RU2494917C1 - Aircraft wing - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering. Aircraft wing consists of center wing section and outer wing. Said wing features aspect ratio λ=9.6…10.5, taper η=3.5…4.0 and sweep χ=25…30°. Leading and trailing edges on top view are straight. Wing trailing edge is rounded at section of 30-50% of wing span. Magnitude of wing airfoil leading edges radii related to local chord equals r_E≥0.,9%. Distribution of thickness on airfoil cross-sections features the position of maximum thickness at the section of 30-50% of airfoil chord increased to C_70%>7% of tail airfoil thickness chord. Center line of wing airfoils has concave section extending from airfoil leading edge and to 60% of chord apart from wing trailing edges.

EFFECT: higher lift.

8 dwg

Description

The present invention relates to aircraft. The invention can be used in the development of the wings of promising short-, medium- and long-haul passenger aircraft.

Along with the need to ensure a high level of aerodynamic quality and fuel efficiency in the design of promising wings of passenger aircraft, special attention is paid to flight safety. One of the most important criteria for assessing safety is the maximum permissible value of the Sudop lift coefficient.

Various wing patterns of modern passenger aircraft are known. A typical wing of a passenger aircraft consists of a center section, a console and the necessary functional systems.

The wing of the Airbus Industry A-320 airplane is known (see Passenger airplane Airbus Industry A-320, compiled by N. Zaitsev, pp. 21-23, Technical Information, TsAGI, 1993), performed with an extension of λ = 8-11 , narrowing η = 3-4, sweep χ _1/4 = 20-28 °.

A swept wing is known (RF Patent No. 2063365. IPC ВСС 3/10, published 09.02.1995), made with lengthening λ = 8-11, narrowing η = 3-4, sweep χ _1/4 = 20-28 ° and mounted on the fuselage with a spell angle φ _zakl = 3-4 °. The side profile is made with positive relative curvature, the average value of which is f _cp = 0.7-1%, maximum f _max = 1.2-4% and set with a spell angle φ _zakl = 1.9-2.6 °, while the average curvature of the side profile is related to the angle of the spell by the ratio df _cp / df _zakl (0.65-0.75).

As a disadvantage, which can be indicated, is the increase in aerodynamic quality losses at transonic speeds.

A swept wing is known (RF Patent No. 1580737. IPC ВСС 3/14, publ. 10.12.1995), taken as a prototype, made with lengthening λ = 9.6-10.5, narrowing η = 3.5-4, 0 and sweep χ = 25-30 °, containing supercritical profiles, the middle lines of the wing in the area from 10 to 40% of the local chords have a “shelf” section with the ratio of the corresponding ordinates of the middle lines Ycp.l. (0.1) /Ycp.l. ( 0.4) = 0.75-1.0 and with the filling of the upper surface of the front part equal to K _n = 0.7-0.8 to the line of 10% of local chords.

A common drawback for all the considered schemes is the presence of a kink in the trailing edge of the wing, which causes an uneven distribution of the thickness of the sections over the wing span and, as a result, a local increase in the load on the wing structure.

The objective and technical result of the present invention is to develop a wing design that allows you to increase the value of Sudop, necessary to improve flight safety, improve aerodynamic quality and improve fuel efficiency at high subsonic flight speeds.

The solution of the problem and the technical result are achieved by the fact that in the swept wing, consisting of a center section, console and the necessary functional systems, made with lengthening λ = 9.6-10.5, narrowing η = 3.5-4 and sweep χ = 25 -30 ° and containing supercritical profiles, the front and rear edges when viewed from above are rectilinear, the rear edge of the wing in the area of 30-50% of its span is rounded, the radius of the socks of the wing profiles assigned to the local chord is r _n. ≥0.9%, the thickness distributions of the cross sections of the wing profiles are characterized by the position of the maximum thickness in the region of 30-50% of the chord of the profile and increased to values of ₇₀ % ≥7% of the chord of the thickness of the tail section of the profile, the middle line of the wing profiles in shape has a concave section in the range from the nose of the profile and up to 60% of the chord except for the wing end profiles and the limb in the tail of the profile with the values of the maximum ordinate of the midline at _{midline max} = 1 ÷ 2% of the ordinate of the midline of the wing profile, the shape of the upper surface of the wing profiles has a length the section of small curvature in the section of 20-75% of the chord of the profile, determined by the ratio of _vp / v _vpmax ≥0.75, (where _vp - the ordinate of the upper surface of the wing profile, _{vp max} - the maximum ordinate of the upper surface of the wing profile) and the position of the maximum ordinate of the upper surface near 50% of the profile chord.

Figure 1 shows a General view of the swept wing,

figure 2 - distribution of the relative maximum thickness along the wingspan,

figure 3 is a typical profile of the wing console,

figure 4 - characteristic distribution of the thickness of the wing section,

figure 5 - characteristic midline section of the wing,

figure 6 - load distribution on the span of the wing,

Fig.7 - change in aerodynamic quality and fuel efficiency criterion from the Mach number of the cruise flight,

on Fig - change in the coefficient Su _dop from the Mach number M.

описывается сплайном со сшивкой первой производной с указанным линейным участком, внешняя часть крыла также задается сплайном со сшивкой первой производной на $$\overline{z}=0.78$$

(14 м). Профили консольной части имеют большую относительную толщину и большой коэффициент наполнения за счет большого радиуса, радиус носков (~10% по отношению к прототипу).Wing center $$(0.11<\overline{z}<0.47)$$

is described by a spline with crosslinking of the first derivative with the indicated linear portion, the outer part of the wing is also defined by a spline with crosslinking of the first derivative on $$\overline{z}=0.78$$

(14 m). The profiles of the cantilever part have a large relative thickness and a large filling coefficient due to the large radius, radius of the socks (~ 10% with respect to the prototype).

The wing of the aircraft 1 (Fig. 1) consists of a center section 2 and a console 3, made with lengthening λ = 9.6 ÷ 10.5, narrowing η = 3.5 ÷ 4.0 and sweep χ = 25 ÷ 30 °, without kinks on the front 4 and rear 5 edges with a rounding of 6 along the rear edge in the area of 30-50% of the wing span. Due to the absence of kinks along the front 4 and rear 5 edges, the wing has a more even distribution of thickness (c) of the cross-sections along the span (z) of wing 7 (Fig. 2) and lower load on the wing structure compared to wings having a kink in the trailing edge of the wing. This, in turn, reduces the weight of the wing structure.

The wing contains supercritical profiles 8 (Fig. 3), characterized by increased radii of the socks 9 (increased coefficient of filling of the front part) r _n ≥0.9%, thickness distributions of the cross sections of the wing profiles 10 (Fig. 4) and midlines 11 (Fig. 5) )

The thickness distributions of the cross sections of the wing profiles 10 (Fig. 4) are characterized by the position of the maximum thickness of the profile 12 in the region of 30-50% of the chord of the profile and the increased thickness of the tail of the profile: the thickness of the profile by 70% of the chord of the wing 13 from _70% ≥7% of the chord of the profile. An increase in the thickness of the tail of the wing profiles allows the further design of flaps with increased radii of the leading edge, which have high aerodynamic efficiency.

The middle lines of the profiles 11 (Fig. 5) are characterized by a long concave section 14 in the front of the profile in the section from the profile toe and up to 60% of the profile chord (except for wing end sections) and the limb 15 in the tail section, characterized by the maximum ordinate of the midline 16 at _sr.max = 1 ÷ 2% of the ordinate value of the midline of the wing section, and this value increases from the center section to the wing end sections.

A similar nature of the distributions of thicknesses and the shapes of the middle lines determines that the shape of the upper surface of the profiles 17 (Fig. 3) is characterized by a long section of small curvature 18 in the section of 20-75% of the profile chord and a determined ratio of _vp / v _{vp max} ≥0.75 (where at _vp is the ordinate value of the upper surface of the wing section, at _{vp max} is the maximum ordinate of the upper surface of the wing section) and the position of the maximum ordinate of the upper surface 19 near 50% of the profile chord.

The distribution of the load in scope differs from the elliptical (Fig.6). This distribution allows you to weaken the wave crisis on the consoles at large Su, reduce bending moment and protect the end sections from premature failure.

The presented shaping of the wing contours will allow, without deterioration in aerodynamic performance, to provide an additional increase in aerodynamic quality and fuel efficiency (Fig.7) and, as a result, reduced fuel consumption and flight safety.

The wing is designed taking into account the increased level of the boundary of the maximum permissible value of the coefficient of lift, Su _dop (Fig. 8), which exceeds the level of the analogue by 15 ÷ 60%.

Thus, it is possible to create an aircraft wing having the following advantages:

- the maximum allowable value of the coefficient of lifting force Su _{dop is} higher than the value of Su cruising flight by more than 30 ÷ 60% on the wing of large elongation λ = 9.6-10.5;

- high aerodynamic quality and fuel efficiency at subsonic flight speeds M _cruise = 0.78-0.82.

Claims (1)

The wing of the aircraft, consisting of a center section, consoles and the necessary functional systems, made with lengthening λ = 9.6 ÷ 10.5, narrowing η = 3.5 ÷ 4.0 and sweep χ = 25 ÷ 30 ° and containing supercritical profiles with increased radii of the socks, characterized in that the front and rear edges when viewed from above are rectilinear, the trailing edge of the wing in the area of 30-50% of its span is rounded, the radius of the socks of the wing profiles assigned to the local chord is r _n ≥0, 9%, distribution of thicknesses of cross sections of wing profiles are terized by the position of the maximum thickness in the region of 30-50% of the chord of the profile and increased to C values of _70% ≥7% of the chord of the thickness of the tail of the profile, the middle line of the wing profiles has a concave shape in the range from the nose of the profile to 60% of the chord, except the end wing profiles, and the limb in the tail of the profile with the values of the maximum ordinate of the midline at _cf.max = 1 ÷ 2% of the ordinate of the midline of the wing profile, the shape of the upper surface of the wing profiles has a long section of small curvature in the area of 20-75% profile chords I, defined by the ratio of _vp / at _v.p.max ≥0.75 (where at _vp - the ordinate of the upper surface of the wing profile, at _{vp max} - the maximum ordinate of the upper surface of the wing profile) and the position of the maximum ordinate of the upper surface near 50% chords of a profile.

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