WO2008151760A1 - Aile portante à déflecteur réglable - Google Patents

Aile portante à déflecteur réglable Download PDF

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Publication number
WO2008151760A1
WO2008151760A1 PCT/EP2008/004513 EP2008004513W WO2008151760A1 WO 2008151760 A1 WO2008151760 A1 WO 2008151760A1 EP 2008004513 W EP2008004513 W EP 2008004513W WO 2008151760 A1 WO2008151760 A1 WO 2008151760A1
Authority
WO
WIPO (PCT)
Prior art keywords
spoiler
wing
suction side
overflow
adjustable
Prior art date
Application number
PCT/EP2008/004513
Other languages
German (de)
English (en)
Inventor
B. Anil Mertol
Original Assignee
Deutsches Zentrum für Luft- und Raumfahrt e.V.
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 Deutsches Zentrum für Luft- und Raumfahrt e.V. filed Critical Deutsches Zentrum für Luft- und Raumfahrt e.V.
Publication of WO2008151760A1 publication Critical patent/WO2008151760A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/14—Adjustable control surfaces or members, e.g. rudders forming slots
    • B64C9/16—Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing
    • B64C9/18—Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing by single flaps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/14—Adjustable control surfaces or members, e.g. rudders forming slots
    • B64C9/16—Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing
    • B64C9/20—Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing by multiple flaps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/32—Air braking surfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/32—Air braking surfaces
    • B64C9/323—Air braking surfaces associated with wings

Definitions

  • the invention relates to a wing with the features of the preamble of claim 1.
  • the preamble of claim 1 applies to hydrofoils of known commercial aircraft and a wide variety of other aircraft in which the spoiler is formed by a brake flap.
  • both the flaps and the slats are extended relative to the leading edge and the trailing edge of the respective wing and provide a much higher lift coefficient compared to cruising, which allows a strong reduction in the airspeed during landing approach.
  • braking devices are those already mentioned and here also referred to as spoilers, which are arranged like the flaps on the trailing edge of the wing.
  • Conventional airbrakes are actuated so that they are swung with their trailing edges around a running in the region of its leading edge pivot axis and thus hired against the overflow of the suction side of the wing. Due to their position directly on the wing, extended airbrakes significantly influence the wing air flow and consequently reduce the lift-increasing effect of the high-lift flaps.
  • the aircraft noise is significantly increased by the thus reduced buoyancy and consequent higher landing speed, as the aircraft noise increases exponentially with the airspeed.
  • the increased vertical speed of the aircraft makes the landing significantly harder, and this load makes higher demands on the design phase of the aircraft.
  • the object of the invention is achieved by a wing with the features of claim 1.
  • Preferred embodiments of the new wing are in the dependent claims 2 to 9 described.
  • the claim 10 relates to an aircraft with a pair of mirror-symmetrically arranged on a fuselage new wings.
  • the new wing a leading edge of the spoiler in flight on the suction side of the wing is extendable, and the extended spoiler is in flight with its suction side facing underside against the overflow of the suction side adjustable.
  • the spoiler of the new wing is set to brake in an opposite direction.
  • High-lift flap positively influenced in terms of increased buoyancy.
  • the spoiler of the new wing may additionally be adjustable with its upper side against the overflow of the suction side. He can, but he does not need to be retracted with its leading edge to the suction side of the wing. In order not to increase the cruise resistance due to the spoiler in the new wing, the spoiler is retractable to a position in which he continues with its top the suction side of the wing. This implies that its leading edge does not protrude beyond the suction side of the wing.
  • protruding the front edge of the spoiler on the suction side of the wing is not necessarily meant that the front edge of the spoiler is in the vertical above the suction side of the wing. However, it lies above the course of the suction side of the wing, and this consideration, an imaginary continuation of this course can be used to below the leading edge used as the spoiler begins at or behind the trailing edge of the wing.
  • Such a position of the spoiler is particularly preferred, in which it spans an area between the wing trailing edge of the wing and a high-lift flap extended beyond it. It is particularly preferred if the spoiler has an overlap with the extended high-lift flap in the direction of its overflow.
  • Gap between the trailing edge of the spoiler and the suction side of the high lift flap may cause a passive inflation effect of the boundary layer on the high lift flap in flight. In this way, the resulting aerodynamic force on the high lift flap is increased in sharp contrast to a normal brake flap. This increase results in both increased lift on the high lift flap and increased resistance.
  • the gap between the underside of the spoiler and the suction side of the extended high lift flap is kept constant when changing an angle of attack of the spoiler, in order to maintain the said blow-off effect as independent as possible of the overall braking effect of the spoiler.
  • the spoiler can be pivoted about a pivot axis extending along its trailing edge.
  • a plurality of spoilers are provided on the new wing. These are ideally adjustable individually. If several spoilers are provided, but not all of these spoilers must be extendable with its front edge on the suction side of the wing. Rather, only one or more such spoiler according to the invention can be provided in addition to conventional air valves. Especially in the fuselage area of the wing, d. H. further away from its wing tip, such conventional airbrakes can be useful to destroy buoyancy after landing of the aircraft, because in the interior of the buoyancy force is greater. Accordingly, the outer region of the wing is preferred for the use of the spoiler according to the invention, if not every spoiler can alternatively be employed in a conventional manner against the overflow of the suction side of the wing.
  • Fig. 1 shows a sectional view through an inventive wing in a high lift configuration.
  • FIG. 2 shows the wing of FIG. 1 employed in a conventional manner
  • Fig. 3 shows the wing of FIG. 1, wherein the spoiler is extended with its front edge and employed with its underside against the overflow of the suction side of the wing.
  • FIG. 4 shows the trailing edge of the wing according to FIG. 1 in the configuration according to FIG.
  • Fig. 5 shows lift and drag curves calculated for the wing configuration of Figs. 2 and 3;
  • FIG. 6 shows pitching moment curves which have also been calculated for the configuration of the wing according to FIGS. 2 and 3.
  • a cross-section wing 1 has a front edge 2, a trailing edge 3, a suction side 4, a pressure side 5, a wing front flap 6 at the Leading edge 2 and a rear wing flap 7 at the trailing edge 3. Furthermore, in the transition region between the trailing edge 3 and the rear wing flap 7, which is also referred to as high-lift flap 7, a spoiler 8 is provided.
  • the wing front flap 6 are extended beyond the wing trailing edge 3 via the leading edge 2 and the wing trailing class 7, wherein the high-lift flap 7 has a distance from the spoiler trailing edge 3 spanned by the spoiler 8.
  • the spoiler 8 is in a position in which it continues the suction side of the wing with its top 9 to the suction side 10 of the high-lift flap 7 back.
  • the high-lift configuration of the wing 1 according to FIG. 1 with the wing front flap 6 and rear wing flap 7 extended provides a greatly increased lift coefficient compared to cruising with retracted flaps, which makes it possible to greatly reduce the airspeed during the landing approach.
  • the spoiler 8 can be used in addition to the thrust reduction and increased air drag due to the failed front wing flap 6 and the extended rear wing flap 7.
  • the spoiler 8 with its upper side 9, as shown in Fig. 2 are employed against an overflow 11 of the suction side 4 of the wing 1.
  • the spoiler 8 is formed in the new wing 1 so that it can also be transferred to the position shown in Fig. 3, in which it is extended with its front edge 12 on the suction side 4 of the wing 1 and with its underside 13 against the overflow 11 is employed.
  • Fig. 4 shows the wing trailing edge 3, the spoiler 8 and the high-lift flap 7 of FIG. 3 in an enlarged view. From this, an overlap 14 of the spoiler 8 and the high-lift flap 7 and a gap 15 between the spoiler 8 and the high-lift flap 7 can be seen.
  • the overlap 14 extends substantially horizontally, while the gap 15 is oriented perpendicular thereto.
  • a guide not shown here for the spoiler 8 is designed so that when changing an angle of attack 16 of the spoiler, the overlap 14 and the gap 15 are not changed significantly. By varying the angle of attack 16 can the current braking effect of the spoiler 8 can be varied.
  • the shape of the leading edge 12 of the spoiler 8, which is also referred to as spoiler nose, the underside 13 of the spoiler and the bulge 17 at the trailing edge 3 of the wing 1 can be optimized in terms of aerodynamic, acoustic, structural and / or production-relevant aspects.
  • a curvature of the spoiler 8 can also be increased by actuators and / or elastic materials to reduce the loss of buoyancy at the front of the wing.
  • a plurality of spoilers 8 are used in the new wing, which can be used in addition to the increase of the total air resistance for the control of the aircraft by being controlled separately from each other.
  • FIGS. 5 and 6 prove the better aerodynamic performances of the spoiler adjustment according to the invention according to FIG. 3 compared with the conventional spoiler or brake flap adjustment according to FIG. 2.
  • the curves shown have been calculated with a stationary numerical CFD method.
  • FIG. 5 shows lift and resistance curves for the rash of the spoiler 8 incremented in 5 ° increments in the directions indicated in FIGS. 2 and 3.
  • Fig. 6 shows the corresponding pitching moment curves.

Landscapes

  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Wind Motors (AREA)

Abstract

Une aile portante (1) présente un côté aspiration (4), un bord arrière (3) et au moins un déflecteur (8) disposé dans la zone du bord arrière (3), le déflecteur étant réglable en vol, à l'encontre d'un excédent d'écoulement (11) sur le côté aspiration de l'aile portante (1). L'invention est caractérisée en ce qu'un bord frontal (12) du déflecteur (8) est extensible en vol, au-dessus du côté aspiration (4) de l'aile portante (1), et en ce que le déflecteur (8) est réglable en vol, avec sa partie inférieure (13) tournée vers le côté aspiration (4), à l'encontre de l'excédent d'écoulement (11) du côté aspiration (4).
PCT/EP2008/004513 2007-06-09 2008-06-06 Aile portante à déflecteur réglable WO2008151760A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007026765.9 2007-06-09
DE200710026765 DE102007026765A1 (de) 2007-06-09 2007-06-09 Tragflügel mit verstellbarem Spoiler

Publications (1)

Publication Number Publication Date
WO2008151760A1 true WO2008151760A1 (fr) 2008-12-18

Family

ID=39942192

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/004513 WO2008151760A1 (fr) 2007-06-09 2008-06-06 Aile portante à déflecteur réglable

Country Status (2)

Country Link
DE (1) DE102007026765A1 (fr)
WO (1) WO2008151760A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2529441A1 (de) * 1975-07-02 1977-01-20 Schempp Hirth Kg Neuartiges zweiteiliges hinterkanten-bremsklappensystem fuer segelflugzeuge
CH683982A5 (de) * 1990-10-18 1994-06-30 Frantisek Adamec Vorrichtung zur Erhöhung des Auftriebes an einem Flügel eines Flugzeuges.

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2529441A1 (de) * 1975-07-02 1977-01-20 Schempp Hirth Kg Neuartiges zweiteiliges hinterkanten-bremsklappensystem fuer segelflugzeuge
CH683982A5 (de) * 1990-10-18 1994-06-30 Frantisek Adamec Vorrichtung zur Erhöhung des Auftriebes an einem Flügel eines Flugzeuges.

Also Published As

Publication number Publication date
DE102007026765A1 (de) 2008-12-11

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