary surfaces 20 and 34 have an angle with respect to their leading edge projecting into the flow and / or at their trailing edge
  • Anströmvektor v on which is greater than 0 ° and preferably in a range of 5 ° to 30 °.
  • the tangent of the trailing edge has such an angle to the incident vector v.
  • FIG. 5 schematically illustrates a method in which, for example, is detected by a computing unit 46, which flight state is currently present. From a comparison of about a data set with experimentally determined advantageous positions of an aerodynamic auxiliary surface is an adjustment of the
  • aerodynamic auxiliary area causes 48.
  • a subsequent detection 50 of the instantaneous angle of the auxiliary aerodynamic surface can be fed back into the process. This can ensure that the Fiction, contemporary aircraft or the inventive arrangement always makes an optimal influence on the vortex system.
  • FIG. 6 shows an outline of an aircraft 52 according to the invention in a side view, the aircraft 52 having on one underside 54 upstream of a trunk bend 55 one or more fiction, contemporary arrangements 56, each containing two or more auxiliary aerodynamic surfaces 58.
  • auxiliary surface 58 In this illustration, only a single auxiliary surface 58 can be seen due to the side view.
  • the arrangement 56 is arranged at a rear region on two Sponsons 60 arranged laterally on an aircraft fuselage and generates vertebrae 62 which, when flying, extend into an area behind the aircraft 52.
  • the sponsons 60 continue to produce sponson vertebrae 64.
  • the upwardly directed fuselage kink 55 in an area of the trunk tail additionally causes main whirlpools 66, which induce an increased vorticity in the area of the trunk tail and thus an increased by counter-rotating sponson whirls 64 Crosswind on a rudder 67 lead.
  • the aerodynamic auxiliary surfaces can also be arranged on the actual fuselage of the aircraft 52, ie not directly to the sponsors 60 but at the bottom 54 of the aircraft 52 between the sponsors 60. Furthermore, an arrangement of the auxiliary surfaces would also be possible further upstream, as by shown inventive arrangements 68 and 70 shown.
  • inventive arrangements 68 and 70 shown.
  • Embodiments may also be used in combination with other features of other embodiments described above. Reference signs in the claims are not to be considered as limiting.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
  • Tires In General (AREA)
  • Laminated Bodies (AREA)

Abstract

L'invention concerne un système de surfaces aérodynamiques auxiliaires conçu pour être disposé sur une face inférieure d'un avion et présentant un axe longitudinal (32) et au moins une surface aérodynamique auxiliaire (20), ladite surface aérodynamique auxiliaire (20) étant latéralement décalée par rapport à l'axe longitudinal (32) et étant conçue pour, en cas d'écoulement, générer un tourbillon par de l'air. Cela permet de compenser les tourbillons dus à la forme de l'avion de façon à augmenter la stabilité directionnelle de l'avion et à réduire la résistance aérodynamique.
EP11704576A 2010-02-19 2011-02-08 Système de surfaces aérodynamiques auxiliaires pour un aéronef Withdrawn EP2536626A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
US30618710P 2010-02-19 2010-02-19
DE102010008623A DE102010008623A1 (de) 2010-02-19 2010-02-19 Anordnung von aerodynamischen Hilfsflächen für ein Luftfahrzeug
PCT/EP2011/051834 WO2011101275A1 (fr) 2010-02-19 2011-02-08 Système de surfaces aérodynamiques auxiliaires pour un aéronef

Publications (1)

Publication Number Publication Date
EP2536626A1 true EP2536626A1 (fr) 2012-12-26

Family

ID=44356557

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11704576A Withdrawn EP2536626A1 (fr) 2010-02-19 2011-02-08 Système de surfaces aérodynamiques auxiliaires pour un aéronef

Country Status (6)

Country Link
US (1) US9038950B2 (fr)
EP (1) EP2536626A1 (fr)
CN (1) CN102762454B (fr)
CA (1) CA2790189C (fr)
DE (1) DE102010008623A1 (fr)
WO (1) WO2011101275A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20130341461A1 (en) * 2012-06-26 2013-12-26 Bell Helicopter Textron Inc. Lightweight Helicopter Skid Shoes
US10220939B2 (en) 2015-12-18 2019-03-05 Sikorsky Aircraft Corporation Active airflow system and method of reducing drag for aircraft
US10232929B2 (en) 2015-12-18 2019-03-19 Sikorsky Aircraft Corporation Plate member for reducing drag on a fairing of an aircraft
FR3054714B1 (fr) * 2016-08-01 2018-08-31 Airbus Operations Sas Procede de masquage d'un signal sonore genere par un element d'une peau d'un aeronef
US11046413B2 (en) * 2018-05-10 2021-06-29 Vortex Control Technologies, Llc Finlets for aircraft aft-body drag reduction
FR3140347A1 (fr) * 2022-09-29 2024-04-05 Dassault Aviation Portion d'aéronef à trainée réduite

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GB517775A (en) 1937-07-28 1940-02-08 Glenn L Martin Co Aircraft construction
DE3521329A1 (de) * 1985-06-14 1986-12-18 Messerschmitt-Bölkow-Blohm GmbH, 8012 Ottobrunn Wirbelgeneratoren- und grenzschichtabweiseranordnung
US4691881A (en) * 1985-10-08 1987-09-08 Gioia G Leonard High performance amphibious airplane
US4696442A (en) 1986-07-14 1987-09-29 The Boeing Company Vortex generators for inlets
US5069402A (en) 1990-04-06 1991-12-03 Istar, Inc. Alleviation of aircraft fuselage form drag
US5288039A (en) * 1992-07-29 1994-02-22 Delaurier James D Spanwise graded twist panel
DE19950403C2 (de) * 1999-10-20 2002-02-07 Deutsch Zentr Luft & Raumfahrt Flugzeug mit Mitteln zum Reduzieren der Wirbelstärke des Flügelhauptwirbelpaars
CN1612979B (zh) 2002-01-03 2011-11-23 百思科技公司 涡环发生器
US6715717B2 (en) * 2002-09-06 2004-04-06 Charles J. Dixon Method and apparatus for inducing controlled vortices to reduce afterbody drag
DE102004034367B4 (de) * 2004-07-16 2013-09-12 Airbus Operations Gmbh Betankungs-Pod eines Flugzeugs mit einer Ablenkvorrichtung
US8113469B2 (en) * 2006-02-21 2012-02-14 University Of Alabama Passive micro-roughness array for drag modification
US7686245B2 (en) * 2006-09-01 2010-03-30 The Boeing Company Rotary aircraft download alleviation apparatus and methods

Non-Patent Citations (2)

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Title
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See also references of WO2011101275A1 *

Also Published As

Publication number Publication date
CA2790189C (fr) 2016-07-19
CN102762454B (zh) 2015-11-25
WO2011101275A1 (fr) 2011-08-25
US9038950B2 (en) 2015-05-26
US20130001362A1 (en) 2013-01-03
CA2790189A1 (fr) 2011-08-25
DE102010008623A1 (de) 2011-08-25
CN102762454A (zh) 2012-10-31
WO2011101275A4 (fr) 2011-12-01

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