WO2015139416A1 - Bec de remplissage d'évidement pour aile d'avion, système hypersustentateur et procédé de réduction de bruit - Google Patents

Bec de remplissage d'évidement pour aile d'avion, système hypersustentateur et procédé de réduction de bruit Download PDF

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Publication number
WO2015139416A1
WO2015139416A1 PCT/CN2014/084770 CN2014084770W WO2015139416A1 WO 2015139416 A1 WO2015139416 A1 WO 2015139416A1 CN 2014084770 W CN2014084770 W CN 2014084770W WO 2015139416 A1 WO2015139416 A1 WO 2015139416A1
Authority
WO
WIPO (PCT)
Prior art keywords
slat
leading edge
pocket
aircraft
lift system
Prior art date
Application number
PCT/CN2014/084770
Other languages
English (en)
Chinese (zh)
Inventor
徐康乐
陈迎春
李亚林
叶军科
毛俊
蔡锦阳
Original Assignee
中国商用飞机有限责任公司
中国商用飞机有限责任公司上海飞机设计研究院
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 中国商用飞机有限责任公司, 中国商用飞机有限责任公司上海飞机设计研究院 filed Critical 中国商用飞机有限责任公司
Publication of WO2015139416A1 publication Critical patent/WO2015139416A1/fr

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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

Definitions

  • the present invention relates to a device for achieving a low-noise characteristic of a leading edge slat that is deployed under high lift conditions and recovered in an aircraft cruise state, and is in the field of aircraft high lift systems.
  • Aircraft noise radiation levels are a very important indicator of the safety, economy, comfort, environmental protection (noise, carbon emissions, etc.) of modern large passenger aircraft.
  • the engine noise is significantly reduced, aircraft body noise becomes the most important source of noise during take-off and landing, and the aircraft's high-lift system aerodynamic noise is the most important part of aircraft body noise.
  • Modern large-scale civil aircraft high-lift system leading edge devices are usually in the form of slats.
  • the shape of the conventional leading edge slat 101 matches the leading edge of the aircraft fixed wing 102 to recover the leading edge slat 101 by a high lift mechanism in a cruise state.
  • the rear surface 1 1 1 of the leading edge slat 101 is designed to generally form a pocket.
  • the incoming flow will form a recirculation zone 121 in this recessed area.
  • the recirculation zone is mainly composed of a large vortex of strong strength, and the flow structure is unstable in the region of the cavity, so that the leading edge slat 101 generates a high level of noise radiation.
  • a slat pocket filling technique has been proposed, that is, a recessed slat (SCF slat) is formed.
  • the shape of the leading edge of the fixed wing must remain unchanged, which will result in a mismatch between the shape of the trailing edge of the leading edge slat and the leading edge of the fixed wing, resulting in the leading edge slat Cannot be recycled during cruise.
  • the inventor A. Smirovich et al. in the Chinese Patent Application No. CN 102834315A, proposes to design the fixed-wing leading edge to be movable.
  • the patent application is In an embodiment of the exposed aircraft high lift system 400, the leading edge wing slat 202 is configured as a pocket filled slat, in which case the storage structure of the leading edge slat 202 will be if the conventional wing is still used
  • An overlap region 208 is formed with the main wing member to form interference with the main wing member when the leading edge wing slat is in the storage position.
  • the patent also provides a rigid leading edge element 402 that is movably coupled to the main wing element, the rigid front edge element 402 being configured to connect the upper machine of the main wing element in the deployed position
  • the outer edge of the wing surface 408 and the outer edge of the lower wing surface 410 thereby form a continuous outer mold line shape of the aircraft wing and are configured to be placed on the outer edge and lower machine of the upper wing surface 408 when in the storage position.
  • the patent specifically designs a recovery mechanism that includes a plate 402, a linear drive mechanism 404, and a guide 406. As further shown in Fig. 2, the specific realization of the recovery of the leading edge wing slat 202 is as follows: When the plate member 402 is configured to be in the storage position, the plate member is placed within the main wing member.
  • the panel 402 is switched between a storage position (shown in phantom in the figure) and a deployed position.
  • the guide 406 can guide and/or rotate the panel in place.
  • the above-mentioned recycling mechanism necessarily requires a large amount of space occupying the leading edge of the main wing element, which is bound to be greatly limited by other actuators and piping in the main wing element.
  • the aerodynamic load on the leading edge of the main wing element is large, requiring the movable plate member 402 to have a large rigidity, and at the same time requiring the plate member 402 and the main wing member to be in front of the recess filling slat 202.
  • the other parts of the rim should have good sealing properties after joining. Summary of the invention
  • an aircraft wing recessed slat comprising:
  • At least one pocket filling member movable between a retracted position inside the expandable leading edge slat and a deployed position outside the expandable leading edge slat, the at least one pocket filling element construction
  • the unfolded leading edge slat is moved from the recovery position to the deployed position to form the pocket fill slat with the leading edge slat.
  • the pocket filling element is a pocket filling sheet.
  • the at least one pocket filling element is configured to pivot outwardly to the deployed position and pivot inwardly to the retracted position.
  • the at least one pocket filling element comprises an upper pocket fill sheet and a lower pocket fill sheet.
  • the upper pocket filler sheet is coupled to the rear surface of the slat of the deployable leading edge slat by an upper hinge, the lower pocket filler sheet being passed through the lower hinge and the expandable leading edge The lower surface of the slat of the slat is connected.
  • the upper pocket filler sheet and the lower pocket filler sheet are respectively coupled with an actuating mechanism to automatically pivot outwardly to the deployed position upon exiting the recovery position.
  • the actuating mechanism comprises a spring mechanism or a hydraulic mechanism, the spring mechanism or hydraulic mechanism being disposed inside the deployable leading edge slat.
  • a low noise high lift system for an aircraft wing comprising:
  • a fixed wing comprising a leading edge upper surface and a leading edge lower surface
  • leading edge slat operatively coupled to the fixed wing for movement between a recovery position including a slat upper surface, a slat lower surface, and a slat rear surface, the seam
  • the upper surface of the wing and the lower surface of the slat are configured to form a continuous contour with the upper surface of the leading edge and the lower surface of the leading edge, respectively, in the recovery position;
  • At least one pocket filling element movably coupled to the leading edge slat, wherein the at least one pocket filling element is configured to retract to the front in the retracted position
  • the edge slats extend inside the deployed position to the outside of the slat rear surface to form a pocket fill slat with the leading edge slat.
  • the pocket filling element is a pocket filling sheet.
  • the at least one pocket filling element is configured to pivot outwardly to the deployed position and pivot inwardly to the retracted position.
  • the at least one pocket filling element comprises an upper pocket fill sheet and a lower pocket fill sheet.
  • the upper pocket filler sheet is joined to the rear surface of the slat by an upper hinge
  • the lower pocket filler sheet is joined to the lower surface of the slat by a lower hinge
  • the upper pocket filler sheet and the lower pocket filler sheet are respectively coupled with an actuating mechanism to automatically pivot outwardly to the deployed position upon exiting the recovery position.
  • the actuating mechanism comprises a spring mechanism or a hydraulic mechanism, the spring mechanism or hydraulic mechanism being disposed inside the leading edge slat.
  • a method for reducing aircraft noise associated with a high lift system comprising:
  • the pocket filling element comprises a pocket filling sheet, wherein resetting the at least one pocket filling sheet comprises pivoting the at least one pocket filling sheet outward to the deployed position to form the pocket filling Slatted outline.
  • the at least one pocket filling sheet comprises an upper pocket filling sheet and a lower pocket filling sheet, wherein the at least one pocket filling element associated with the leading edge slat comprises the upper pocket
  • a filler panel is coupled to the rear surface of the slat of the leading edge slat by an upper hinge
  • the lower pocket filler sheet is coupled to the lower surface of the slat of the leading edge slat by a lower hinge.
  • pivoting the at least one pocket filler sheet outward comprises including The actuating mechanism coupled to the at least one pocket filler sheet is released from its retracted position to the extended position.
  • the actuating mechanism includes a spring mechanism or a hydraulic mechanism, and the spring mechanism or hydraulic mechanism is disposed inside the leading edge slat.
  • the invention does not need to change the shape of the leading edge of the fixed wing of the aircraft, so that the valuable space of the leading edge of the fixed wing can be saved.
  • the load of the pocket filling element of the leading edge slat is small, and it is not easy to be bent and deformed.
  • the invention reduces the aerodynamic noise radiation level of the slat by weakening or shielding the main sound source area of the leading edge slat by expanding the recess filling element while ensuring the aerodynamic performance requirement of the high lift system in the low speed state.
  • Figure 1 is a schematic diagram showing the principle of aerodynamic noise generation in the pocket of the leading edge slat under the existing large lift system
  • Figure 2 is a schematic cross-sectional view of another prior art high lift system in which the leading edge slat is a pocket filled slat and the main wing element is provided with a movable panel;
  • FIG. 3 is a cross-sectional view of a high lift system in accordance with a preferred embodiment of the present invention in which the two pocket fill sheets associated with the leading edge slats assume different states in the deployed position and the retracted position.
  • the low noise high lift system for an aircraft wing in accordance with a preferred embodiment of the present invention is shown in FIG.
  • the low noise high lift system for an aircraft wing includes a fixed wing 10, a leading edge slat 30, an upper pocket filling piece 51 and a lower pocket filling piece 53.
  • the fixed wing 10 has a leading edge upper surface 1 1 and a leading edge lower surface 13.
  • the leading edge slat 30 has two different positions relative to the fixed wing 10, namely a recovery position (shown in phantom) and a deployed position.
  • the leading edge slat 30 is operatively coupled to the fixed wing 10, such as by rails 70, such that it is recovered and deployed through the rail 70.
  • the guide rail 70 is limited by the front beam 15 of the fixed wing 10 and extends beyond the front edge of the fixed wing and retracts inside the fixed wing to effect deployment and recovery of the leading edge slat 30.
  • the leading edge slat 30 includes a slat upper surface 31, a slat lower surface 33, and a slat rear surface 35, and the slat upper surface 31 and the slat lower surface 33 are configured to be in a recovery position.
  • a continuous contour is formed with the leading edge upper surface 1 1 and the leading edge lower surface 13, respectively.
  • the upper pocket filling piece 51 and the lower pocket filling piece 53 are pivotally connected to the leading edge slats 30, respectively, to collectively constitute a pocket filling slat, for example, a concave
  • the hole filling piece 51 is connected to the slat rear surface 35 through the upper chain 61
  • the lower pocket filling piece 53 is connected to the slat lower surface 33 through the lower hinge 63.
  • the upper pocket filler sheet 51 and the lower pocket filler sheet 53 are configured to retract to the interior of the leading edge slat 30 when in the retracted position and to extend beyond the slat rear surface 35 to the leading edge when in the deployed position. Slat 30 Together, a pocket fill slat is formed.
  • the upper pocket filling piece 51 and the lower pocket filling piece 53 are associated with the leading edge slat 30 by a hinge, and thus can be actuated by means of a spring mechanism or a hydraulic mechanism ( Figure not shown) Automatically pivots outward to the deployed position to form a complete pocket fill profile that meets the designed pocket fill slat profile; when the aircraft is in a cruise state, the upper pocket fills the 51 and the lower The pocket filling piece 53 is pushed into the recovery state by the leading edge of the fixed wing 10 during the recovery of the leading edge slat 30, or the actuating mechanism is automatically pivoted inward to the recovery state.
  • both the upper pocket filling piece 51 and the lower pocket filling piece 53 are housed inside the leading edge slit 30.
  • the actuating means for the recovery and deployment of the pocket filler can be mounted, for example, inside the rear surface 35 of the slat, following the movement of the leading edge slat 30.
  • the number of pocket filling sheets may be one or, if possible, a plurality.
  • the slat upper surface 31 of the recovered leading edge slat 30 forms a continuous contour with the leading edge upper surface 1 1 of the fixed wing 10, and the curvature is continuous.
  • the slat lower surface 33 of the leading edge slat 30 forms a continuous contour with the leading edge lower surface 13 of the fixed wing 10, and the curvature is also continuous.
  • the recovered slat lower surface 33 and the leading edge lower surface 13 can be made airtight by means of rubber strips or rubber gaskets to prevent external airflow from flowing from the lower surface joint of the aircraft wing during cruising.
  • the inside of the wing affects the aerodynamic performance of the wing.
  • a broken line L indicates a position where the upper pocket filling sheet 51 and the lower pocket filling sheet 53 are not in the retracted position, but due to the above configuration of the filling sheet, They are in the retracted position such that the slat rear surface 35 of the leading edge slat 30 conforms to the leading edge surface of the fixed wing 10 to complete the recovery of the leading edge slat 30.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Details Of Aerials (AREA)
  • Toys (AREA)
  • Mattresses And Other Support Structures For Chairs And Beds (AREA)

Abstract

La présente invention concerne un bec de remplissage d'évidement pour une aile d'avion, comprenant : un bec de bord d'attaque déployable ; et au moins un élément de remplissage d'évidement, mobile entre une position de repliement interne du bec de bord d'attaque déployable et une position de déploiement externe du bec de bord d'attaque déployable, l'au moins un élément de remplissage d'évidement étant construit pour se déplacer de la position de repliement à la position de déploiement pendant le déploiement du bec de bord d'attaque déployable, de manière à former le bec de remplissage d'évidement conjointement avec le bec de bord d'attaque. La présente invention concerne en outre un système hypersustentateur à faible bruit pour une aile d'avion et un procédé de réduction de bruit d'avion associé à un système hypersustentateur. Tout en respectant une exigence de performance pneumatique d'un système hypersustentateur dans un état de faible vitesse et en permettant de gagner de la place au niveau d'un bord d'attaque d'une aile fixe, la présente invention déploie un élément de remplissage d'évidement pour atténuer ou protéger une zone de source sonore majeure d'un bec de bord d'attaque.
PCT/CN2014/084770 2014-03-19 2014-08-20 Bec de remplissage d'évidement pour aile d'avion, système hypersustentateur et procédé de réduction de bruit WO2015139416A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201410103950.7A CN103879551B (zh) 2014-03-19 2014-03-19 飞机机翼用凹穴填充缝翼及高升力系统和降噪方法
CN201410103950.7 2014-03-19

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WO2015139416A1 true WO2015139416A1 (fr) 2015-09-24

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Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3676173B1 (fr) * 2017-09-01 2022-03-16 Embraer S.A. Systèmes de réduction du bruit pour becs de bord d'attaque rétractables d'un ensemble aile d'aéronef
CN110539882B (zh) * 2019-07-16 2021-07-16 中国航空研究院 一种前缘变弯襟翼和前缘缝翼交界处流动优化方法及装置
CN112949127A (zh) * 2021-03-02 2021-06-11 西北工业大学 一种前缘缝翼的干涉尾缘结构及其干涉量的设计方法
CN114476020B (zh) * 2021-12-20 2024-01-16 中国商用飞机有限责任公司北京民用飞机技术研究中心 一种机翼用增升装置及飞机
CN115783236A (zh) * 2022-06-28 2023-03-14 中国商用飞机有限责任公司北京民用飞机技术研究中心 一种机翼用低噪声增升装置和飞机

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EP1057723B1 (fr) * 1999-06-04 2004-09-15 DLR Deutsches Zentrum für Luft- und Raumfahrt e.V. Aile auxiliaire pour ailes principales d'aéronef
CN101098815A (zh) * 2004-11-23 2008-01-02 空中巴士德国有限责任公司 用于减小飞机附加机翼上的空气动力噪声的装置
EP2149495A1 (fr) * 2007-05-25 2010-02-03 Mitsubishi Heavy Industries, Ltd. Générateur de portance élevée, aile et structure de réduction de bruit du générateur de portance élevée
US20120097791A1 (en) * 2010-10-21 2012-04-26 U.S.A As Represented By The Administrator Of The National Aeronautics And Space Administration Autonomous Slat-Cove-Filler Device for Reduction of Aeroacoustic Noise Associated with Aircraft Systems
CN102935889A (zh) * 2012-11-16 2013-02-20 中国航空工业集团公司西安飞机设计研究所 一种可减阻降噪的前缘缝翼空腔整形机构
US8534610B1 (en) * 2009-07-17 2013-09-17 The Boeing Company Method and apparatus for a leading edge slat on a wing of an aircraft

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US5927656A (en) * 1996-06-26 1999-07-27 The Boeing Company Wing leading edge flap and method therefor
DE10019185C2 (de) * 2000-04-17 2003-06-05 Airbus Gmbh Anordnung zur aerodynamischen Lärmminderung von Vorflügeln eines Verkehrsflugzeuges
JP2011162154A (ja) * 2010-02-15 2011-08-25 Mitsubishi Aircraft Corp 高揚力発生装置、翼、スラット

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1057723B1 (fr) * 1999-06-04 2004-09-15 DLR Deutsches Zentrum für Luft- und Raumfahrt e.V. Aile auxiliaire pour ailes principales d'aéronef
CN101098815A (zh) * 2004-11-23 2008-01-02 空中巴士德国有限责任公司 用于减小飞机附加机翼上的空气动力噪声的装置
EP2149495A1 (fr) * 2007-05-25 2010-02-03 Mitsubishi Heavy Industries, Ltd. Générateur de portance élevée, aile et structure de réduction de bruit du générateur de portance élevée
US8534610B1 (en) * 2009-07-17 2013-09-17 The Boeing Company Method and apparatus for a leading edge slat on a wing of an aircraft
US20120097791A1 (en) * 2010-10-21 2012-04-26 U.S.A As Represented By The Administrator Of The National Aeronautics And Space Administration Autonomous Slat-Cove-Filler Device for Reduction of Aeroacoustic Noise Associated with Aircraft Systems
CN102935889A (zh) * 2012-11-16 2013-02-20 中国航空工业集团公司西安飞机设计研究所 一种可减阻降噪的前缘缝翼空腔整形机构

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CN103879551B (zh) 2017-06-30
CN103879551A (zh) 2014-06-25

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