Aircraft wing

Abstract

A wing of an airplane comprises a main wing beam, a right wing and a left wing. The main wing beam comprises a right side portion, a left side portion and a connecting section. The right wing is arranged at the right side portion, and the left wing is arranged at the left side portion. The connecting section is arranged in a receiving groove on the top of the fuselage of the airplane and is connected to the fuselage by a top cover to close the receiving groove. Thus, the assembly time of the wing can be effectively saved, and the assembly procedures can be reduced to reduce the errors generated during assembly, so that the airplane has higher safety during flight.

Description

Technical Field

[0001] The present invention relates to the wing of an aircraft; in particular, it relates to an assembled structure in which a main wing beam can be combined with a fuselage. Background Art

[0002] There are four forces when an airplane is flying, namely lift, gravity, thrust and drag. Lift is generated by the air flowing over the wings, and thrust is generated by the engine pushing the air. Common wings are formed by extending outward from both sides of the aircraft fuselage. Under such a structure, the wings are assembled on both sides of the fuselage respectively, and there is no correlation between the wings. This assembly method will result in a long assembly time. If the assembly time is to be shortened, more manpower will be required. In addition, there are many wing components, and errors are prone to occur during the assembly process. These errors are important factors affecting flight safety and are errors that are not allowed to occur when the aircraft is flying at high altitudes.

[0003] In addition, we can also find the airfoil design from the current wings. The common airfoil is that the inner wing surface is greater than or equal to the outer wing surface. The angle of attack of this airfoil is usually 10 to 15 degrees. That is to say, as the aircraft climbs and the angle of attack reaches the critical value (hereinafter referred to as the critical value of the angle of attack), the lift coefficient will increase with the increase of the angle of attack; when the angle of attack exceeds the critical value of the angle of attack, the lift coefficient will decrease. When the lift is less than the weight of the aircraft, the aircraft will not be able to maintain a certain flight altitude, and the corresponding flight altitude will continue to decrease, causing the aircraft to spiral down and become uncontrollable. Therefore, under the combination of this airfoil, the aircraft's control range is also limited, which also tests the driver's driving skills invisibly.

[0004] From the above, we can see that whether an aircraft can fly stably is absolutely related to the design of the wing. Whether it is the airfoil of the wing or the assembly process of the wing from scratch, every link affects the safety of the aircraft during flight. Therefore, the design of conventional wings is still not perfect and needs to be improved. Summary of the invention

[0005] In view of this, an object of the present invention is to provide an aircraft wing that can not only effectively save the wing assembly time, but also simplify the complicated assembly steps.

[0006] In order to achieve the above-mentioned purpose, the present invention provides an aircraft wing comprising a main wing beam, a right wing and a left wing, the main wing beam having a right side portion and a left side portion, the right wing being arranged at the right side portion, the right wing comprising a first right wing portion and a second right wing portion connected to the first right wing portion, the first right wing portion having a first right wing leading edge, the second right wing portion having a second right wing leading edge, the first right wing leading edge being more protruding than the second right wing leading edge; the left wing being arranged at the left side portion, a left wing being combined with the left side portion, the left wing comprising a first left wing portion and a second left wing portion, the first left wing portion being connected to the second left wing portion, the first left wing portion having a first left wing leading edge, the second left wing portion having a second left wing leading edge, the first left wing leading edge being more protruding than the second left wing leading edge.

[0007] In order to achieve the above-mentioned purpose, the present invention provides an aircraft, comprising: a fuselage, a receiving groove is provided on the top of the fuselage; and a wing comprising a main wing beam, a right wing and a left wing, the main wing beam having a right side portion and a left side portion, and the main wing beam having a connecting section, the connecting section is located between the right side portion and the left side portion, and the connecting section is used to be set in the receiving groove. The right wing is arranged on the right side portion, and the right wing includes a first right wing portion and a second right wing portion connected to the first right wing portion, the first right wing portion has a first right wing leading edge, the second right wing portion has a second right wing leading edge, and the first right wing leading edge is more protruding than the second right wing leading edge; the left wing is arranged on the left side portion, a left wing is combined with the left side portion, and the left wing includes a first left wing portion and a second left wing portion, the first left wing portion is connected to the second left wing portion, the first left wing portion has a first left wing leading edge, the second left wing portion has a second left wing leading edge, and the first left wing leading edge is more protruding than the second left wing leading edge.

[0008] The effect of the present invention is that the right wing and the left wing of the wing are arranged on the same main wing beam. Therefore, when the wing is to be assembled to the fuselage, the main wing beam of the wing is placed across the fuselage and the main wing beam is fixed to the fuselage to complete the assembly of the aircraft wing, which effectively improves the assembly efficiency of the wing. In addition, since the right and left wings are installed on the same main wing beam, the error caused by the inaccurate alignment of the right and left wings during the assembly process can be reduced, thereby improving the safety of the aircraft during flight. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] Figure 1 A perspective view of an aircraft wing according to a preferred embodiment of the present invention.

[0010] Figure 2 for Figure 1 A partial exploded view of the .

[0011] Figure 3 A front view of an airplane wing showing the angle between the wing and the horizontal plane.

[0012] Figure 4 for Figure 1 A partial exploded view of the aircraft reveals that the wingtip winglet is integrated into the right wing.

[0013] Figure 5 It is a perspective view showing the structure of the main wing spar combined with the right wing.

[0014] Figure 6 It is a perspective view showing the structure of the main wing spar combined with the left wing.

[0015] Figures 7 to 10 It is a schematic diagram of the wing section of the above preferred embodiment of the present invention, revealing the wing section features of the first right wing portion and the second right wing portion and the first left wing portion and the second left wing portion. DETAILED DESCRIPTION

[0016] In order to more clearly illustrate the present invention, preferred embodiments are given and described in detail with reference to the accompanying drawings. Figure 1 As shown in FIG. 2 , an aircraft 100 according to a first preferred embodiment of the present invention is shown. The aircraft 100 includes a fuselage 10, a top cover 20, and a wing 30. The fuselage 10 has a receiving slot 12. The wing 30 has a main spar 40, a right wing 50, a left wing 60, and two wingtip winglets 70. The right wing 50 is disposed on a right side portion 42 (such as a right side portion 42) of the main spar 40. Figure 5 The left wing 60 is disposed on a left side portion 44 of the main wing beam 40 (as shown in FIG. Figure 6 As shown in FIG. 1 , the middle portion of the main wing beam 40 has a coupling section 46, which is located between the right side portion 42 and the left side portion 44 and is disposed in the receiving groove 12 to be coupled with the fuselage 10. In one embodiment, the fuselage 10 has a plurality of coupling holes 14 on both sides, and the right and left wings 50 and 60 have a plurality of coupling holes 59 and 69 on one side, respectively, so that a plurality of coupling rods 16 can be respectively inserted into the coupling holes 14 of the fuselage 10 and the coupling holes 59 and 69 of the right and left wings 50 and 60 to lock the wing 30 to the fuselage 10. The manner in which the right and left wings 50 and 60 are locked on the fuselage 10 is the same, and the locking manner is described by taking the right wing 50 as an example. In one embodiment, the aforementioned connecting rod 16 may be a screw rod, which may pass through the connecting hole 14 of the fuselage 10 from the inside of the fuselage 10 to the outside, and then pass through the connecting hole 59 of the right wing 50, and then be fixed to the screw rod with a nut (not shown), and a bushing (not shown) may be further installed between the screw rod and the connecting hole 59 to enhance the fixing effect. Figure 3 As shown, the wing 30 extends slightly upward from the middle to both sides, and the angle formed between the right wing 50 and the left wing 60 and the horizontal plane is approximately between 1 degree and 5 degrees. Preferably, in this embodiment, the angle is approximately 1.7 degrees.

[0017] See also Figure 4 As shown, the side of the right wing 50 facing away from the left wing 60 is combined with a winglet 70. In this embodiment, the winglet 70 has a plurality of combination holes 72 on one side, and the right wing 50 has a corresponding combination hole 55 on one side. When the winglet 70 is combined with the right wing 50, it can be fixed by a plurality of fasteners such as bolts (not shown in the figure) passing through the combination holes 55 on the winglet 70 and the right wing 50. The side of the left wing 60 facing away from the right wing 50 is combined with another winglet 70, and the combination method is the same as the above-mentioned method of combining the right wing 50 with a winglet 70.

[0018] See also Figure 5 As shown, the right wing 50 includes a right rear wing beam 52, a plurality of ribs 54, a first right wing portion 56 and a second right wing portion 58. The right rear wing beam 52 is disposed at the rear side of the right side portion 42 of the main wing beam 40, and the plurality of ribs 54 are connected between the right wing 50 and the right rear wing beam 52; the first right wing portion 56 has a first right wing surface 56a, the front end of the first right wing surface 56a forms a first right wing leading edge 56b, and the rear end of the first right wing surface 56a forms a first right wing trailing edge 56c; the second right wing portion 58 has a second right wing surface 58a, the front end of the second right wing surface 58a forms a second right wing leading edge 58b, and the rear end of the second right wing surface 58a forms a second right wing trailing edge 58c, wherein the first right wing leading edge 56b is more protruding than the second right wing leading edge 58b.

[0019] See also Figure 6 As shown, the left wing 60 includes a left rear spar 62, a plurality of ribs 64, a first left wing portion 66 and a second left wing portion 68. The left rear spar 62 is disposed at the rear side of the left side portion 44 of the main spar 40, and the plurality of ribs 64 are connected between the left wing 60 and the left rear spar 62; the first left wing portion 66 has a first left wing surface 66a, the front end of the first left wing surface 66a forms a first left wing leading edge 66b, and the rear end of the first left wing surface 66a forms a first left wing trailing edge 66c; the second left wing portion 68 has a second left wing surface 68a, the front end of the second left wing surface 68a forms a second left wing leading edge 68b, and the rear end of the second left wing surface 68a forms a second left wing trailing edge 68c, and the first left wing leading edge 66b is more protruding than the second left wing leading edge 68b.

[0020] See also Figure 7As shown, the straight line formed by the first right wing leading edge 56b and the first right wing trailing edge 56c is the first right wing chord 562; the straight line formed by the second right wing leading edge 58b and the second right wing trailing edge 58c is the second right wing chord 582, wherein the length of the first right wing chord 562 is greater than the length of the second right wing chord 582; and the angle θ1 formed between the first right wing chord and the second right wing chord is approximately between 1 degree and 5 degrees, preferably, the angle θ1 is approximately between 2 degrees and 4 degrees, and in this embodiment, the angle θ1 is approximately 3.5 degrees. A straight line formed by connecting the first left wing leading edge 66b and the first left wing trailing edge 66c is a first left wing chord 662; a straight line formed by connecting the second left wing leading edge 68b and the second left wing trailing edge 68c is a second left wing chord 682; wherein, the length of the first left wing chord 662 is greater than the length of the second left wing chord 682; and an angle θ2 formed between the first left wing chord and the second left wing chord is approximately between 1 degree and 5 degrees, preferably, the angle θ2 is approximately between 2 degrees and 4 degrees, and in this embodiment, the angle θ2 is approximately 3.5 degrees.

[0021] See also Figure 8 As shown, the line connecting the points halfway between the upper surface and the lower surface of the wing 30 is called the mean camber line or camber line. In this embodiment, the first right wing portion 56 (such as Figure 5 The line connecting the points halfway between the upper surface and the lower surface of the first right wing portion 58 (as shown) is a first right wing camber line 564; the line connecting the points halfway between the upper surface and the lower surface of the second right wing portion 58 is a second right wing camber line 584; wherein the length of the first right wing camber line 564 is greater than the length of the second right wing camber line 584. Figure 6 A line connecting half the distance between the upper surface and the lower surface of the second left wing portion 68 is a first left wing camber line 664; a line connecting half the distance between the upper surface and the lower surface of the second left wing portion 68 is a second left wing camber line 684; wherein, the length of the first left wing camber line 664 is greater than the length of the second left wing camber line 684.

[0022] See also Fig. 9As shown in the wing cross-sectional view, a distance W1 is formed between the first right wing surface 56a and the second right wing surface 58a, and the contour length of the first right wing surface 56a of the first right wing portion 56 is greater than the contour length of the second right wing surface 58a of the second right wing portion 58, that is, the effective area of ​​the first right wing surface 56a in contact with the air is greater than the effective area of ​​the second right wing surface 58a in contact with the air. Taking the second right wing chord 582 as a reference line L1, perpendicular to the reference line L1 and in the vertical upward direction, the distance W1 between the first right wing surface 56a and the second right wing surface 58a becomes smaller and smaller, so that the first right wing surface 56a and the second right wing surface 58a are the same surface; and perpendicular to the reference line L1 and in the downward direction, the distance W1 between the first right wing surface 56a and the second right wing surface 58a first gradually expands, and after passing the first right wing leading edge 56b of the right wing 50, the distance W1 gradually shrinks, and parallel to the reference line L1. Fig. 9 In the right direction, the distance W1 between the first right wing surface 56a and the second right wing surface 58a gradually decreases, so that the first right wing surface 56a and the second right wing surface 58a are the same surface.

[0023] A distance W2 is formed between the first left wing surface 66a and the second left wing surface 68a, and the contour length of the first left wing surface 66a of the first left wing portion 66 is greater than the contour length of the second left wing surface 68a of the second left wing portion 68. On the other hand, the effective area of ​​the first left wing surface 66a in contact with the air is greater than the effective area of ​​the second left wing surface 68a in contact with the air. Taking the second left wing chord 682 as a reference line L1', perpendicular to the reference line L1' and in the vertical upward direction, the distance W2 between the first left wing surface 66a and the second left wing surface 68a becomes smaller and smaller, so that the first left wing surface 66a and the second left wing surface 68a are the same surface; and perpendicular to the reference line L1' in the downward direction, the distance W2 between the first left wing surface 66a and the second left wing surface 68a first gradually expands, and after passing the first left wing leading edge 66b of the left wing 60, the distance W2 gradually decreases, and parallel to the reference line L1' to the left Fig. 9 In the right direction, the distance W2 between the first left wing surface 66a and the second left wing surface 68a gradually decreases, so that the first left wing surface 66a and the second left wing surface 68a are the same surface.

[0024] See also Fig.10 As shown, the second right wing chord 582 is taken as an extension line L2, and the first right wing leading edge 56b is lower than the extension line L2. The second left wing chord 682 is taken as an extension line L2', and the first left wing leading edge 66b is lower than the extension line L2'.

[0025] As described above, the present invention can combine the right wing and the left wing on the integrally formed main wing beam through the wing design of the above-mentioned aircraft, that is, the assembly of the aircraft wing can be completed by placing the main wing beam of the wing across the fuselage and combining and fixing the main wing beam with the fuselage, which can save a lot of assembly time when assembling the wing. In addition, with the design that the leading edge of the first wing is more protruding than the leading edge of the second wing, and preferably, further with the design that the first wing surface of the first wing has a larger contact area than the second wing surface of the second wing, and the design of the chord and wing arc between the first wing and the second wing, when the airflow flows through the wing, the wind-driven airflow disturbance on the wing can be reduced, the wing surface pressure can be reduced, and the separation vortex can be eliminated, thereby delaying the separation of the airflow, so that when the aircraft flies at a larger critical value of the angle of attack, the aircraft still has sufficient lift and can fly stably, and it can help reduce the occurrence of stalling of the aircraft at a large angle of attack. Therefore, even after the aircraft loses power, it can still glide continuously for a period of time, preventing the aircraft from entering a spiral (spin) state, thereby improving the safety and control performance of the aircraft.

[0026] The above description is only a preferred embodiment of the present invention. Any equivalent changes made by applying the present specification and the scope of the patent application should be included in the patent scope of the present invention.

[0027] Description of Reference Numerals

[0028] [The present invention]

[0029] 100 Aircraft

[0030] 10 Body

[0031] 12 accommodating groove 14 coupling hole 16 coupling rod

[0032] 20 Top cover

[0033] 30 Wing

[0034] 40 main spar

[0035] 42 right side 44 left side 46 joint section

[0036] 50 Right Wing

[0037] 52 right rear wing beam 54 wing rib 55 joint hole

[0038] 56 first right wing portion 56a first right wing surface 56b first right wing leading edge

[0039] 56c first right wing trailing edge 562 first right wing chord 564 first right wing camber

[0040] 58 second right wing portion 58a second right wing surface 58b second right wing leading edge

[0041] 58c second right wing trailing edge 582 second right wing chord 584 second right wing arc

[0042] 59 binding holes

[0043] 60 Left Wing

[0044] 62 left rear wing beam 64 wing rib 66 first left wing part

[0045] 66a first left wing surface 66b first left wing leading edge 66c first left wing trailing edge

[0046] 662 first left wing chord 664 first left wing arc 68 second left wing portion

[0047] 68a second left wing surface 68b second left wing leading edge 68c second left wing trailing edge

[0048] 682 second left wing chord 684 second left wing arc 69 combination hole

[0049] 70 Winglet

[0050] 72 binding holes

[0051] L1 reference line

[0052] L1' reference line

[0053] L2 extension line

[0054] L2' extension line

[0055] W1 Spacing

[0056] W2 spacing

[0057] θ1 angle

[0058] θ2 angle.

Claims

1. An aircraft wing, comprising: a main spar having a right side portion and a left side portion; a right wing, combined with the right side portion, the right wing comprising a first right wing portion and a second right wing portion connected to the first right wing portion, the first right wing portion having a first right wing leading edge, the second right wing portion having a second right wing leading edge, the first right wing leading edge being more protruding than the second right wing leading edge; and A left wing is combined with the left side portion, the left wing includes a first left wing portion and a second left wing portion, the first left wing portion is connected to the second left wing portion, the first left wing portion has a first left wing leading edge, the second left wing portion has a second left wing leading edge, and the first left wing leading edge is more protruding than the second left wing leading edge.

2. The wing of an aircraft as described in claim 1 comprises a right rear wing spar, a left rear wing spar and a plurality of ribs, wherein the right rear wing spar is arranged at the rear side of the right side portion, and the left rear wing spar is arranged at the rear side of the left side portion; part of the ribs are connected between the right side wing and the right rear wing spar, and another part of the ribs are connected between the left side wing and the left rear wing spar.

3. The wing of an aircraft as claimed in claim 1, wherein the first right wing leading edge is lower than the extension line of the chord of the second right wing portion; and the first left wing leading edge is lower than the extension line of the chord of the second left wing portion.

4. The wing of an aircraft according to claim 1, wherein the chord length of the chord of the first right wing portion is greater than the chord length of the chord of the second right wing portion; and the chord length of the chord of the first left wing portion is greater than the chord length of the chord of the second left wing portion.

5. The wing of an aircraft as claimed in claim 4, wherein the angle between the chord of the first right wing portion and the chord of the second right wing portion, and the angle between the chord of the first left wing portion and the chord of the second left wing portion are equal, and the angles are between 1 and 5 degrees.

6. The wing of an aircraft as claimed in claim 1, wherein the length of the wing camber line of the first right wing portion is greater than the length of the wing camber line of the second right wing portion; the length of the wing camber line of the first left wing portion is greater than the length of the wing camber line of the second left wing portion.

7. The wing of an aircraft as described in claim 1, wherein the first right wing portion has a first right wing surface, the second right wing portion has a second right wing surface, with the chord of the second right wing portion as a reference line, and along the vertical upward direction of the reference line, the distance between the first right wing surface and the second right wing surface becomes smaller and smaller; the first left wing portion has a first left wing surface, the second left wing portion has a second left wing surface, with the chord of the second left wing portion as a reference line, and along the vertical upward direction of the reference line, the distance between the first left wing surface and the second left wing surface becomes smaller and smaller.

8. The wing of an aircraft according to claim 7, wherein: Along the vertical downward direction of the reference line, the distance between the first right wing surface and the second right wing surface becomes larger and larger, and then gradually decreases; along the vertical downward direction of the reference line, the distance between the first left wing surface and the second left wing surface becomes larger and larger, and then gradually decreases.

9. The wing of an aircraft according to claim 1, wherein the wing section profile length of the first right wing portion is greater than the wing section profile length of the second right wing portion; and the wing section profile length of the first left wing portion is greater than the wing section profile length of the second left wing portion.

10. An aircraft comprising: A body, with a receiving groove disposed on the top of the body; and An aircraft wing as claimed in any one of claims 1 to 9, wherein the main wing beam has a connecting section, the connecting section is located between the right side portion and the left side portion, and the connecting section is used to be disposed in the receiving groove.

Images