RU2707164C1 - Aircraft wing - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to the aviation equipment. Wing of aircraft consists of center section, console, is made with extension λ=7–11, narrowing η=3-4.5 and with supercritical profiles. Wing is made with swept χ=36°, the leading edge of the wing at the top view is straight, the trailing edge is made with an influx, the relative thickness of the profiles has a value of about 14–15 % in the onboard section and decreases to 8–9 % in the end section, with positive swirling ε=2.5–2.7° in onboard section, end sections with negative swirling ε=-2 ÷ -3.7°. Shape of the lower surface of the profile is made with a section of strong curvature in the tail part of the profile.EFFECT: invention is aimed at ensuring flight safety in the range of Mach numbers M=0,84–0,9.1 cl, 6 dwg

Description

FIELD OF THE INVENTION

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

Along with the need to ensure a high level of flight safety while maintaining a high cruising flight speed in the range of Mach numbers M = 0.84-0.9, it is necessary to ensure a high level of aerodynamic perfection and, as a result, a high fuel efficiency indicator.

State of the art

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 a Boeing B-777-200 aircraft is known (see Passenger Airplanes of the World, compiled by Belyaev V.V., pp. 226-227, Moscow, ASPOL, Argus 1997), made with lengthening λ = 7-11, narrowing η = 3-4.5, sweep χ _1/4 = 30-35 °.

The wing of the Airbus A330-200 aircraft is known (see Passenger Airplanes of the World, compiled by Belyaev V.V., pp. 122-123, Moscow, ASPOL, Argus 1997), made with lengthening λ = 7-11, narrowing η = 3- 4.5, sweep χ _1/4 = 30-35 °.

A wing with an influx is known (RF Patent No. 2248303 IPC B64C 3/14, publ. 06/19/2003), made with lengthening λ = 9-11, narrowing η = 3-4.5, sweep χ _1/4 = 25-35 ° s front and rear influxes forming a profile formed as a spatial system based on the median surface, the wing inflow profile is formed with linear sections of the inserts in the bow and tail parts, which are located at the extremum points of the functions describing the coordinates of the upper and lower wing surfaces, while the length of the linear sections of the inserts is equal to the length of the sag.

>0.7-0.8 и положительной вогнутостью f=0.015-0.02 при

=0-0.7, а при переходе от бортовых сечений далее по размаху отрицательная вогнутость постепенно исчезает и положения максимальной положительной вогнутости плавно смещаются назад по хорде от значений

=0.3 у борта до значений

=0.5 в концевых сечениях, верхние образующие профилей выполнены так, что на расчетных режимах максимальные разрежения не превышают предельно допустимых значений С_{рмах.доп} при этом относительная толщины профилей формируется по двум законам: от передней кромки до х=0.3 в диапазоне с=0-8% и от х=0.3 до задней кромки в диапазоне с = 0-17% и максимальные толщины профилей располагаются при

=0.56-0.66.The prototype of the proposed technical solution is the wing of the aircraft (RF Patent No. 2311315. IPC ВСС 3/10, published. 11/27/2007), consisting of a center section and console, made with lengthening λ = 9-11, narrowing η = 3-4, 2, sweep angles along the leading edge up to χ _pc = 35 °, the wing is formed as a single spatial system on the basis of a non-planar median surface, which has S-shaped center lines with negative concavity in the tail sections at the side sections

> 0.7-0.8 and positive concavity f = 0.015-0.02 at

= 0-0.7, and when passing from the side sections further in magnitude, the negative concavity gradually disappears and the positions of the maximum positive concavity smoothly shift back along the chord from the values

= 0.3 at the side to the values

= 0.5 in the end sections, the upper generatrices of the profiles are made so that in the design modes the maximum rarefactions do not exceed the maximum permissible values of _Cmax. In _addition , the relative thickness of the profiles is formed according to two laws: from the leading edge to x = 0.3 in the range c = 0- 8% and from x = 0.3 to the trailing edge in the range c = 0-17% and the maximum thicknesses of the profiles are located at

= 0.56-0.66.

A common drawback for all the schemes considered is a large loss of aerodynamic quality with a Mach number of M≥0.8 and, as a result, a significant decrease in fuel efficiency and a low coefficient of the maximum allowable lift coefficient coefficient Su _dop , which affects flight safety.

SUMMARY OF THE INVENTION

The problem solved by the claimed invention is the improvement of technical, economic and technical and operational characteristics.

The technical result of the present invention is to ensure flight safety while maintaining a high cruising flight speed in the range of Mach numbers M = 0.84-0.9 and ensuring a high level of aerodynamic perfection and, as a result, a high fuel efficiency indicator.

The solution of the problem and the technical result are achieved by the fact that in the swept wing, consisting of a center wing, console and the necessary functional systems, it is made with lengthening λ = 7-11, narrowing η = 3-4.5 and containing supercritical profiles, made with sweep to χ = 36 °, the front edge of the wing when viewed from above, it is straightforward and does not have a front influx, the trailing edge is made with an influx, the relative thickness of the profiles is about 14-15% in the side section and decreases to 8-9% in the end section, the wing is designed with positive twist ε = 2.5-2.7 ˚ on-board sections, end sections are designed with negative swirl ε = -2 ÷ -3.7˚ the law changes in the relative thickness of the profiles in the span is almost linear decreasing in the range from 10% to 30% and from 50% to 100% of the wingspan, the radius of the socks of the sections wings assigned to the local chord r_n≤0.8%, the shape of the upper surface of the wing sections is characterized by a long portion of small curvature in the region of 25-65% of the profile chord and the position of the maximum ordinate of the upper surface near 45% of the profile chord, the shape of the lower surface of the profile is made with a section of strong curvature in the tail section of the profile. The wing is formed over nine basic sections obtained using the multi-stage aerodynamic design procedure, consisting of the initial geometry selection stage, the inverse problem solving stage and the multi-mode optimization stage, the wing surface is formed by constructing the spline surface using the basic sections.

Brief Description of the Drawings

Details, features, and advantages of the present invention follow from the following description of embodiments of the claimed wing of the aircraft using the drawings, which show:

In FIG. 1 shows a General view of the swept wing,

in FIG. 2 - distribution of the relative thickness of the profiles along the wingspan,

in FIG. 3 - typical profile of the wing console,

in FIG. 4 - load distribution according to wing span

in FIG. 5 - change in the boundary of the beginning of buffing Su _dop from the Mach number

in FIG. 6 - change in the aerodynamic quality K and the fuel efficiency indicator K * M from the Mach number of the cruise flight.

The figures show the following positions in numbers:

1 - wing of the aircraft, 2 - center wing, 3 - wing console, 4 - leading edge of the wing, 5 - trailing edge of the wing, 6 - kink of the trailing edge of the wing, 7 - influx of the trailing edge of the wing, 8 - law of distribution of thickness (s) of sections in terms of wing span (z), 9 — supercritical profile, 10 — radius of the nose of the profile.

Disclosure of invention

) сечений по размаху (

) крыла (8) (Фиг. 2) выраженное в практически линейном убывании величины относительной толщины в диапазоне от 10% до 30% и от 50% до 100% размаха крыла и меньшие нагрузки на конструкцию крыла по сравнению с крыльями, имеющими наплыв на передней кромки крыла. Это, в свою очередь, позволяет снизить вес конструкции крыла.The wing of the aircraft (1) (Fig. 1) consists of a center section (2) and a console (3), made with lengthening λ = 7-11, narrowing η = 3-4.5, without inflow and kink along the leading edge (4) and with a kink (6) and an influx (7) on the trailing edge (5) of the wing, made with sweep to χ = 36 °. Due to the absence of a break along the front (4) edge, the wing has a more uniform distribution of thickness (

)

) of the wing (8) (Fig. 2) expressed in an almost linear decrease in the relative thickness in the range from 10% to 30% and from 50% to 100% of the wing span and lower load on the wing structure compared to wings with an influx on the front wing edges. This, in turn, reduces the weight of the wing structure.

The wing contains supercritical profiles (9) (Fig. 3), characterized by the radii of the socks (10) of the profile having a value of r _n. ≤0.8%, (where r _n. Is the radius of the socks of the wing sections referred to the local chord), by the position of the maximum ordinate of the upper surface near 45% of the profile chord. The shape of the upper surface of the profile 9 is characterized by a long section of small curvature in the area of 25-65% of the profile chord. The bottom surface of the profile is made with a section of strong curvature in the tail of the profile.

The wing is formed over nine basic sections obtained using the multi-stage aerodynamic design procedure, consisting of the initial geometry selection stage, the inverse problem solving stage and the multi-mode optimization stage, the wing surface is formed by constructing the spline surface using the basic sections.

The distribution of the load across the span differs from the elliptical (Fig. 4). 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 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. 5), which exceeds the level of the analogue by 8 ÷ 10%.

Comparative studies of the proposed wing with the wing prototype were performed. The research results showed that the proposed wing of the aircraft compared to the prototype allows without any deterioration in aerodynamic performance to provide an additional increase in aerodynamic quality ΔKmakh ≈ 0.1 ÷ 0.7 in the range of Mach numbers M = 0.8 ÷ 0.9 and fuel efficiency ΔKmakh * M ≈ 0.1 ÷ 0.65 (Fig. 6) and, as a result, reduced fuel consumption and increased flight safety.

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 that of analogues by more than 8 ÷ 10% for a wing of large elongation λ = 7-11;

- high aerodynamic quality and fuel efficiency at subsonic flight speeds in the range of Mach numbers M _cruise = 0.84-0.9.

Claims (1)

The wing of the aircraft, consisting of a center wing, console and the necessary functional systems, made with lengthening λ = 7-11, narrowing η = 3-4.5 and containing supercritical profiles, characterized in that it is sweep up to χ = 35 °, the front edge of the wing when viewed from above, it is straightforward and does not have a front influx, the trailing edge is made with an influx, the relative thickness of the profiles is about 14-15% in the side section and decreases to 8-9% in the end section, the wing is designed with positive twist ε = 2.5-2.7 ° in the side section, end sections are designed with negative swirl ε = -2 ÷ -3.7 °, the law of change in the relative thickness of the profiles in span is almost linear decreasing in the range from 10% to 30% and from 50% to 100% of the wing span, radii socks wing sections assigned to the local chord, r _n ≤0.8%, of the top surface of the wing sections characterized by a long section of small curvature in the area 25-65% of the section chord and a position of maximum ordinate of the upper surface near the 45% chord the profile shape of the bottom airfoil surface portion formed with a strong curvature in the tail part of the profile.

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