RU2749174C1 - Aircraft wing - Google Patents

Abstract

FIELD: aeronautical engineering.SUBSTANCE: invention relates to aeronautical engineering. The wing of the aircraft consists of a center section and consoles made with a single leading edge without a break with a sweep χ=28÷35°. Each cantilever is connected to the center section with a kink along the trailing edge and has a kink in the trailing edge at a distance of 35÷50% of the wing half-span from the central axis. The relative thickness of the center section profile has a value of 14÷16%, and the relative thickness of the cantilever profile is 11÷12% in the section from the center section to the cantilever fracture, which is made with a positive twist ε=2÷5° in the section 0÷10% of the wing half span. The end sections in the section of 50 - 100% of the wing half-span are made with negative twist ε=(-2)÷(-5)°.EFFECT: invention increases aerodynamic quality, improving fuel efficiency and reducing harmful emissions into the atmosphere.1 cl, 6 dwg

Description

The proposed invention relates to aeronautical engineering and is intended for the development of medium and long-haul passenger aircraft with a cruising flight speed in the range of M = 0.8-0.92.

Various wing designs are known for modern passenger aircraft. A typical wing of a passenger aircraft consists of a center section, consoles and the necessary functional systems for operation at cruising numbers M = 0.8-0.92.

Known aircraft wing Boeing B-777-300 (see Passenger aircraft of the world, compiled by V. Belyaev, pp. 230-231, Moscow, ASPOL, Argus 1997), consisting of a center section, consoles, made with an aspect ratio λ = 7-11, narrowing η = 3-4.5, sweep χ _1/4 = 30-35 °.

Known aircraft wing Airbus AZZO-200 (see Passenger aircraft of the world, comp. Belyaev V.V., pp. 122-123, Moscow, ASPOL, Argus 1997), consisting of a center section, consoles, made with an aspect ratio λ = 7- 11, narrowing η = 3-4.5, sweep χ _1/4 = 30-35 °.

Known wing of the IL-96M aircraft, consisting of a center section, consoles, made with an elongation λ = 7-11, a narrowing η = 3-4.5 and a sweep to χ _1/4 = 30 ° and containing supercritical profiles, cruising speed M = 0.8, the leading edge of the wing when viewed from above is straight, the trailing edge is made with a slight influx (see Passenger aircraft of the world, comp. V. Belyaev, pp. 146-147, Moscow, ASPOL, Argus 1997).

The prototype of the proposed technical solution is an aircraft wing (RF Patent No. 2662590 IPC В64С 3/10, published on July 26, 2018), containing a center section and a console, made with a single leading edge without a break, a trailing edge with a break, with a sweep χ = 28 ÷ 35 °, the wingspan profiles in the section from 0 to 40% in the nose have an increased area by 10 ÷ 20% and the length of the end sections of the airfoils ("tails"), increased by ~ 1 ÷ 3% relative to the airfoil located on 43% in wingspan, the value of the radii of the toes of the wing profiles referred to the local chord is r _n ≥1.5%, the relative thickness of the airfoils has a value of about 14% in the side section and decreases to 9% in the section from 65% of the wing span to its end.

A common disadvantage for all the considered schemes is the deterioration of the flow around the upper surface of the wing and, as a consequence, the loss of aerodynamic quality and a significant decrease in fuel efficiency at Mach number M≥0.8.

The objective and technical result of the invention is to increase aerodynamic perfection (aerodynamic quality), and fuel efficiency, increase flight speed in the range of cruising speeds of M = 0.8-0.92.

The solution to the problem and the technical result is achieved by the fact that in the wing of the aircraft, containing the center section and consoles, made with a single leading edge without a break, the trailing edge with at least one break, with a sweep χ = 28 ÷ 35 °, each cantilever is connected to the center section with a break along the trailing edge and has a break in the trailing edge at a distance of 35 ÷ 50% of the wing half-span from the central axis, the relative thickness of the center section profile has a value of 14 ÷ 16%, and the relative thickness of the cantilever profile has 11 ÷ 12% in the section from the center section to the break console, the console is made with a positive twist ε = 2 ÷ 5 ° in the section of 0-10% of the half-span of the wing, the end sections in the section of 50-100% of the half-span of the wing with negative twist ε = (- 2) ÷ (-5 °).

FIG. 1 shows a general view of the wing half-span;

in fig. 2 - typical wing profile;

in fig. 3 - distribution of circulation and lift coefficient;

in fig. 4 - distribution of pressure in wing sections along the span;

in fig. 5 - a typical flow pattern around the upper surface of the wing,

in fig. 6 - the change in aerodynamic quality from the Mach number of cruising flight for the proposed wing and prototype.

The wing half-span of the aircraft 1 (Fig. 1) consists of a center section 2 of a complex spatial shape and a console 3. The console is made with an aspect ratio λ = 7 ÷ 11, a narrowing η = 3 ÷ 4.5 and a sweep χ = 28 ÷ 35 °. The cantilever is made with a single leading edge 4 without kinks, with kinks 5 and 6 along the trailing edge 7, with a rear sag 8. Kink 5 is the junction of the center section with the cantilever, kink 6 is located at a distance of 35 ÷ 50% of the wing half-span from the central axis.

The wing is designed with a relative thickness of the profiles of the order of 14-16% at the center section, 11-12% in the section from the center section to the kink of the console, the wing console is made with a positive twist ε = 2-5 ° in the section of 20-30% of the wing span, the end sections on 50 ÷ 100% of the wing span are designed with negative twist ε = (- 2) ÷ (-5 °).

The wing contains profiles 9 (Fig. 2).

The wing is formed according to seven basic sections obtained using a multi-stage aerodynamic design procedure, which consists of an initial geometry selection stage, a stage for solving the inverse problem, and a multi-mode optimization stage for 5 flight modes: М = 0.85 Cy = 0.55, 0.5; M = 0.84 Cy = 0.55, 0.525; M = 0.86 Cy = 0.525. As a result of the optimization procedure, an optimal set of design parameters was determined, which maximizes the selected objective function (aerodynamic quality), taking into account aerodynamic and design constraints.

The wing of the aircraft 1 has a circulation distribution law (Fig. 3) close in value to an elliptical one, such a distribution allows one to weaken the wave crisis on the consoles at high values of the lift coefficient Su, reduce the bending moment and protect the end sections from premature flow separation.

A number of computational studies were carried out in the full range of cruising flight modes. FIG. 4 shows the characteristic distribution of pressure in the wing sections over the span. The calculation results showed that the proposed wing has a continuous flow (Fig. 5) of the upper surface of the wing in the entire operational range of angles of attack and Mach numbers M.

Comparative studies of the proposed wing with the prototype wing were carried out. The research results (Fig. 6) showed that the proposed wing of the aircraft, in comparison with the prototype, allows, without deteriorating aerodynamic performance, to increase the maximum aerodynamic quality of the aircraft by ΔKmax ≈ 0.5 ÷ 1.5 and to obtain an improvement in fuel efficiency by 5-10% for a long-range passenger aircraft, and as a result, reduction of harmful emissions into the atmosphere.

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

- high aerodynamic quality and fuel efficiency at subsonic flight speeds M _cruise = 0.8-0.92.

Claims (1)

An aircraft wing containing a center section and consoles made with a single leading edge without a break and a trailing edge with at least one break, with a sweep χ = 28 ÷ 35 °, characterized in that each cantilever is connected to the center section with a break along the trailing edge and has a break in the trailing edge at a distance of 35 ÷ 50% of the wing half-span from the central axis, the relative thickness of the center section profile has a value of 14 ÷ 16%, and the relative thickness of the cantilever profile is 11 ÷ 12% in the section from the center section to the cantilever fracture, the cantilever is made with positive twist ε = 2 ÷ 5 ° in the section of 0 ÷ 10% of the half-span of the wing, the end sections in the section of 50 ÷ 100% of the half-span of the wing with negative torsion ε = (- 2) ÷ (-5) °.

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