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
  • B64C9/22—Adjustable control surfaces or members, e.g. rudders forming slots at the front of the wing
  • B64C9/24—Adjustable control surfaces or members, e.g. rudders forming slots at the front of the wing by single flap
• • 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
  • B64C2009/143—Adjustable control surfaces or members, e.g. rudders forming slots comprising independently adjustable elements for closing or opening the slot between the main wing and leading or trailing edge flaps
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T50/00—Aeronautics or air transport
  • Y02T50/30—Wing lift efficiency

Definitions

• High lift system for an aircraft method of moving a lift flap, and aircraft with a high lift system
• the invention relates to a high-lift system for an aircraft, comprising at least one lift flap arranged on a wing and at least one flap adjustment mechanism for moving the lift flap between a retracted position and at least one extended position relative to the flap
• the invention further relates to a method for moving a lift flap and an aircraft with at least one aforementioned
• Leading edge flaps and wing trailing edge flaps used in single or multiple juxtaposition, which are arranged movably to the wing.
• Movable slats which are also called nasal slit flaps (“extensible slat”) or leading edge flaps, such as in the form of so-called Krüger flaps (“Krüger flap”), nestle in a retracted position to the wing, thereby forming about a part of the nose the wing or may be housed on a bottom surface of the wing in a mating recess to form a continuous, flush surface.
• slats are offset from the leading edge of the wing thereby forming a gap between the slat and the leading edge of the wing.
• leading edge flaps can be deflected into the airflow of the aircraft with or without the formation of a gap.
• both the surface of the wing and its curvature is increased at both said buoyancy aids on the leading edge of the wing.
• lift flaps Conventional slats, hereafter referred to for convenience as "lift flaps", have a rigid structure whose shape is adapted to the requirements of the wing configuration for cruising without activation of the "clean wing” configuration , This determines the geometry of the gap between slats and leading edges of airfoils.
• Increase the buoyancy can be brought from a retracted to extended positions, wherein a gap between the high-lift flaps and the wing can be opened or closed regardless of the position of the high-lift flaps. This is the optional achievement of an improved Maximum lift coefficient or an improved slip ratio with less noise possible.
• the gap formed between a front side of the lift flap and the front edge of the wing upstream often tapers to a point
• High-lift systems with a gap do not form a downstream tapering gap. This is because the usually stiff lift flap could have a shape, positioning and deflection which are caused by external (e.g.
• kinematic boundary conditions and therefore does not allow an ideal convergent gap.
• a significantly lower aerodynamic lift increase is achieved than in an aerodynamically optimal design with downstream tapered slot.
• an outer geometry of the liftgate is adjusted for cruise, while the directed to the leading edge of the wing by internals in the wing not any Can take shape.
• a convergent-divergent shape is not aerodynamically optimal, since the airflow directed onto the profile top loses part of its velocity built up in the gap up to the flow exit of the gap. Accordingly, there may be a need for a high lift system having at least one lift flap disposed on an airfoil and at least one flap adjustment mechanism for moving the lift flap between a retracted and at least one extended position opposite to the lift flap
• Airfoils exist, which provides an aerodynamic improvement and improves the caused by the lift flap effect of shifting the stall on the upper profile side of the wing to larger angles of attack.
• the buoyancy flap has at least one region with a variable curvature and is thereto
• Curvature that could be varied between a retracted position and an extended position could change the relative position of an edge of the lift flap projecting from the wing in an extended position.
• a design of the gap is made possible in such a way that the gap dimension, seen upstream, continuously undergoes a taper.
• This continuous taper is to be understood such that the narrowest cross section in the gap in the case of a rigid lift flap without additional curvature at the trailing edge is greater than the exit cross section and between the narrowest
• Gap geometries are present.
• the gap geometry tapers monotonously or at least partially monotone.
• Flow on the profile top can be done, which is required to shift the flow separation to larger angles of attack.
• variable curvature of the lift flap need not be above the entire lift flap span.
• Lifting flap could also be only partially equipped with a variable curvature.
• a high-lift system has a plurality of lift flaps, of which only some can provide a variable curvature at all.
• variable curvature region of the lift flap has flexibility and preforming leading to a first curvature shape of the lift flap.
• the lift flap could be configured to adjust the convergent gap to the wing in an extended position of the lift flap.
• the flexibility could be achieved, for example, by virtue of the variable curvature area having a bias voltage through which the buoyancy flap always presses into the first curvature mold, as long as it is not mechanically forced into a second curvature shape.
• the second curve shape could be adapted for stowage in a retracted position so that in a retracted position, it forms a flush structural surface with the wing.
• the flexibility could be achieved by a suitable choice of material, by active spring elements or by a suitable shaping or profiling of the components of the buoyancy flap. The flexibility should be sufficiently low to be at
• Fiber composites with which a prestressed or pre-curved, flexible lift flap could be made A first curve shape could be adjusted by the bias, which in an extended position is only exposed to the impinging air flow. In a retracted position, the second curve shape could be achieved by pressing the lift flap against a stop or the like.
• the particular advantage of using fiber composites lies in the fatigue strength and configurable flexibility by appropriate fiber direction specifications.
• other sufficiently flexible materials could be used, such as metallic materials, which would also be installed biased.
• an adjusting element could be integrated in or on the lift flap, which deflects a pivotable trailing edge region of the lift flap when deflecting the lift flap in an extended position.
• a passive component in the form of a tension spring which attracts a pivotable trailing edge region and thereby generates the first curve shape.
• a passive adjusting element in the form of a compression spring or a specific material design or combination of the buoyancy flap could be realized, which causes a spring action.
• the pivotable trailing edge region does not necessarily have to be embodied as a separate component, which means that a region of the buoyancy flap is made flexible and thereby realizes a trailing edge region which can be pivoted by adjusting elements in order to achieve a first or a second curvature.
• a separately manufactured, stiff or elastic rear edge area could be mounted on a hinge, an elastic material transition, a textile surface or the like to form the pivotable trailing edge region.
• passive adjustment elements could also be active
• Adjustment elements are used, for example kinematic couplings, electrical, hydraulic and pneumatic actuators.
• High lift system is the radius of curvature of the buoyancy flap in the first curve shape at an extended position less than in the second curve shape at a retracted position. This means that in the extended position, the region of variable curvature is more curved than in a retracted position.
• the gap between the curved profile having leading edge of the wing and the lift flap is thus continuously convergent. In addition, this increases the achievable lift coefficient.
• the wing has a receiving surface, to which the lift flap can be brought to reach the retracted position.
• the Aufhahme facts is shaped such that it corresponds with a boundary surface of the lift flap with a second curvature shape.
• no active elements are required to achieve the change from the first curve shape to the second curve shape. It is sufficient to reshape the first curved shape preformed buoyancy flap by applying to the appropriate receiving surface in the first curve shape to a To achieve space-saving accommodation on the wing and thereby produce an aerodynamically predetermined shape of the wing for cruising.
• the receiving surface is formed on an underside of the wing, wherein the buoyancy flap is rotatably mounted around the front edge of the wing.
• the Aufhahme is formed on the upper side of the wing and the buoyancy flap is arranged at least partially along the leading edge deflectable to the wing.
• the buoyancy flap forms part of the nose of the wing during cruising flight.
• Such containment surface protection should be corrosion resistant and have a similar or similar thermal expansion behavior as the airfoil itself or attached by appropriate means such that differential thermal expansion will not cause damage.
• components made of polytetrafluoroethylene (Teflon), stainless steel, kevlar or other suitable materials would be considered.
• the method according to the invention essentially has the following steps. First, a lift flap is relatively moved to the wing to close a gap between the wing and the lift flap produce. Simultaneously or subsequently with the movement of the buoyancy flap, the curvature of the buoyancy flap is changed, so that the gap between the buoyancy flap and the profile of the wing is reduced sufficiently downstream, for example, monotonically. This means that a strictly monotonic convergence is not necessarily required, the gap could in places neither converge nor extend divergent.
• Fig. 1 shows a section of a high-lift system according to the invention with a lift flap in an extended and in a retracted position.
• 2a and 2b show a further embodiment of a high-lift system according to the invention with a lift flap in an extended position and in a retracted position.
• 3a and 3b show a further embodiment of a high-lift system according to the invention with a lift flap in an extended position and in a retracted position.
• FIG. 4 shows a schematic block diagram of a method according to the invention.
• Fig. 5 shows an aircraft with at least one inventive
• Fig. 6a - 6c show the achievable aerodynamic effect.
• Fig. 1 shows in part a high lift system on a wing 2 of an aircraft comprising a lift flap 4 disposed on the wing 2, which are moved relative to the wing 2 to increase buoyancy from a retracted position 6 to an extended position 8 shown by way of example can.
• the lift flap 4 complements the wing 2 to a smooth and designed for cruising profile.
• the effective surface of the wing 2 is supplemented by the lift flap 4, wherein at the same time a gap 10 is formed which extends between a downstream surface 12 of the lift flap 4 and a wing nose 14.
• lift flap 4 could preferably accommodate a plurality of different extended positions 8, so that the effect of the
• the buoyancy flap 4 has a region 16 which has a variable curvature.
• the lift flap 4 In the extended position 8, the lift flap 4 has a first curve 24 having a first radius of curvature / distance Rl between the trailing edge of the lift flap and the surface of the wing 2, so that the trailing edge 17 of the lift flap 4 is most visible to the nose 14 of the wing
• Wing 2 is directed.
• the gap 10 seen downstream is aerodynamically sufficiently continuous or monotonically narrower for the air flow directed onto the profile upper side of the wing 2.
• This causes a particularly effective introduction of high-energy air flow on the top 18 of the wing 2, so that the stall is shifted to larger angles of attack.
• the radius of curvature R2 a distance of the trailing edge to the surface of the wing 2 in the second
• Form of curvature 26 corresponds to and R0 is the present at the second curve shape 26 minimum distance between the lift flap and the wing 2. According to the invention Rl is less than / equal to R0.
• the buoyancy flap 4 is configured such that the region with a flexible curvature 16 could also be deformed into a second curvature shape 26 such that it can conform to a receiving surface 20.
• Receiving surface 20 could be located approximately in a recess or, as in Fig. 1 of the case, at a shoulder 22 to the outer contour of the wing 2.
• a receiving surface protection 21 could be mounted on the receiving surface 20 to chafing or crushing the material of To prevent receiving surface 20.
• the second curve shape 26 can be seen by the dashed lines of the lift flap 4 located in an extended position 8.
• the buoyancy flap 4 is preferably set up in such a way that, by pressing the buoyancy flap 4 against the receiving surface 20, a recovery from the first curved shape 24 into the second curved shape 26 takes place.
• a buoyancy flap 28 is shown, which also has a portion 30 having a variable curvature.
• the lift flap 28 differs from the lift flap 4 shown in FIG. 1 in that, in a retracted position, it forms the profile nose of the wing 2 at least in sections.
• the variable curvature region 30 is oriented such that a gap 34 in an extended position 36 downstream continuously undergoes a constriction that enhances the delay in flow separation on top of the airfoil 2 profile.
• a clearance / radius of curvature Rl between the trailing edge of the lift flap 4 and the surface of the wing 2 is obtained which is smaller than the minimum distance R0 between the lift flap 4 and the surface of the wing 2 in the second curve shape 40.
• Lifting flap 44 also has a portion 48 which has a variable curvature.
• the lift flap 44 In the extended position 46, the lift flap 44 has a first curvature form 50, in which a pivotally arranged trailing edge region 52 can be realized via an adjusting element 54, which is designed here as a tension spring and also in the form of any suitable passive or active component Wing 2 is deflected out.
• adjusting element 54 which is designed here as a tension spring and also in the form of any suitable passive or active component Wing 2 is deflected out.
• a stop 53 could be provided, which could also be integrated into a hinge 62.
• the gap between the lift flap 4 and the wing 2 is predominantly convergent, only a very narrow area tends to be divergent.
• Trailing edge region and the surface of the Tragfiügels is smaller than the inlet cross-section.
• a retracted position 63 which can be seen in Fig. 3b, the lift flap 44 is in a retracted position in which the pivotally arranged trailing edge region 52 is present in a second curve shape 58, which conforms to a corresponding receiving surface 60.
• the adjusting element 54 is tensioned, so that when the lift flap 44 is deflected, a pivoting back of the movably mounted trailing edge region 52 of the first curved shape 50 is assumed.
• Fig. 4 is a schematic block diagram of the invention
• FIG. 5 shows an aircraft 72 with at least one high-lift system according to the previously described features.
• FIGS. 6a and 6b show the course of the lift cL versus the angle of attack ⁇ for a wing 74 having a conventional high-lift system, in which a lift flap 76 forms a predominantly divergent gap 78 at a front edge of the wing 74. At the angle of incidence ⁇ shown, the flow breaks off, so that the lift generation breaks down. The supply of high-energy flow to the top of the wing 74 via the gap 78 is not optimal.
• a lift flap 80 is used on the wing 74, which can prevent the stall at the angle of incidence ⁇ shown.
• the flow at the top of the wing 74 is present and the achievable lift is at a much higher level according to the graph in Fig. 6c than when using a conventional high lift system with a stiff lift flap 76, as compared to Figs. 6a and 6c is clearly visible.
• “having” does not exclude other elements or steps and "a" or "an” does not exclude a multitude

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• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
• Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
• Transmission Devices (AREA)
• Turbine Rotor Nozzle Sealing (AREA)
• Toys (AREA)

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• 2009
  • 2009-12-07 DE DE102009057340A patent/DE102009057340A1/de not_active Withdrawn
• 2010
  • 2010-12-02 CA CA2783129A patent/CA2783129C/en not_active Expired - Fee Related
  • 2010-12-02 EP EP10784812.9A patent/EP2509859B1/de not_active Not-in-force
  • 2010-12-02 CN CN201080055576.8A patent/CN102781777B/zh not_active Expired - Fee Related
  • 2010-12-02 WO PCT/EP2010/068766 patent/WO2011069887A2/de active Application Filing
• 2012
  • 2012-06-06 US US13/490,009 patent/US8596586B2/en active Active

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