JPH05139385A - Resistance reducing device for aircraft - Google Patents

Abstract

PURPOSE:To aspirate air around a main aerofoil to reduce the loss of horse power by drilling plural number of holes on the main aerofoil outside plate of an aircraft, and making these holes communicate with a pressure regulating chamber and moreover the pressure regulating chamber communicate with a high speed air flow discharged from an engine through a pipe. CONSTITUTION:The tip of a pipe 7 extending from a nacelle 8 is inserted in a high speed air flow generated by the engine 2 of an aircraft 1 to form an exhaust port 9. The other end of the pipe 7 is communicatingly connected to a pressure regulating chamber 5 provided in the main aerofoil of the aircraft, and pressure variation following slight fluctuation caused by the engine 2 in a air flow at the exhaust port 9 can thereby be absorbed. An intake port 6 opened on the front side of a main aerofoil outer plate is connected to the pressure regulating chamber 5 to aspirate a turbulent air flow around the main aerofoil for preventing an increase in resistance caused by the main aerofoil covered with a turbulent flow boundary layer. In addition, an actuator is provided between the nacelle 8 and a pipe having the exhaust port 9 to make a distance between the exhaust port 9 and the central axis of the engine 2 variable for controlling the quantity of exhaust air.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drag reduction device applied to an aircraft.

[0002]

2. Description of the Related Art An example of a conventional aircraft drag reduction device is shown in FIG.

In the figure, a part of horsepower generated by an engine 2 of an aircraft 1 is taken out by a gear box 3 and the decompression pump 4 is driven by this horsepower. The decompression pump 4 sucks the air in the pressure adjustment chamber 5 through the pipe 7 to reduce the pressure.
The pressure adjusting chamber 5 is connected to an intake port 6 formed in the outer skin of the main wing of the aircraft 1, sucks in turbulent air around the main wing, and reduces the resistance of the aircraft during flight.

[0004]

The above-described conventional aircraft drag reduction device has the following problems to be solved.

That is, in the conventional aircraft drag reduction device, the horsepower generated by the engine is taken out by the gear box and the air around the main wing is sucked by using the decompression pump. Therefore, the horsepower at the gear box and the decompression pump is reduced. The loss is large. In addition, since the decompression pump is installed, the weight of the machine becomes large.

The present invention reduces the horsepower loss by sucking the air around the main wing with a simpler device,
In addition, the purpose is to reduce the weight of the aircraft.

[0007]

Means for Solving the Problems As a means for solving the above problems, the present invention provides a plurality of holes formed in an outer wing skin of an aircraft, a pressure adjusting chamber communicating with the holes through a pipe, and the same pressure. It is an object of the present invention to provide a drag reduction device for an aircraft, which comprises a pipe having one end connected to the adjustment chamber and the other end open to the high-speed airflow discharged from the aircraft engine.

[0008]

Since the present invention is constructed as described above, it has the following actions.

That is, since a plurality of holes formed in the outer wing skin of the aircraft are made to communicate with the inside of the engine exhaust flow by pipes through the pressure adjusting chamber, the static pressure difference around the aircraft is utilized. Intakes air around the main wing to suppress the formation of turbulent boundary layers. That is, the high-speed airflow generated by the aircraft engine is where the airflow velocity is the fastest around the aircraft,
At the same time, it has the lowest static pressure. Therefore, if a pipe is used to connect the inside of this high-speed airflow to another place, the air is sucked into the high-speed airflow side of the engine. The present invention uses this action to suck in the turbulent air around the wing of the aircraft and discard it in the high-speed airflow of the engine, thereby preventing the wing of the aircraft from being covered with a turbulent boundary layer, and acting on the aircraft in flight. To reduce.

The pressure adjusting chamber equalizes pressure fluctuations.

[0011]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A first embodiment of the present invention will be described with reference to FIGS.

The same components as those of the conventional example are designated by the same reference numerals, and the description thereof will be omitted unless necessary.

FIG. 1 shows the overall configuration according to the first embodiment of the present invention.
Shown in. The figure is an example when this embodiment is applied to multiple generators,
The right side is a perspective plan view of the starboard side of the aircraft, and the left side is a side sectional view of, for example, an engine mounted on the main wing. The tip of the pipe extending from the nacelle 8 is put into the high-speed airflow produced by the engine 2 of the aircraft 1 to form the suction port 9. This suction port 9 is connected by a pipe 7 to a pressure adjusting chamber 5 provided in the main wing of the aircraft. The pressure adjusting chamber 5 is a hollow of an appropriate size, and absorbs the pressure change of the suction port 9 due to the fine fluctuation of the air flow produced by the engine 2. The pressure adjusting chamber 5 is connected to an intake port 6 opened in the outer plate of the main wing, sucks the turbulent air flow around the main wing, and prevents the main wing from being covered by the turbulent boundary layer and increasing the resistance. The suction amount control mechanism according to the first embodiment is shown in FIG. The velocity of the high-speed airflow generated by the engine 2 is higher as it is closer to the central axis of the engine 2. That is, as the suction port 9 is brought closer to the center axis of the engine, the intake amount of air around the main wing increases. Therefore, an actuator 10 is provided between the nacelle 8 and the pipe having the suction port 9, and a spherical joint 11 is provided in the middle of the pipe so that the distance between the suction port 9 and the center axis of the engine 2 can be changed. A suction amount control mechanism was used.

The right end of FIG. 2 shows the air velocity distribution corresponding to the left end drawing.

Next, a second embodiment of the present invention will be described with reference to FIG.

FIG. 3 is a diagram of the second embodiment (a) is an aircraft 1
FIG. 3 is a perspective view showing the whole, (b) is a detailed view of the enclosure B of (a), (c) is a side sectional view of the rear part (right end of the figure) of (a) and an exhaust velocity distribution diagram corresponding thereto.

In the first embodiment, the suction port 9 is located immediately behind the nacelle 8 of the multi-engine machine, whereas in the second embodiment, the aircraft is equipped with an engine and has a variable nozzle at its tail. 7a is an example in which the suction port 9a can be positioned in the jet flow behind the variable nozzle of FIG.
And a pipe 9a for communicating between the pressure control chamber 5 and the inside of the jet flow, that is, a region where the static pressure is low, and a region where the static pressure is relatively high outside the region where the static pressure is almost the same as the airframe velocity. As indicated by a double-headed arrow, a suction port which can be rotated by a joint 11a, and 11a is, for example, a joint which can be rotated and fluid can flow by a ball joint type having a hollow inside. As shown in FIG. 3 (b), the suction port 9a is designed so that no dynamic pressure is applied by cutting the tip.

The other structure is the same as that of the first embodiment.

The static pressure near the engine exhaust (jet flow), which has a higher flow velocity than the body speed, is lower than the other parts. Therefore, by placing the suction port 9a in this flow, the suction from the suction port 6 can be performed more efficiently, and the development of the turbulent boundary layer around the main wing can be effectively prevented. .. Note that, for the adjustment of the static pressure, how much rotation angle (distance of the suction port 9a) is taken from the static pressure decreasing position to the static pressure increasing position as indicated by the arc arrow in FIG. 3 (c). By.

As described above, according to the first and second embodiments,
Since it is possible to suppress the formation of turbulent flow in the vicinity of the main wing surface without using a decompression pump or the like, there is an advantage that there is no horsepower loss and a lightweight and simple drag reduction device can be obtained.

[0021]

Since the present invention is constructed as described above, it has the following effects.

That is, according to the present invention, the turbulent air around the main wing of the aircraft is sucked out without reducing the horsepower of the engine by the gear box or the like, and the resistance acting on the aircraft in flight is reduced. Further, since the decompression pump is unnecessary, it contributes to weight reduction of the machine body.

[Brief description of drawings]

FIG. 1 is a diagram of an overall configuration according to a first embodiment of the present invention,

FIG. 2 is a side sectional view of the suction amount control mechanism according to the first embodiment,

3A and 3B are diagrams according to a second embodiment of the present invention, where FIG. 3A is an overall perspective view, FIG. 3B is a detailed view of the enclosure B in FIG. 3A, and FIG. 3C is a tail portion of the aircraft 1 in FIG. 3A. Side sectional view of

FIG. 4 is a diagram showing a conventional example corresponding to FIG. 1.

[Explanation of symbols]

 1 Aircraft 2 Engine 5 Pressure Control Chamber 6 Suction Port 7,7a Pipe 8 Nacelle 9,9a Suction Port 10 Actuator 11,11a Joint

Claims (1)

[Claims] 1. A plurality of holes formed in an outer wing skin of an aircraft, a pressure adjusting chamber communicating with the holes through a pipe, one end communicating with the pressure adjusting chamber, and the other end ejected by an aircraft engine. A device for reducing drag of an aircraft, comprising: a pipe opened to a high-speed air flow.