Aircraft wing

Abstract

An aircraft wing comprises a main wing and a spoiler pivotable relative to the main wing, the spoiler being mounted to the main wing by means of an axis of rotation and pivoting about the axis of rotation. The aircraft wing further comprises a transition assembly located between the main wing and the spoiler, and the transition assembly comprises a guide part which is arranged at the position, adjacent to the spoiler, of the rear edge of the main wing and extends in the spanwise direction; a support belt which is at least partially received in the guide and which can be moved relative to the guide with the pivoting of the spoiler, the support belt being received in the guide when the spoiler is in the rest position and the support belt being at least partially moved away from the guide when the spoiler is in the downward-deflected position deflected downward from the rest position, and wherein the support belt is at least partially moved away from the guide when the spoiler is in the downward-deflected position deflected downward from the rest position and the support belt is at least partially moved away from the guide when the spoiler is in the downward-deflected position. And the upper wing connecting surface for connecting the main wing and the spoiler is in a continuous arc shape. According to the aircraft wing, the curvature continuity of the upper wing surface of the wing can be maintained when the spoiler is in the downwards-deviated position.

Description

Technical Field

[0001] The utility model relates to the field of aircraft lift enhancement, in particular to an aircraft wing. The aircraft wing is provided with a spoiler which can be deflected downward. Background Art

[0002] The spoiler downward deflection technology with the trailing edge flap opening has been widely used in the field of civil aviation. The spoiler downward deflection can increase the curvature effect of the wing and provide a part of the additional lift. When the spoiler is downward deflected, a gap will be formed between the trailing edge of the main wing and the leading edge of the spoiler due to the displacement of the spoiler, affecting the aerodynamic performance of the wing. Therefore, a blocking device is usually used to block the gap in the traditional spoiler downward deflection scheme. However, this simple blocking makes the curvature of the upper surface of the wing composed of the upper surface of the main wing and the upper surface of the spoiler discontinuous. Specifically, in the design of aircraft wings, the outer contour of the spoiler is usually designed to continue on the main wing when it is in a resting (non-offset) state, so that the curvature of the upper surface of the aircraft wing is continuous. However, when the spoiler is displaced to the downward deflection state, the contour curve of the spoiler no longer continues on the main wing due to the change in relative position. Therefore, a sudden change in curvature will occur at the position where the main wing and the spoiler are connected, thereby causing a huge suction peak, which weakens the lift-increasing efficiency of the spoiler.

[0003] Therefore, there is a need to provide an improved aircraft wing that can solve the above-mentioned problems and defects in the prior art. Utility Model Content

[0004] The utility model aims to provide an aircraft wing, which can keep the curvature of the wing surface continuous when the spoiler is deflected downward, can effectively improve the lift-increasing efficiency of the spoiler and suppress the airflow separation on the upper surface of the trailing edge flap.

[0005] According to one aspect of the present disclosure, an aircraft wing is proposed, the aircraft wing comprises a main wing and a spoiler that can pivot relative to the main wing, the spoiler is mounted to the main wing by means of a rotation axis and can pivot around the rotation axis. Specifically, it rotates between a rest position and a deflection position, and the deflection position comprises a strong upward deflection position, a weak upward deflection position and a downward deflection position. The aircraft wing also comprises a transition assembly between the main wing and the spoiler, the transition assembly comprising: a guide portion, the guide portion is arranged in the main wing, wherein the guide portion is arranged at a position where the trailing edge of the main wing is adjacent to the spoiler and extends in the span direction; a support belt, the support belt is at least partially received in the guide portion and can move relative to the guide portion as the spoiler pivots around the rotation axis, wherein when the spoiler is in the rest position, the support belt is accommodated in the guide portion, and when the spoiler is in a downward deflection position deflected downward from the rest position, the support belt is at least partially moved away from the guide portion, wherein the upper wing connection surface connecting the main wing and the spoiler is in a continuous arc shape. This arrangement of the support belt allows the support belt to be incorporated into the guide portion when the spoiler is in the rest position without blocking the spoiler from contacting the main wing to form a continuous surface. When the spoiler is in a downwardly biased position, the main wing and the spoiler are connected in an arc to form an upper wing connecting surface with a continuous arc shape, so that the curvature of the upper wing surface composed of the upper surface of the main wing and the upper surface of the spoiler is continuous, avoiding the appearance of a folded angle in the contour curve of the upper wing surface at the connection between the main wing and the spoiler, thereby suppressing the suction peak and improving the lift efficiency.

[0006] According to another aspect of the present disclosure, the transition assembly further comprises an elastic membrane, which is arranged at the upper wing connection surface and connected between the upper surface of the spoiler and the upper surface of the main wing, that is, connected between the trailing edge of the main wing and the leading edge of the spoiler. The elastic membrane reliably seals the gap between the main wing and the spoiler; in addition, it makes the windward surface of the upper wing connection surface smooth, which is conducive to reducing wind resistance.

[0007] According to another aspect of the present disclosure, when the support belt moves away from the guide portion, the portion of the support belt that leaves the guide portion supports the elastic membrane, which enables the elastic membrane to also present the same curved shape as the guide portion, allowing the curvature of the upper airfoil to be continuous.

[0008] According to yet another aspect of the present disclosure, the support strip has a trailing edge and a leading edge, the trailing edge is connected to the spoiler, and the leading edge moves relative to the guide portion, wherein the guide portion has a stopper that prevents the leading edge from leaving the guide portion.

[0009] According to another aspect of the present disclosure, the support band is curved or bendable. In a contemplated embodiment of the present invention (not shown), the support band includes a rigid strip having an arcuate profile. In a preferred embodiment of the present invention, the support band includes a plurality of support links connected together, similar to a watch strap structure, which can roll relative to each other so that the support band can bend. When the spoiler reaches a downwardly biased position, the support links cooperate with each other so that the support band is fixed at a maximum bending degree. The curvature of the support band is configured to smoothly connect the main wing and the spoiler when the spoiler is in a downwardly biased position, so that the curvature of the entire upper wing surface is continuous.

[0010] According to another aspect of the present disclosure, the cross-sectional profile of the guide portion along the chord direction is arc-shaped. Preferably, the curvature of the arc-shaped profile of the guide portion is consistent with the curvature or the maximum curvature of the support belt.

[0011] According to yet another aspect of the present disclosure, the guide portion, the support strap and the elastic membrane extend over the spanwise length of the aircraft wing, ie their lengths in the spanwise direction are equal to the lengths in the spanwise direction of the spoiler and the main wing.

[0012] In a preferred embodiment of the present invention, the guide portion is a groove integrally formed in the main wing. However, it is also conceivable that the guide portion is formed as an arc-shaped container.

[0013] The aircraft wing of the utility model is provided with a transition assembly with a support belt and an elastic membrane between the spoiler that can be deflected downward and the trailing edge of the main wing, so that the gap between the main wing and the spoiler can be blocked when the spoiler is deflected downward, and the curve of the upper wing surface of the aircraft wing is continuous without a folded angle by means of the curve of the support belt. Eliminating the folded angle makes it possible to overcome the violent suction fluctuations that occur at the rotating shaft of the spoiler. Thus, the lift efficiency is effectively improved; and because a better streamline shape is provided, it is conducive to eliminating vortices, thereby suppressing the flow separation of the airflow on the upper surface of the trailing edge flap behind the spoiler. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] For a more complete understanding of the present disclosure, reference may be made to the following description of exemplary embodiments considered in conjunction with the accompanying drawings. The accompanying drawings are not intended to limit the present disclosure to the specific embodiments depicted therein and are not necessarily to scale. In the drawings:

[0015] Figure 1 is a partial schematic diagram of an aircraft wing according to a preferred embodiment of the utility model, wherein a schematic enlarged diagram of a transition assembly is also shown;

[0016] Figure 2 yes Figure 1 An enlarged detail of a transition assembly of an aircraft wing;

[0017] Figure 3 yes Figure 1A schematic diagram of an aircraft wing with its spoiler in the rest position, with an enlarged detail view of the transition assembly in this case also shown;

[0018] Figure 4 yes Figure 1 A schematic diagram of an aircraft wing with its spoiler in a downwardly deflected position, wherein an enlarged detail view of the transition assembly in this case is also shown;

[0019] Figure 5 yes Figure 1 A schematic diagram of an aircraft wing with its spoiler in a weakly deflected upward position, wherein an enlarged detail view of the transition assembly in this case is also shown;

[0020] Figure 6 yes Figure 1 A schematic diagram of an aircraft wing with its spoiler in a strongly upward deflected position, wherein an enlarged detail view of the transition assembly in this case is also shown;

[0021] Figure 7 is a flow streamline diagram near the trailing edge flap of an aircraft wing in the prior art; and

[0022] Figure 8 The utility model is an airflow streamline diagram near the trailing edge flap of the aircraft wing.

[0023] Reference numerals list

[0024] 1 Aircraft wing

[0025] 101 Upper wing surface

[0026] 102 Upper wing connection surface

[0027] 11 main wing

[0028] 111 Upper surface of main wing

[0029] 112 Trailing edge of main wing

[0030] 12 Spoiler

[0031] 121 Upper surface of spoiler

[0032] 122 Leading edge of spoiler

[0033] 13 Trailing edge flaps

[0034] 14 Rotation axis

[0035] 2 Transition Components

[0036] 3. Guide

[0037] 4 Support belt

[0038] 41 Front edge of support belt

[0039] 42 Trailing edge of support belt

[0040] 43 Supporting chain link

[0041] 5 Elastic membrane

[0042] 6 Stopper

[0043] X span direction

[0044] Y chord direction DETAILED DESCRIPTION

[0045] The following description of the present invention for specific embodiments refers to the accompanying drawings, which show specific embodiments in which the present invention can be practiced. The embodiments are intended to fully describe the various aspects of the present invention in detail so that those skilled in the art can implement the present invention. Other embodiments may be utilized and may be changed without departing from the scope of the present invention. Therefore, the following description of specific embodiments should not be considered restrictive. The scope of the present invention is limited only by the appended claims and the full range of equivalents covered by the claims. The same reference numerals are used in all drawings and specific embodiments to refer to the same or similar parts.

[0046] In this article, unless otherwise specified, the directional terms such as "upper", "front", and "back" are based on Figure 1 Specifically, when the airflow flows through component B after flowing through component A, component A is considered to be in front of component B; "spanwise" refers to the direction from the root to the tip of the aircraft wing, and is represented by the spanwise direction X in this specification; "chordwise" refers to the direction from the leading edge to the trailing edge of the aircraft wing, and is represented by the chordwise direction Y in this specification, and the two directions X and Y are orthogonal to each other.

[0047] Figure 1 The diagram schematically shows a portion of an aircraft wing 1 including the rear of a main wing, a spoiler, and the front of a trailing edge flap. The aircraft wing 1 generally comprises a main wing 11, a spoiler 12 arranged on the main wing 11 and pivotable relative to the main wing 11, and a trailing edge flap 13 behind the main wing 11 and the spoiler 12. The spoiler 12 is mounted to the main wing 11 by means of a rotation axis 14 and rotates around the rotation axis 14. Figure 1 The connection details between the main wing 11 and the rotation axis 14 are also shown in an enlarged manner. As shown in the figure, the aircraft wing 1 also includes a transition assembly 2, which is located between the main wing 11 and the spoiler 12, and is used to maintain the curvature continuity of the upper wing surface 101 when the spoiler 12 rotates, especially when the spoiler 12 is deflected downward.

[0048] The spoiler 12 can rotate between a rest position and a deflection position, wherein the deflection position is divided into a lower deflection position, a weak upper deflection position and a strong upper deflection position. Specifically, the spoiler 12 rotates around the rotation axis 14 between the following positions under the action of the actuating mechanism: Figure 3 The rest position shown, Figure 4 The lower deflected position deflected downward from the rest position shown in the figure, Figure 5 The weak upward deflection position shown in FIG. 1 is deflected upward from the rest position and the Figure 6 The relatively weak upward deflection position shown is further deflected upward toward the strong upward deflection position.

[0049] In the rest position, the trailing edge flap 13 abuts the main wing 11 without deflection, and the spoiler 12 abuts the trailing edge 112 of the main wing 11 with its leading edge 122, so that the spoiler 12 is in contact with the main wing 11, and at this time, the upper surface 121 of the spoiler 12 and the upper surface 111 of the main wing 11 form a complete upper wing surface 101 with continuous curvature.

[0050] In the downward deflected position, the trailing edge flap 13 is obliquely deflected backward and downward away from the main wing 11, and the spoiler 12 rotates around the rotation axis 14 away from the main wing 11 (at Figure 4 The angle shown in the embodiment is observed as a clockwise rotation), so that the angle between the upper surface 111 of the main wing 11 and the upper surface 121 of the spoiler 12 becomes larger, and a gap appears between the two. At this time, the gap is blocked by the components of the transition assembly 2 to form an upper wing connecting surface 102. The upper wing connecting surface 102 is contoured to smoothly connect the upper surface 111 of the main wing 11 and the upper surface 121 of the spoiler 12, so that the upper wing surface 101 maintains a continuous curvature. When the spoiler 12 moves and touches the stopper 6, the downward movement stops. Generally, the downward angle of the spoiler 12 does not exceed 15°. The stopper 6 can be as follows Figure 1 The step portion shown in the main wing 11 can also be conceived as a protrusion extending from the main wing 11 and / or the spoiler 12, and the stop function can be achieved when the spoiler 12 moves to the point where the protrusion abuts against the corresponding wall of the spoiler 12 and / or the main wing 11. The spoiler 12 in the downwardly biased position increases the wing curvature and cooperates with the downwardly biased trailing edge flap 13 to play a role in increasing lift.

[0051] In the weak upward deflection position, the trailing edge flap 13 abuts against the main wing 11 without deflection, and the spoiler 12 rotates around the rotation axis 14 (at Figure 5 In the strong upward deflection position, the trailing edge flap 13 is still adjacent to the main wing 11 without deflection, and the spoiler 12 rotates around the rotation axis 14 (at Figure 6 The spoiler 12 in the weak upward deflection position and the strong upward deflection position plays the role of removing lift and increasing resistance.

[0052] The aircraft wing 1 also includes a transition assembly 2 between the main wing 11 and the spoiler 12. Figure 2 The structure of the transition assembly 2 is shown in detail. The transition assembly 2 extends over the length of the spoiler 12 along the span direction X, and includes a guide portion 3 arranged in the main wing 11 for accommodating and guiding the support belt 4, the support belt 4 movable along the guide portion 3, and an elastic membrane 5 covering the support belt 4.

[0053] The support strip 4 has a trailing edge 42 connected to the spoiler 12 and a leading edge 41 located in the guide portion 3 and movable relative to the guide portion 3. As shown in the drawings, the support strip 4 is at least partially accommodated in the guide portion 3 and can move relative to the guide portion 3 as the spoiler 12 rotates due to being connected to the spoiler 12. Figure 3 and Figure 5 , Figure 6 As shown, when the spoiler 12 is in the rest position, the weak upward deflection position and the strong upward deflection position, the gap between the spoiler 12 and the main wing 11 is small or there is no gap, and the support belt 4 is accommodated or mostly accommodated in the guide part 3. Figure 4 As shown, when the spoiler 12 is in the downward deflection position, the spoiler 12 moves away from the main wing 11, driving the support belt 4 to at least partially move away from the guide portion 3, thereby blocking the gap formed between the spoiler 12 and the main wing 11, and forming the upper wing connecting surface 102. The upper wing connecting surface 102 is in a continuous arc shape, that is, it smoothly connects the main wing 11 and the spoiler 12, so that the upper wing surface 101 maintains a continuous curvature. In this way, the curvature mutation of the upper wing surface 101 caused by the downward deflection of the spoiler 12 is avoided, so that a high lift efficiency can be maintained, while suppressing the airflow separation phenomenon at the trailing edge flap 13.

[0054] Due to the arc profile requirement of the upper wing connection surface 102, the support belt 4 is curved or can be bent. In a preferred embodiment of the utility model, the structure of the support belt 4 can adopt a chain strip, which includes a plurality of support links or rollers, and a limit connector (hinge) connected between each support link. These connectors allow the support links to roll relative to adjacent support links, that is, to rotate and displace along the periphery of the adjacent support links until the limit position of the limit connector is reached. Therefore, the support belt 4 composed of a plurality of support links can have a plurality of curvatures limited to a certain range. When the spoiler 12 is in a downward biased position, the support belt 4 reaches its maximum curvature, forming an arc-shaped upper wing connection surface 102 that can maintain the continuous curvature of the upper wing surface 101.

[0055] However, it is also conceivable in an alternative embodiment that the support strip 4 comprises a rigid strip with an arcuate profile, the curvature of which is arranged to smoothly connect the main wing 11 and the spoiler 12 when it forms the upper wing connecting surface 102, allowing the curvature of the upper wing surface 101 to be continuous.

[0056] In order to accommodate and guide the support band 4, the transition assembly 2 is also provided with a guide portion 3. In a preferred embodiment of the utility model, the guide portion 3 is a groove formed integrally in the main wing 11. Preferably, the profile of the cross section of the groove along the chord direction Y is arc-shaped to guide the support band 4 with variable curvature to bend with a desired curvature. Therefore, the curvature of the arc-shaped profile of the guide portion 3 is preferably consistent with the maximum curvature of the support band 4 to help form the upper wing connection surface 102 with the desired curvature. Additionally, the depth of the guide portion 3 along the chord direction Y is set to be sufficient to accommodate the entire support band 4, that is, its depth is not less than the length of the support band 4 along the chord direction Y. In addition, since the thickness of the skin of the aircraft wing 1 is not necessarily sufficient to set the groove, it is also conceivable in other embodiments that the guide portion 3 includes an open container with an arc-shaped profile along the chord direction Y.

[0057] Preferably, the guide portion 3 has a stopper (not shown) to prevent the support belt 4 from completely moving away from the guide portion 3 when the spoiler is in the downward deflection position. The stopper may be a convex block provided at the entrance of the guide portion 3 at the trailing edge 112 of the main wing 11, so as to clamp the last support link of the support belt 4 in the guide portion 3.

[0058] In order to make the upper surface 111 of the main wing 11 transition to the upper surface 121 of the spoiler 12 more smoothly when the spoiler 12 is in the downward deflection position, an elastic membrane 5 is arranged between the main wing 11 and the spoiler 12. Specifically, the elastic membrane 5 is connected between the upper surface 121 of the spoiler 12 and the upper surface 111 of the main wing 11 opposite to each other, that is, connected between the trailing edge 112 of the main wing 11 and the leading edge 122 of the spoiler 12. This elastic membrane 5 has good elasticity. When the spoiler 12 is in the rest position, the elastic membrane 5 shrinks, so that the upper surface 111 of the main wing 11 smoothly abuts against the spoiler 12 without obvious steps or protrusions. When the spoiler 12 is in the downward deflection position, the elastic membrane 5 is pulled and extended, and together with the support belt 4, the upper wing connection surface 102 is formed. At this time, the elastic membrane 5 is supported by the part of the support belt 4 that leaves the guide part 3, and presents a curvature consistent with the support belt 4. This arrangement of the elastic membrane 5 can effectively further close the gap between the main wing 11 and the spoiler 12, and at the same time make the upper wing connection surface 102 smoother, which is beneficial to drag reduction. Figures 5 and 6 As shown, the gap between the main wing 11 and the spoiler 12 is still closed, thereby eliminating the noise impact and aerodynamic performance impact caused by the airflow flowing into the aircraft wing 1 through the gap.

[0059] As previously mentioned, the transition assembly 2 extends along the spanwise length of the spoiler 12. Therefore, the length of the guide portion 3, the support strip 4 and the elastic membrane along the spanwise direction X is equal to the length of the spoiler 12 along the spanwise direction X.

[0060] By fitting the aircraft wing according to the present invention and the aircraft wing of the prior art, it is found that before the angle of attack of 15.5°, the lift curves of the two aircraft wings completely overlap. However, at the angle of attack of 16°, the lift coefficient of the aircraft wing of the present invention jumps 17% over that of the aircraft wing of the prior art, significantly improving the lift.

[0061] Figure 7 FIG. 4 shows the airflow streamline diagram near the trailing edge flap of the aircraft wing of the prior art. Figure 8 The figure shows the airflow streamline diagram near the trailing edge flap of the aircraft wing according to the utility model. It can be clearly seen that the aircraft wing of the prior art has obvious vortices at the rear of the trailing edge flap, where airflow separation occurs, affecting the aerodynamic performance. In contrast, no vortices appear at the trailing edge flap of the aircraft wing according to the utility model, and the airflow separation phenomenon is greatly improved.

[0062] The aircraft wing of the utility model adopts a transition assembly with an elastic membrane and an arc-shaped support belt, so that when the spoiler is in a downward deflection state, the curvature continuity of the upper wing surface can still be maintained. Therefore, the problem of low lift efficiency caused by sudden change of curvature at the junction of the main wing and the spoiler and the failure to effectively suppress the airflow separation phenomenon at the trailing edge flap in the prior art is solved.

[0063] As used herein, the terms "comprises," "comprising," "having," or any further variations thereof, are intended to cover a non-exclusive inclusion. For example, a method, article, or apparatus that includes a list of elements is not necessarily limited to only those elements and may include other elements not expressly listed or inherent to such method, article, or apparatus.

[0064] The present invention is not limited to the above-mentioned embodiments, which are merely illustrative and non-restrictive. Under the guidance of the present invention, those skilled in the art can make any possible changes and modifications without departing from the purpose of the present invention and the scope of protection of the claims. Therefore, any modification, equivalent changes and modifications made to the above-mentioned embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention shall fall within the scope of protection defined by the claims of the present invention.

Claims

1. An aircraft wing, comprising a main wing and a spoiler that can pivot relative to the main wing, the spoiler being mounted to the main wing by a rotation axis and being pivotable about the rotation axis; It is characterized in that The aircraft wing also includes a transition assembly located between the main wing and the spoiler, the transition assembly including: A guide portion, the guide portion is arranged in the main wing, wherein the guide portion is arranged at a position where the trailing edge of the main wing is adjacent to the spoiler and extends in a spanwise direction; a support belt at least partially received in the guide portion and movable relative to the guide portion as the spoiler is pivoted about the rotation axis, wherein When the spoiler is in the rest position, the support strip is received in the guide portion, When the spoiler is in a downwardly deflected position deflected downwardly from the rest position, the support belt at least partially moves away from the guide portion, wherein an upper wing connecting surface connecting the main wing and the spoiler is in a continuous arc shape.

2. The aircraft wing according to claim 1, characterized in that The transition assembly further comprises an elastic membrane, which is arranged at the upper wing connecting surface and connected between the upper surface of the spoiler and the edges of the upper surface of the main wing that are opposite to each other.

3. The aircraft wing according to claim 2, characterized in that When the support belt moves away from the guide portion, the portion of the support belt away from the guide portion supports the elastic membrane.

4. The aircraft wing according to claim 1, characterized in that: The support strip has a trailing edge and a leading edge, the trailing edge being connected to the spoiler and the leading edge being movable relative to the guide portion, Wherein, the guide portion has a limiting member, and the limiting member prevents the leading edge from leaving the guide portion.

5. An aircraft wing according to any one of claims 1 to 4, characterized in that The support strip is curved or bendable.

6. The aircraft wing according to claim 5, characterized in that The support strip comprises a rigid strip of material having an arcuate profile.

7. The aircraft wing according to claim 5, characterized in that The support belt includes a plurality of support links coupled together, the plurality of support links rolling relative to each other so that the support belt can bend.

8. The aircraft wing according to claim 5, characterized in that The cross-sectional profile of the guide portion along the chord direction is arc-shaped.

9. The aircraft wing according to claim 2, characterized in that: The lengths of the guide portion, the support belt, and the elastic membrane along the span direction are equal to the length of the spoiler along the span direction.

10. The aircraft wing according to claim 1, characterized in that The guide portion is a groove integrally formed in the main wing.

Images