WO2019164385A1

WO2019164385A1 - Wing root flap system with mobile fuselage wing

Info

Publication number: WO2019164385A1
Application number: PCT/MA2019/000001
Authority: WO
Inventors: Hicham MAHFAD
Original assignee: Mahfad Hicham
Priority date: 2018-02-23
Filing date: 2019-01-08
Publication date: 2019-08-29
Also published as: WO2019164385A8; MA42066B1; MA42066A1

Abstract

Wing root flap system with mobile fuselage wing, installed on airplanes at the root of the wings. The invention serves to increase lift and optimize load distribution of the airplane during all flight phases. It consists of two wing root separation surfaces (3) that prevent air flowing from the fuselage to the wings in order to increase lift at the wing root, two fuselage partitions (5) which complement the work of said wing root separation surfaces, a new mobile fuselage wing (6) which serves to provide additional lift and, at the same time, serves to control and optimize the load distribution of the airplane during all flight phases in order to improve the performance of the airplane and save substantial amounts of fuel.

Description

High lift system with mobile fuselage wing

I- Technical Field of the Invention

The present invention relates to a high lift system intended to be implanted on aircraft, at the root of the wings. It consists of a root flow rectifier system and a new fuselage wing.

The object of the present invention is to increase the lift of the wings of the aircraft at the root. In addition to the installation of a movable fuselage wing that covers the central fuselage located between the two roots of the two wings of the aircraft, to use this area, unused, to generate a lift force additional, and control the centering of the aircraft during different phases of the flight.

II- State of the art

Different patents deal with improving the performance of aircraft wings, but their approaches and solutions are different from this patent:

For example, some patents employ winglets or similar systems such as US2013256460, US2013092797, US2008308683, WO2010129722, EP2792595 and WO2011070532. The purpose of winglets, or "sharklets", is to minimize the effects of marginal flow occurring at the end of each wing in order to reduce the force of the induced drag.These systems are all installed only on the outer edges wings, at the level of the salmon of each wing (wingtip) .The purpose of these patents is to prevent or diminish the effects of marginal flow, ie to attenuate the effect of the passage of air which is found at the level of the lower surface (lower part of the wing) towards the extrados (the upper part of the garlic), whereas our system installs a device at the level of the root of the wings, close to the fuselage, in the central part of the aircraft and not at the end of the wings.In addition, our system aims to prevent the flow of air around the fuselage to the air volumes in depression that are found on the upper surface of the wing. While the patents cited in the beginning of chapter aim to prevent traffic soffit / suction. The purpose of the separation used in our patent is to preserve the extrados depression (created by the aerodynamic shape of the wing) in order to increase the lift force of the wings at the root.

The purpose of our invention, the location of the device, the volumes and air masses concerned by our system, are all different from the patents cited above.

Other patents such as US 20080203233 use thin surfaces placed longitudinally on the upper surface of the wings. These surfaces start from the leading edge. They are often used on flying wings. Their role is to avoid the slipping of the air that appears in the lateral direction because of the arrow shape of the wings. They are also used to create vortex-shaped air flows to increase the rate of flow of the boundary layer and to delay its detachment. While our system uses surfaces, specifically and for the first time, at the root of the wings and near the fuselage, to create a clear separation between two volumes of air of different characteristics which are: the volume of overpressure air surrounding and enveloping the fuselage, and the volume of vacuum air on the wing's upper surface, close to the fuselage of the airplane, in the vicinity of the root, in order to increase the lift forces at the root of the wings.

Other patents are concerned with airflow at the root level. But these patents set goals quite different from those we seek to achieve in our patent and they adopt different approaches and solutions, as is the case for the following patents: - ΈR0878393 "which uses surfaces as vortex generators installed on the leading edge, in positions close to the root, in order to reinvigorate the air flows at the root.

Another patent, US 4598885, also discusses airflows that occur between the fuselage and the wings. But it is different from our invention by the objective which it has set itself to reach, by the design, the form and the location of its system:

the objective of US Pat. No. 4,594,885 is to reduce the value of parasitic drag at the root level caused by the junction of the wing with the fuselage; while the objective of our invention is to increase the lift of the wings at the root by ensuring a separation between the air volumes that surround the fuselage, and the air volumes on the upper surface of the airfoil. the wing at the root level

- Concerning the design, US 4598885 created a separation space between the wing and the fuselage using a single spar, as a connection between the wing and the fuselage; while in our invention the wing remains integrally attached to the fuselage to preserve the mechanical strength of the structure, and allow the installation and passage of all systems: fuel, hydraulic, electrical, and other. In this way, our solution can be installed on modern aircraft without causing major changes to the internal structure.

- regarding shape and location, US 4598885 added a limited partition-like surface around the inner end of the wing (around the extrados and the underside) of the wing) to prevent the circulation of air from the lower surface to the upper surface of the garlic. This partition-like surface used in US 4598885 plays the same role as winglets, except that it is installed on the inner end of the wing since the wing has been separated from the fuselage. The role of these small surfaces is complementary and only complements the initial separation function between the wing and the fuselage to reduce the value of parasitic drag. While in our invention, the root separation surface plays a vital role in the solution provided. The root separating surface we use originates from the extrados and it develops vertically, in parallel with the fuselage, and up to a sufficient height, which exceeds the height of the fuselage, to ensure total and complete separation between the volume of air at overpressure enveloping the fuselage and the volume of vacuum air on the upper surface of the wing, in order to increase the lift of the wings at the level of the 'root.

In addition, in our invention, we use the structure used in the creation of our solution to integrate a new mobile fuselage wing generating additional lift force and which optimizes the centering of the aircraft throughout the flight.

The designs and schemes proposed in US Pat. No. 4,589,885 as well as the desired goals are all different from those in our invention.

Another patent, US 1, 803,805 uses a top wing placed at the front of the aircraft, with a separation space between the fuselage and the lateral wings of the aircraft. This patent only concerns high-wing aircraft with a forward cabin, engine and propeller installed in the nose of the aircraft. The purpose of this patent is to improve the stability of the aircraft and prevent the aircraft from nose-to-nose during gliding. The upper wing (Top Wing) used in this patent "US 1, 803,805" is installed at the front of the aircraft, above the engine, and serves to straighten the nose of the aircraft (quite heavy) to prevent the aircraft from nose-diving during gliding In our invention, we use a fuselage wing that can be installed on all types of aircraft regardless of the engine position.The purpose of Note Mobile Fuselage Wing is to provide additional lift force to the entire aircraft (to improve its performance), and also to optimize the centering of the aircraft during the flight thanks to the mobility of our fuselage wing. US1,803,805 uses small surfaces on the inner edge of the aircraft's lateral wings, which are separated from the fuselage, to channel the air and to orient it towards the upper wing (Top Wing) in order to prevent the quilting plane nose during gliding. While in our invention, first the wings are not separated from the fuselage and each of the root separation surfaces we use originates from the extrados and develops vertically in parallel with the fuselage, up to a sufficient height that exceeds the height of the fuselage, to ensure a complete and complete separation between the volume of air at overpressure enveloping the fuselage and the volume of air in depression which is on the upper surface of the wing, in the purpose of increasing the lift of the wings at the root.

The purpose, shape, design and location of our system are all different from US Patent No. 1,803,805.

Other patents show planes with a double pair of wings (or "Boxplane" wing aircraft, such as US 20100200703, US20060144991 or US8186617 .... But all these patents use two pairs of wings. these wing pairs are positioned symmetrically with respect to the fuselage, these systems have been rigid, do not allow the necessary flexibility for the wings, and have a problem of "Buffeting" during certain phases of the flight. The invention uses a single wing: in a single block, which is positioned on a horizontal plane above a part of the body of the fuselage.Unlike the other patents, the wing we use covers the central part of the fuselage which lies between the two empiantures, so that our solution to use a mobile fuselage wing allows this part of the wingspan to be active health that generates lift, without affecting the flexibility of the wings. The shape of this new wing, its location and attachment to the structure of the aircraft are all different and new compared to the patents cited above.

Other patents, such as US 2927749, seek to eliminate or minimize turbulence generated at the root intersection between the fuselage and the wings. They use surface shapes that make the transition between the fuselage and the leading edge of the wing less abrupt. While in our patent, the device used is different, just like the goal to achieve.

All of the patents listed above have different goals from those we seek to achieve and they use different solutions from those we use in our patent. They then try either to reinvigorate the flow of the boundary layer, or to eliminate the effects of parasitic drag .... While the purpose of our invention is to increase the lift of the wings at the root by installing a root-flow rectifier device, in addition to the fact that we use a new mobile fuselage wing that optimizes the centering of the airplane during the flight to improve the performance of the aircraft and achieve fuel economy.

III- Detailed description

- Interest of the system

The present invention consists in implanting a new high lift system at the root of the wings, in order to increase the lift forces at the root; in addition to the installation of a new mobile fuselage wing that is used to generate an additional lift force for the entire aircraft, and that can move forward or backward of the aircraft to optimize the centering during all phases of the flight.

Which results in a set of advantages:

- Increase of the lift forces of the aircraft;

- reduction of the total size of the aircraft;

- decrease of the total drag of the aircraft;

- fuel economy;

- respect for the environment, by reducing harmful emissions;

- reduction in take-off and landing distance. - The phenomenon

When moving aircraft in the air, the wings are subjected to aerodynamic lift forces that allow the aircraft to take off and remain in flight. These lift forces are created by the movement of the air molecules around the aerodynamic forms of the wings. The creation of the lift is due essentially to the difference of the pressures which is created between the volume of air lying on the extrados (the upper surface of the wing), and that which is under the intrados (the surface lower wing).

The extrados (upper surface of the wing) is subjected to a large depression whose value is much lower than the atmospheric pressure which reigns in the same altitude, while the lower surface (the lower surface of the wing) undergoes a overpressure whose value is much higher than this same atmospheric pressure. This difference in pressure applied between the lower surface and the upper surface of the wing is the main cause of the creation of aerodynamic lift forces that allow the aircraft to take off and remain in flight in the air.

On the other hand, when a plane moves in a mass of air, it moves that air. The air moved by the fuselage is compressed, and it constitutes a volume of air that sticks and envelops the fuselage. The value of the air pressure surrounding and enveloping the fuselage is greater than the value of the atmospheric pressure. We then end up with a volume of air that envelops and surrounds the fuselage and has a density and a pressure higher than normal (all studies in modeling and wind tunnel tests confirm this phenomenon).

At the same time, the air flowing on the extrados (the upper face of the wing) is in a state of depression. It has a much lower pressure with respect to the atmospheric pressure, and even, much lower than the pressure of the air in overpressure which surrounds and surrounds the body of the fuselage. At the level of the root (the zone of connection of the wings to the fuselage of the plane) occurs a direct contact, without any separation, between the two volumes of opposing air: the air in overpressure enveloping the fuselage, and the air in depression prevailing on the extrados. It creates then a lateral displacement of air molecules, at the root, from the fuselage to the upper surface of the wing. This lateral displacement creates a deflection of the airflow which occurs on the wingtips at the root, which can be visualized by the lines "W" in FIG. "W", FIG.

The circulation of the air molecules between these two zones has the effect of acting, in a negative way, on the depression which reigns on the upper surface of the wing, and precisely on the upper part of the wing which is at near the root. The value of this depression then becomes less important than the desired value. As a result, the pressure difference between the upper and lower surfaces is less than the desired value. This results in a decrease in lift in the part of the wing near the root.

Thus, the lift forces generated by the wings, close to the root, are strongly affected by the airflow that occurs in the lateral direction, from the fuselage to the wings.

The various studies performed in flight and wind tunnel, have shown that the distribution of lift forces is not identical throughout the wing. The value of the lift force is increasing from the tip of the wing (salmon) to the root. Normally, these lift forces should continue to grow and reach their maximum value near the fuselage. However, near the fuselage, at the root, the lift force is low and its value drops considerably at the root as shown in area (A) in Figure 2. (Area (A), FIG.2)

This fall in the value of the lift forces at the root is due in particular to the effects of air circulation from the fuselage to the wing. This three-dimensional circulation of Air molecules act negatively on the depression on the upper surface of the part of the wing near the root.

Our invention makes it possible to counteract the fall of the lift forces at the root (near the fuselage) by preventing the flow of air from the fuselage to the wings. By doing this, we can preserve the value of the depression that prevails on the upper surface at the root, and thus increase the lift at this location. The purpose of our invention is to recover the bearing forces illustrated by the force vectors which are hatched and delimited by the area (B) Figure (2), (zone (B), FIG.2). We then recover this loss of lift that occurred near the fuselage, and at the same time, significantly increase the total lift of the wings.

- Solution provided

The solution provided in the present invention is to use two root separation surfaces (symmetrically positioned relative to the fuselage), fuselage walls, in addition to the integration of a movable fuselage wing.

Root separating surfaces

Each root separation surface (No. 3, FIG. 5) is an aerodynamic surface implanted on the upper surface of the wing (No. 2, FIG. 5), close to the fuselage (NΊ), at the level of the root. The root separation surface (No. 3, FIG. 5) develops in the vertical plane with respect to the extrados. The base of this surface is integral with the extrados. It marries and adopts the same aerodynamic shape of the upper part of the wing and has the same arch of the extrados. This root separation surface (No. 3, FIG. 5) evolves vertically close to the fuselage (NΊ) and its upper end protrudes from the upper end of the fuselage (NΊ) (FIG. 5). The lateral distance separating the fuselage (No. 1) from the root separation surface (No. 3) varies according to the dimensions of each aircraft. However, this lateral distance is sufficient to contain the overpressing air surrounding and enveloping the fuselage in the area close to the root.

The role played by each root separating surface (No. 3, FIG. 5) is to separate the two antagonistic air volumes:

the first volume of air is that which surrounds and envelops the fuselage and which is in overpressure; It is unfavorable to the lift.

- The second volume of air is that which is on the upper surface, near the root, where there is a depression favorable to the lift.

The purpose of this separation between these two volumes of air is to prevent the flow of air from the fuselage (No. 1) to the wing (No. 2) to preserve the depression of the volume of air that is found on the upper surface at the root.

By preventing the flow of air from the fuselage (No. 1) to the upper surface of the wing, the root separation surface (No. 3, FIG. 5) thus makes it possible to preserve the depression prevailing on the extrados, and therefore, it allows to preserve and increase the lift generated by a large part of the wing in the areas close to the fuselage.

The root separating surfaces (No. 3, FIG. 5) are fixed either to the coating of the upper surface of the wing, or directly to the internal structure of the wing along the ribs. In the latter case, the root separating surfaces will emerge through the wing liner through a suitable opening made on the same liner, and then develop vertically, parallel and near the fuselage. .

In addition, the root separating surfaces (No. 3, FIG. 6) are attached to the fuselage (No. 1, FIG. 6) by means of a plurality of fixing wings (No. 4, FIG. 6). which make it possible to fix the surfaces of root separation (No. 3, FIG. 6) on the body of the aircraft to avoid all kinds of vibrations or instabilities during the different phases of the flight.

Fuselage bulkheads

The wind tunnel and numerical modeling studies show that the airflow path around the fuselage is affected by the presence of wings at the root. Thus, the flows indicated by the lines of course "F" (FIG.4), are deviated from their initial trajectories (which was parallel to the central axis of the fuselage) to take a descending and convergent trajectory towards the location of the wings and, then, towards the extension of the trailing edge of the wings.This airflow indicated by the lines of course "F" (FIG.4), although it occurs downstream of the root, it influences the air flows that occur upstream, and therefore, it influences and promotes airflow from the fuselage to the wings. It is unfavorable to the creation of the lift forces that we seek to recover.

As a solution to these problems, we installed partition-like surfaces on the central part of the fuselage downstream of the root. These surfaces are called: "fuselage walls" (N ° 5 FIG.6). They serve to reorient the airflow lines circulating around the fuselage, at and downstream of the root, which are represented by the lines "F" (FIG.4), to put this flow of air in its initial trajectory, in order to complete the work of the root separation surfaces (No. 3), in order to promote the increase of the wing lift forces at the root.

The fuselage bulkheads (No. 5, FIG. 6) are installed in pairs: two surfaces on each side of the fuselage. They are positioned between the fuselage and the root separation surfaces (No. 3, FIG. The extension of these surfaces (fuselage wall) (No. 5, FIG.6) is from the front to the rear of the fuselage, in parallel with the axis of the fuselage. The midpoint of each fuselage bulkhead is located on the trailing edge of the root separation surface (# 3), with a first half embedded between the fuselage (# 1) and the root separation surface (No. 3, FIG. 6), and the second half extending downstream of the root separation surface (No. 3, FIG. 6).

In FIG. 7, for the sake of clarity, only the fuselage bulkheads are shown (No. 5 FIG. 7), the root separating surfaces are not shown.

In addition, the fuselage walls provide a mechanical attachment function: they serve to fix the root separation surfaces (No. 3, FIG.6) to the fuselage body (NΊ), to avoid any vibrations or instabilities during the flight. Their mechanical fastening function completes the fixing function filled by the fixing fins (No. 4, FIG. 6) mentioned above.

The fuselage bulkheads (No. 5, FIG. 6) serve two functions: aerodynamic and mechanical. The aerodynamic function is to reorient the flow of air around the fuselage, at the root, downstream of the root separation surfaces (No. 3), to put them back on their original trajectories, in order to promote increased wing lift forces at the root level. Then, the mechanical function is to consolidate and fix the root separation surfaces (No. 3) on the fuselage, to avoid the appearance of vibrations during flight.

Root flow straightener:

The fuselage walls (No. 5, FIG. 6) complete the work of the root separation surfaces (No. 3, FIG. 6). These two elements make it possible to reorient the air flows that occur from the fuselage to the wings in order to increase the wing lift forces at the root. Together: the root separating surfaces (No. 3) and the fuselage walls (No. 5) constitute the system called "root flow straightener". The fuselage wing

In design studies, the wing surface of the airplane is considered to be the projected surface of the wings on the horizontal plane including the surface connecting the wings through the fuselage. This amounts to considering the part of the fuselage that exists between the two roots as a bearing surface. This consideration is due to the depression generated by the wings around this same part of the fuselage. But this approach lacks precision because of the aerodynamic shape of this part of the fuselage that can not generate lift. On the contrary, this portion of the fuselage absorbs a portion of the depression generated by the upper surface of the wings, and consequently, it causes the lift force created by the wings at the root level to fall.

Our invention solves this problem by integrating a new wing called "fuselage wing" (No. 6, FIG.5). It is installed above this part of the fuselage which connects the two wings, between the two roots. It is implanted in the middle and between the two vertices of the two root separation surfaces (No. 6, FIG. 5).

The fuselage wing (No. 6) is a wing in its own right. It is installed above the part of the fuselage between the two roots.

The span of this fuselage wing (No. 6) (ie the distance between its two ends) is more or less equal to the distance between the two roots of the aircraft. The vertical distance separating the fuselage (No. 1) from this new fuselage wing (No. 6, FIG. 5) is sufficient to avoid the phenomenon of trembling or "buffeting" during the different phases of the flight.

The fuselage wing (No. 6, FIG. 5 and FIG. 6) is positioned between the two vertices of the two root separation surfaces (No. 3, FIG. 5 and FIG. 6).

The purpose of the installation of this fuselage wing (No. 6) is to provide an additional lift force to the entire aircraft.

Also, to transmit the lift force created by this new fuselage wing (No. 6), we use support and fixing poles (No. 7, FIG.8). They constitute the connecting interface between the fuselage wing No. 6 and the aircraft structure. They are installed in pairs: two support and fixing posts on each end of the said fuselage wing (No. 6) (FIG. Each of the attachment poles has an upper end attached to the fuselage wing (No. 6) and a lower end attached to the aircraft structure.

The upper ends of the fixing poles (No. 7, FIG. 8) are connected to the ends of the new fuselage wing (No. 6, FIG. 8), more precisely, on the ends of the two longitudinal members (front and rear). which constitute the internal structure of the fuselage wing (No. 6). At the same time, the lower ends of the fixing poles (No. 7) are attached to the wing spar of the aircraft (No. 2, FIG.

In a first form of design, the attachment poles consist of a vertical spar and an aerodynamic shell. The vertical spar is the internal structure of the mast, it is used to transmit the intensity of the lift force (created by the fuselage wing (No. 6)) to the aircraft structure and therefore to the entire 'plane. At the same time, the aerodynamic shell surrounds and envelops the vertical spar, it minimizes aerodynamic drag, and promotes a fluid flow of air around the mast. In this case, the root separation surfaces (No. 3, FIG. 8) are thin surfaces, and the fixing posts (No. 7, FIG. 8) are installed near said separation surfaces. rooting, between the fuselage and said surfaces.

In another form of design, the supporting and securing masts (No. 7, FIG. 9) are implanted within the root separation surfaces (No. 3, FIG. 9). In this second case, each root separation surface (No. 3) consists of two symmetrical walls, and is hollow from the inside. The fixing and support poles consist only of vertical spars. The double walls of each root separation surface (No. 3 FIG.9) envelop these vertical spars (FIG.9). Mobile fuselage wing

Our invention also provides a solution that concerns the optimization of the centering of the aircraft by integrating a movable fuselage wing.

Indeed, the position of the center of gravity of bavion plays a very important role in the aerodynamic behavior of the aircraft, in fuel consumption and flight safety.

The centering of the aircraft consists in making precise placements of the different loads so that the position of the center of gravity G of the airplane coincides with an ideal position, which is defined as a percentage with respect to the reference cord of the aircraft. wing (MAC = mean Aerodynamic Chord) (N ° 8, FIG.10)

Generally, the mass estimate and the centering of an airplane are well managed by the ground staff. However, during the flight, the fuel consumption changes the center of gravity G of the aircraft and moves it from its ideal position. Unfortunately, this generates negative impacts on the aerodynamic performance of the aircraft, as well as fuel consumption.

Studies have shown that a controlled change in the CG (Gravity Center) position of 5% on the MAC (mean Aerodynamic Cord) (# 8, FIG.10) can improve fuel economy. These savings in fuel are all the more important if the correction made in CG is important, and if the distance traveled by the plane is greater: very common thing with the appearance of the planes which make ultra long-haul flights ( Ultra-long flight). It is therefore important and profitable to be able to control the parameters of the centering of the aircraft during the flight.

Our system makes it possible to make modifications on the centering of the plane during the flight by changing the position of the fuselage wing (N ° 6, FIG.11). Other parameters that influence the centering of the aircraft (passengers, baggage, cargo ...) can not be changed during the flight.

Our solution is to make the movable fuselage wing (N ° 6, FIG.11) so that it can be moved either towards the front or towards the rear of the aircraft, thanks to a four-bar mechanism that allows to move the wing of the fuselage without changing the incidence.

By moving the fuselage wing (No. 6, FIG. 11) forward or backward of the aircraft, the reference cord of the fuselage wing (No. 9, FIG. 11), and at the same time moves the point of application of the newly created lift force by the fuselage wing. Therefore, we can change the position of the MAC (mean Aerodynamic Cord) of the entire aircraft. Thus, instead of changing the position of the center of gravity G of the aircraft during the flight (which is not possible), only the position of the fuselage wing (No. 6, FIG. 11) to act on the position of the MAC (Mean Aerodynamic Cord) total of the aircraft. In this way, we manage to control the centering of the plane to obtain an ideal centering during all phases of the flight. The result of this solution is to reduce the total drag of the aircraft, improve the performance of the aircraft, and achieve significant savings in fuel.

To make the fuselage wing mobile, the support poles (No. 7, FIG.12) also become mobile. The lower ends of the support poles (No. 7) are connected to the aircraft structure by rotating links, and their upper ends are connected to the internal structure of the fuselage wing (No. 6, FIG. ) by rotating links, to give them controlled freedom of movement ((in FIG.12, the (No. 6) indicates the fuselage wing in both positions: front and rear)).

Thus, a four-bar mechanism is obtained that allows the fuselage wing to move forward or backward. The elements that make up this four-bar mechanism are: the two support rods (front and rear) installed on each end of the fuselage wing (No. 7, FIG.12), the fuselage wing (No. 6 , FIG.12), and the structure of the aircraft which is the fourth element and which serves as a fixed base. On each end of the fuselage wing, the front support mast serves as a first bar parallel with the rear support mast which serves as a second bar. In the case of this bar mechanism, the structure of the aircraft serves as a fixed base with respect to the aircraft reference (FIG.12).

To move the bar mechanism, and thus move the fuselage wing, we use a hydraulic cylinder installed inside the aircraft structure.

Thus, to move the fuselage wing forwards or backwards, the hydraulic cylinder actuates the front support mast which will rotate about its axis of connection with the fuselage, in one direction or in one direction. 'other. At the same time, the entire bar mechanism is driven by the movement to move the fuselage wing (No. 6, FIG.11 and FIG.12), forwards or backwards, without changing 'impact.

In this case where the fuselage wing becomes mobile, the support poles are no longer fixed: they become mobile and make it possible to control the movement of said mobile fuselage wing; therefore the masts become: the support and control masts.

The control and control of the movement of the mobile fuselage wing is done automatically: an electronic "command and control" box collects the necessary information and makes the appropriate corrections and takes into account the initial centering (provided The speed of the aircraft, the attitude and attitude of the aircraft, and the current position of the movable fuselage wing, then the electronic control unit causes the wing to move. mobile fuselage, within safety limits, until the ideal centering is achieved.

Thus, by adopting the solution of the mobile fuselage wing, we achieve an ideal centering during all phases of the flight. This allows us to improve the performance of the aircraft and achieve significant savings in fuel.

Curved root separation surfaces

According to another embodiment of the invention, the root separation surfaces (NΊ 0, FIG.13, FIG.14) are erected vertically but slightly curved, in the lateral plane, in the form of an arc. , which wraps and marries the same shape of the central part of the fuselage. While developing vertically, these curved root separation surfaces (No. 10, FIG. 13, FIG. 14) have a camber similar to that of the body of the fuselage by bending towards the body of the fuselage (No. FIG.13, FIG.14). The distance between the fuselage and the curved root separation surfaces varies from aircraft to aircraft, but it is sufficient to contain the overpressing air layer that envelops and bonds this portion of the fuselage.

As well as the vertically developing root separation surfaces (No. 3, FIG. 6), the curved root separation surfaces (No. 10, FIG. 13) are attached to the fuselage by fastening vanes (FIG. No. 4, FIG. 13) to avoid vibrations during flight.

Also, fuselage bulkheads (No. 5) (FIG. 13) are installed on the trailing edge of the curved root separation surfaces (No. 10, FIG. 13). They are positioned between the fuselage (No. 1) and said curved root separation surfaces. The extension of these fuselage walls (No. 5, FIG.13) is in parallel with the axis of the fuselage (No. 1). The midpoint of each fuselage bulkhead (No. 5) is located on the trailing edge of the curved root separation surfaces (NΊ 0), with a first half embedded between the fuselage (NΊ) and the said surfaces (NΊ). 0), and the second half which extends downstream of the surfaces (NΊ 0) (FIG.13).

The purpose of these fuselage walls (No. 5, FIG.13) is to reorient the flow of air flowing around the fuselage at the root to return to its original trajectory, in order to complete the work curved root separation surfaces (No. 10, FIG. 13) to promote increased wing lift forces at the root. At the same time, these fuselage partitions (No. 5, FIG. 13) provide a mechanical fastening function: they participate in fixing the curved root separation surfaces (No. 10, FIG. 13) to the fuselage body (No. 1, FIG.13) to avoid vibrations or possible instabilities during flight due to air flows between the fuselage and the curved root separation surfaces.

Integration of openings for emergency exits

For emergency conditions, transport aircraft use emergency exits, which in some cases are above the roots. To allow the proper use of these emergency exits, in parallel with the installation of our system, we have planned the following solution: projected opening of the emergency exit with a removable surface attached to the emergency door.

This involves opening (No. 31, FIG. 15) on the root separation surfaces (No. 0, FIG. 15). The shape of this opening (No. 31, FIG. 15) is identical to that of the emergency exit (No. 32, FIG. 15), whereas the dimensions and the size of this opening (No. higher than those of the emergency exit (No. 32, FIG. 15) and that of the emergency door (No. 15, FIG. 15). The opening (No. 31, FIG. 15) pierced on the root separation surface is located directly opposite the emergency exit (No. 32, FIG. 15). This is an opening in the root separation surface, this opening represents a wider projection of the emergency exits on the root separation surfaces. This solution is called: projected opening of the emergency exit (N ° 31, FIG.15).

The part of the surface that has been cut into the root separation surface is used as a removable surface (NΊ6, FIG.15). This removable surface (No. 16) is wider than the emergency door (No. 15, FIG.15). The removable surface (N ° 16) is fixed on the outside of the emergency door (N ° 15) with mechanical fasteners called "fixing wings" (N ° 17, FIG.15) These fins (N ° 17) ) have aerodynamic shapes with low resistance to airflow, and at the same time, it has a high mechanical strength which allows a good fixing of the removable surfaces (No. 16) to the emergency doors (No. 15). The distance between the removable surface (NΊ6) and the emergency door (N ° 15, FIG.15) is the same distance that separates the fuselage (N ° 1, FIG.15) from the root separation surface ( NΊ0).

Once the emergency door (No. 5) is closed and it occupies its normal position, the removable surface (No. 16) is nested in the context of the projected opening of the emergency exit (No. 31) which has been drilled into the root separating surface (No. 10) to occupy its original place, and thus make the root separation surface (No. 10) airtight. The seal between the removable surface (NΊ6) and the root separation surface (N ° 10) is ensured by a suitable joint.

The principle of use of this solution is as follows:

- under normal flight conditions the doors of the emergency exits (No. 15) are closed, they occupy their normal positions in the opening of the emergency exit (No. 32). The removable surface (# 6) occupies its original place of origin as part of the projected opening (# 31). The air passing between the fuselage (No. 1) and the root separating surfaces (No. 10) passes through the fixing wings (No. 17) which connect the emergency door (No. the removable surface (No. 16) without generating large aerodynamic resistance. The flight is conducted under normal conditions where the emergency doors are closed and the root separation surfaces (No. 10) are sealed and provide the function for which they were installed.

- in emergency conditions, where emergency exits must be opened, emergency exit doors (No. 5) will be opened and handled normally. Removable surfaces (No. 16) will separate from the root separation surfaces (No. 10) and follow the movement of the emergency doors (No. 5) to which they are attached. Once removed, the removable surfaces (NΊ6) will leave an empty space in the root separation surfaces (No. 10) wider than the emergency doors (No. 15) to allow the slides to deploy and passengers evacuate the aircraft according to standard emergency procedures. Opening the emergency doors from the outside of the aircraft: to allow the emergency doors to be opened from the outside of the aircraft, an external control handle (N ° 18, FIG.15) is installed on the doors. removable surfaces (No. 16, FIG. Said external control handle is connected to a mechanical connection (No. 19, FIG. 15) which makes it possible to transmit the opening movement to the internal mechanism of the emergency door. Thus, if necessary, just use the control handle (No. 18, FIG.15) to actuate the opening mechanism of the emergency door from the outside of the aircraft.

High-winged planes

For high-wing aircraft, the phenomenon of airflow from the fuselage to the wings is similar to that occurring on low- and mid-wing aircraft. Except that this phenomenon occurs on the upper part of the fuselage lying between the two roots.

To remedy this problem we installed two root separation surfaces installed on the two roots of the two wings, symmetrically with respect to the fuselage. Each root separation surface, suitable for high-wing aircraft (No. 22, FIG. 16), is an aerodynamic surface implanted on the upper wing extrados (No. 25, FIG. level of the root, and it develops in the vertical plane with respect to the extrados. The base of this root separation surface for the upper wing (No. 22, FIG.16) is secured to the upper surface. It marries and adopts the same aerodynamic form of the upper part of the high wing: it has the same arch of the extrados.

The two root separation surfaces for high-wing aircraft (No. 22, FIG.16) are installed to prevent airflow from the top of the fuselage (No. 26, FIG. extrados of the wing (No. 25, FIG.16) in the area close to the root. This in order to preserve and increase the lift generated by the wings of the aircraft in areas close to the root.

To ensure a good fixation of the root surfaces to the fuselage, each root separation surface (No. 22) consists of an internal structure attached to the aircraft structure, and a coating to allow a fluid flow of the aircraft. around these surfaces. The internal structure consists of longitudinal members and ribs.

Mobile fuselage wing for high-wing aircraft

The fuselage wing (No. 23, FIG.16) for high wing aircraft is a full wing. It is fixed between the two vertices of the two root separation surfaces (No. 22, FIG.16), above the part of the fuselage lying between the two roots. The fuselage wing (No. 23, FIG. 16) makes it possible to provide an additional lift force to the entire aircraft.

In the case of high-wing aircraft, the internal structure of the fuselage wing (No. 23) is directly attached to the internal structures of the root separation surfaces (No. 22). This makes it possible to fix the fuselage wing to the aircraft structure, and at the same time transmit the force force force created by the fuselage wing to the entire aircraft.

The vertical distance separating the fuselage (N ° 26, FIG.16) and this new fuselage wing (N ° 23, FIG.16) is sufficient to avoid the phenomenon of trembling or "buffeting" during the various phases of the flight .

Also, and as explained in the previous paragraphs, the fuel consumption during the flight changes the center of gravity "G" of the aircraft and makes it move from its ideal position.Unfortunately, this generates negative impacts on performance aerodynamics of the aircraft, as well as fuel consumption.

Our system makes it possible to make modifications on the centering of the aircraft during the flight by changing the position of the fuselage wing (N ° 23, FIG.16). Our solution is to make the fuselage wing (No. 23, FIG.16) movable so that it can be moved either forward or towards the rear of the aircraft, thanks to a four-bar mechanism that allows to move the wing of the fuselage without changing the incidence.

As explained in the preceding paragraphs for low-wing aircraft, the control of the movement of the fuselage wing is done using a four-bar mechanism consisting of: the fuselage wing (N ° 23), a part of the aircraft structure (which acts as a fixed base), two support and control masts (front and rear) installed on each end of the fuselage wing. In the case of high-wing aircraft, the support and control masts are located within the root separating surfaces (No. 22, FIG.16).

By moving the fuselage wing (No. 23, FIG.16) towards the front or rear of the aircraft, the reference cord of the said fuselage wing is also displaced, and at the same time, moves the point of application of the newly created lift force by this fuselage wing. In this way, you can balance and control the centering of the aircraft to achieve ideal centering during all phases of the flight. The result of this solution is to reduce the overall drag of the aircraft, improve the performance of the aircraft, and achieve significant savings in fuel.

Description of diagrams and figures

Figure 1: shows the different embodiments and installation of the high-lift system with mobile fuselage wing on low-wing aircraft and on high-wing aircraft. Figure 2: shows the lift drop at the wing root (zone A), and the value of the lift that we are trying to recover (zone B).

Figure 3: "W" lines show one of the forms of forced deflection of airflow at root level caused by airflow from the fuselage to the wings.

Figure 4: the lines "F" show the trajectory of air flows around the fuselage that are affected by the presence of wings at the root, and that we seek to correct by installing the fuselage walls.

Figure 5: shows the root separating surfaces (3) (vertical development) in addition to the fuselage wing (6).

Figure 6: shows the root separation surfaces (3) (vertical development), the fuselage wing (6), the fixing fins (4) and the fuselage walls (5).

Figure 7: shows the fuselage partitions (5) alone without the rest of the system (for clarity) Figure 8: shows the support and control masts (7) installed with the root separation surfaces (3) which in turn are thin aerodynamic surfaces.

Figure 9 shows the support and control poles (7) implanted within the root separating surfaces (3) which, in this case, are hollow interior separation surfaces and are constituted two symmetrical walls.

Figure 10: shows the position of the reference rope of the wing (8) (MAC = mean Aerodynamic Chord) of each wing.

Figure 11: Shows the position of the reference line of the "MAC" wing (9) of the movable fuselage wing relative to the "MAC" of the wings of the airplane (8).

Figure 12: shows the two positions of the movable fuselage wing (6) (front position and rear position). Figure 13 shows the position and shape of the curved root separating surfaces (10), the fixing fins (4) and the fuselage walls (5).

Figure 14: Front view and perspective view showing the position and shape of the curved root separation surfaces (10).

Figure 15: shows the possibility of integrating emergency exits into our system.

Figure 16: shows a trimetric and aft view of the high-lift system, installed on a high-wing aircraft, with root separation surfaces (22) and a movable fuselage wing (23).

Claims

claims

1) High lift system with mobile fuselage wing is a system that allows to increase the lift forces of aircraft wings by preventing the air circulation from the fuselage to the wings, characterized by two separation surfaces. root (3) installed at the root symmetrically with respect to the fuselage (1), each of said root separation surfaces (3) is an aerodynamic surface which originates from the upper surface of the wing (2), at the root level, which develops vertically close to the fuselage (1), up to a height which exceeds the upper end of the fuselage (1), while keeping a separation distance lateral between the fuselage (1) and said root separation surfaces (3); a movable fuselage wing (6) that can move forward or backward of the aircraft; said movable fuselage wing (6) is installed between the two upper ends of said root separating surfaces (3) and above the portion of the fuselage lying between the two roots.

2) According to claim 1, the high lift system with mobile fuselage wing is characterized by fuselage walls (5) installed between the fuselage and the root separation surfaces (3) and extending downstream of said root separating surfaces (3) for consolidating the attachment of said root separating surfaces (3) to the internal structure of the fuselage (1), and for redirecting the flow of air flowing in the vicinity of the fuselage and downstream of the root.

3) According to claims 1 and 2, the high lift system with mobile fuselage wing is characterized by two root flow rectifiers installed symmetrically with respect to the fuselage of the aircraft, at the root, and each consisting of a root separation surface (3) and two fuselage walls (5).

4) According to claim 1, the high lift system with mobile fuselage wing characterized by a movable fuselage wing (6) which can move forwards or backwards of the aircraft to control and optimize the centering of the aircraft during all phases of flight, said mobile fuselage wing (6) is installed between the two upper ends of said root separation surfaces (3) and above the fuselage portion between the two roots.

5) According to claim 4, the high lift system with movable fuselage wing is characterized by a four-bar mechanism that allows to move the fuselage wing forward or rearward of the aircraft without changing of incidence, said four-bar mechanism consisting of the fuselage wing (6), two support and control poles (7) and a part of the aircraft structure which acts as a base fixed with respect to the aircraft reference.

6) According to claim 1, the high lift system with mobile fuselage wing is characterized by curved root separating surfaces (IO) installed at the root of the wings symmetrically with respect to the fuselage (1). ) of the aircraft, each of the two curved root separating surfaces (IO) is an aerodynamic surface which originates from the upper wing surface at the root, and which develops vertically and from curved manner in the lateral plane, in the form of an arc which envelops and marries the same shape of the body of the fuselage (1) while maintaining a lateral separation distance between the fuselage (1) and said curved separation surfaces of root (IO) to increase the wing lift forces at the root by preventing airflow from the fuselage (1) to the upper surface of the wings. 7) According to claims 1 and 4, for high wing planes, the high lift system with mobile fuselage wing increases the wing lift forces at the root by preventing air flow from the fuselage to the upper surface of the wings is characterized by two aerodynamic root separating surfaces (22) symmetrically installed with respect to the fuselage (26), each of which said two root separation surfaces (22) is an aerodynamic surface which originates from the extrados of the wing (25), at the root, and which develops vertically; a movable fuselage wing (23) installed between the two upper ends of said root separation surfaces (22) and above the fuselage portion between the two roots, said movable fuselage wing can move either towards the front or towards the rear of the aircraft in order to modify and optimize the centering of the airplane during all phases of the flight.