Wing assembly and aircraft with slat

Abstract

Wing assembly with slats and aircraft. A wing assembly comprising: a swept wing body, a leading edge of the wing body extending outwardly and rearwardly from a wing root to a wing tip; a first slat selectively movably connected to the wing body; and a second slat selectively movably connected to the wing body, the second slat disposed outwardly of the first slat, a flexible seal member disposed and connected between the first slat and the second slat; at least a portion of the first slat, at least a portion of the second slat, and at least a portion of the flexible seal member defining therebetween a slat gap, at least a majority of the slat gap being substantially parallel to a predetermined local airflow direction. Also disclosed is an aircraft comprising a fuselage; and two oppositely disposed wing assemblies connected to the fuselage.

Description

TECHNICAL FIELD

[0001] The present technology relates to a wing assembly with slats. BACKGROUND

[0002] As noise abatement regulations become more prevalent around airports, it is increasingly important to identify and address noise sources of an operating aircraft. Of particular concern is noise abatement during takeoff and landing, which occur closer to the ground and around airports.

[0003] As set forth in Noise Prediction from a Partially closed Slat Junction (Lew et al., AIAA Publication 2013-2161, hereinafter “Lew”), the leading edge slats of a fixed-wing aircraft are a significant noise source during landing. Leading edge slats are small aerodynamic surfaces on the leading edge of a wing that are used to increase the maximum lift of the wing, especially during takeoff and landing. When deployed, the slats allow the wing of the aircraft to operate at a greater angle of attack relative to the surrounding airflow. The slats are typically partially or fully deployed during takeoff and landing, and stowed during the cruise portion of flight to minimize drag. As noted in Lew, when the slats are partially deployed during landing, the airflow over and through the gap formed between the two slats (also referred to as the slat junction) is an identifiable noise source.

[0004] Some solutions to the slat gap noise formation problem have been proposed. One solution includes providing a rubber seal that extends along a portion of the slat junction between the slats so as to partially reduce the air flowing through the slat junction. However, the rubber seal typically does not cover the entire slat gap because the aft-most portions of the slats are flush with the wing body as they are retracted.

[0005] In Figure 2An example prior art wing assembly 15' is shown with slats 50 that are generally rectangular in shape when viewed from above. Between two adjacent slats 50, a rubber seal 52 has been included to reduce the flow of air into the forward portion of the space between the slats 50. In order to allow the slats 50 to properly retract, the rubber seal 52 does not extend along the entire space between the slats 50. Thus, a gap 54 is formed aftward of the rubber seal 52 and between the slats 50. The gap 54 is generally aligned normal to the leading edge of the wing body 20' and is biased toward the oncoming airflow direction 70.

[0006] To address the slat gap noise problem remaining in the arrangement illustrated in Figure 2 A suggested solution to the slat gap noise problem remaining in the arrangement illustrated in

[0007] Accordingly, it is desirable to have a configuration for a fixed-wing aircraft that helps to reduce noise generated due to a slat gap between two partially deployed slats. SUMMARY

[0008] It is an object of the present technology to ameliorate at least some of the inconveniences present in the prior art.

[0009] According to one non-limiting aspect, there is provided a wing assembly comprising: a swept wing body, a forward edge of the wing body extending outwardly and rearwardly from a wing root to a wing tip; a first slat selectively movably connected to the wing body, the first slat comprising: a first forward edge and a first rearward edge; a first inboard edge extending between the first forward edge and the first rearward edge, and a first outboard edge extending between the first forward edge and the first rearward edge, the first outboard edge comprising: a first forward side portion extending from the first forward edge to a first mid-point between the first forward edge and the first rearward edge, and a first rearward side portion extending from the first mid-point to the first rearward edge; and a second slat selectively movably connected to the wing body, the second slat disposed outboard of the first slat, the second slat comprising: a second forward edge and a second rearward edge; a second outboard edge extending between the second forward edge to the second rearward edge; and a second inboard edge extending between the second forward edge to the second rearward edge, the second inboard edge comprising: a second forward side portion extending from the second forward edge to a second mid-point between the second forward edge and the second rearward edge, and a second rearward side portion extending from the second mid-point to the second rearward edge; the first slat and the second slat defining a slat gap between the first rearward side portion and the second rearward side portion, the slat gap being substantially parallel to a predetermined local airflow direction.

[0010] In some embodiments, the first front edge defines a first front edge line connecting a forward-most point of the first slat and extending between a first inboard end and a first outboard end; the first rear edge defines a first rear edge line connecting a rear-most point of the first slat and extending between the first inboard end and the first outboard end, the first rear edge disposed a first chord distance from the first front edge; the first front edge line and the first rear edge line define a first slat plane, the first chord distance between the first front edge and the first rear edge extending normal to the first front edge, the first chord distance measured along the first slat plane; a projection of the first front side portion onto the first slat plane defines a first front side line; a projection of the first rear side portion onto the first slat plane defines a first rear side line; the second front edge defines a second front edge line connecting a forward-most point of the second slat and extending between the second inboard end and the second outboard end; the second rear edge defines a second rear edge line connecting a rear-most point of the second slat and extending between the second inboard end and the second outboard end, the second rear edge disposed a second chord distance from the second front edge; the second front edge line and the second rear edge line define a second slat plane, the second chord distance between the second front edge and the second rear edge extending normal to the second front edge, the second chord distance measured along the second slat plane; a projection of the second front side portion onto the second slat plane defines a second front side line; a projection of the second rear side portion onto the second slat plane defines a second rear side line; and the first rear side line and the second rear side line are substantially parallel to a predetermined local airflow direction.

[0011] In some embodiments, the wing assembly further comprises a flexible sealing member disposed between the first slat and the second slat, the flexible sealing member extending from the first front edge and the second front edge to the first intermediate point and the second intermediate point.

[0012] In some embodiments, a front edge of the slat gap is defined by a rear edge of the flexible sealing member.

[0013] In some embodiments, the flexible sealing member is a rubber seal connected between the first front side portion and the second front side portion.

[0014] In some embodiments, the first rear edge line is longer than the second rear edge line.

[0015] In some embodiments, the first front edge line and the second front edge line are equal in length; and a surface area of the first slat plane is greater than a surface area of the second slat plane.

[0016] In some embodiments, the first aft side line and the second aft side line are substantially parallel to a longitudinal centerline of the aircraft when the wing assembly is installed on the aircraft.

[0017] In some embodiments, the first chord distance and the second chord distance are equal in length.

[0018] In some embodiments, each of the first and second forward side lines extends at least 65% of the first chord distance.

[0019] In some embodiments, each of the first and second forward side lines extends 95% or less of the first chord distance.

[0020] In some embodiments, the first forward side line is a straight line; and the second forward side line is a straight line.

[0021] In some embodiments, the first aft side line is a straight line; and the second aft side line is a straight line.

[0022] In some embodiments, an outboard side of the first forward side line and an outboard side of the first aft side line define therebetween a first angle; an outboard side of the second forward side line and an outboard side of the second aft side line define therebetween a second angle; the first angle is less than 175 degrees; and the second angle is less than 175 degrees.

[0023] In some embodiments, the first angle is greater than 135 degrees; and the second angle is greater than 135 degrees.

[0024] In some embodiments, the first angle is equal to the second angle.

[0025] In some embodiments, when the wing assembly is installed on the aircraft and the first and second slats are in an intermediate position and air flows through the wing assembly, the orientation of the slat gap causes a reduction in noise compared to another swept wing assembly with a pair of other slats, where the other swept wing assembly forms a gap that is collinear with a respective forward side line of the other slats.

[0026] In some embodiments, the predetermined local airflow direction is aligned with a flow direction of the airflow.

[0027] In some embodiments, when the wing assembly is installed on the aircraft and the aircraft is in operation, the predetermined local airflow direction is aligned with a direction of airflow impinging on at least one of the first and second forward edges.

[0028] According to another non-limiting aspect, there is provided an aircraft, the aircraft comprising a fuselage; and two oppositely disposed wing assemblies connected to the fuselage, each of the two oppositely disposed wing assemblies being a wing assembly according to any of the above embodiments.

[0029] According to another non-limiting aspect, there is provided a wing assembly, the wing assembly comprising: a swept wing body, a forward edge of the wing body extending outwardly and rearwardly from a wing root to a wing tip; a first slat selectively movably connected to the wing body; and a second slat selectively movably connected to the wing body, the second slat being disposed outwardly of the first slat, a flexible seal member being disposed and connected between the first slat and the second slat; at least a portion of the first slat, at least a portion of the second slat, and at least a portion of the flexible seal member defining therebetween a slat gap, at least a majority of the slat gap being substantially parallel to a predetermined local airflow direction.

[0030] For the purposes of this application, terms relating to spatial orientation, such as forward, rearward, upward, downward, left, right, are as understood by a pilot sitting in a normal flying position in an aircraft. Unless otherwise provided in this application, when describing or referring to components or subassemblies of an aircraft (such as, for example, a wing assembly) separately from the aircraft, terms relating to spatial orientation are to be understood as would be understood when installing those components or subassemblies to the aircraft.

[0031] Embodiments of the present technology each have at least one of the above aspects, but not necessarily all. It should be appreciated that certain aspects of the present technology can not meet one or more of the above-mentioned objects and / or can meet other objects not specifically recited herein.

[0032] Additional and / or alternative features, aspects, and advantages of embodiments of the present technology will become apparent from the following description and the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0033] For a better understanding of the present technology, and to show how the same can be carried into effect, reference will now be made, purely by way of example, to the accompanying drawings in which:

[0034] Figure 1 is a top plan view of an aircraft;

[0035] Figure 2 is a top plan view of a portion of a left wing assembly of a prior art aircraft with a pair of slats;

[0036] Figure 3 is Figure 1is a top plan view of a portion of a left wing assembly of an aircraft, the wing assembly including a pair of slats according to the present technology;

[0037] Figure 4 is Figure 3 is a left rear top side perspective view of an inboard slat of the aircraft of

[0038] Figure 5 is Figure 3 is a left rear top side perspective view of an outboard slat of the aircraft of

[0039] Figure 6 is Figure 3 is a top plan view of a projection of a pair of slats of the aircraft of

[0040] Figure 7 is Figure 6 is a close-up partial view of a projection of the aircraft of

[0041] Figure 8 is Figure 2 is a top plan view of a pair of slats of prior art, illustrating simulated pressure fluctuations when in use;

[0042] Figure 9 is Figure 2 is a left front side perspective view of a prior art pair of slats, illustrating simulated air disturbances when in use;

[0043] Figure 10 is Figure 3 is a top plan view of a pair of slats of the aircraft of, illustrating simulated pressure fluctuations when in use; and

[0044] Figure 11 is Figure 3 is a left front side perspective view of a pair of slats of the aircraft of, illustrating simulated air disturbances when in use. DETAILED DESCRIPTION

[0045] Figure 1 A top view of a fixed-wing jet aircraft 10 according to the present technology is shown. The aircraft 10 includes a fuselage 12 (a body of the aircraft 10). A longitudinal centreline 30 of the aircraft 10 extends along a centre of the fuselage 12 from a front to a rear of the aircraft 10. Two oppositely disposed wing assemblies 15 (also referred to as wings 15) are connected to the fuselage 12. The wing assemblies 15 generate lift during operation and thereby cause the aircraft 10 to fly.

[0046] Each wing assembly 15 includes a wing body 20 extending from a wing root 22 to a wing tip 23. The wing body 20 of the present technology is a swept wing body 20 in which the leading edge 16 of the wing 15 extends rearward as the wing body 20 extends outward from the wing root 22. Each wing assembly 15 includes a leading edge 16 as well as a trailing edge 17. The dimensions of the wing assembly 15 from the leading edge 16 to the trailing edge 17 are determined using a mean aerodynamic chord ("MAC") measured in the direction of nominal streamwise airflow 70 and represented by chord "C". Those skilled in the art will appreciate that, since most wings vary their chord over their span (as is the case for the wing assembly 15 illustrated in Figure 1

[0047] Each wing assembly 15 includes two slats 100, 200, which will be described in greater detail below. In some embodiments, the wing assembly 15 can include additional slats, which can be implemented according to known configurations or the present embodiments. It is also contemplated that, depending on the details of any given embodiment, the wing assembly 15 can include one or more flaps, cowls, ailerons, and various other related structures.

[0048] Reference will now be made in detail to the wing assembly 15 according to the present technology. The shape and arrangement of the slats 100, 200 of the wing assembly 15 are designed to help address the noise problems that arise due to air flowing into and through the gap 54 of the prior art, especially when the slats 50 are partially deployed during landing. Figures 3 to 7

[0049] Details of the wing assembly 15 will be described with respect to the left wing assembly 15 as illustrated in Figure 3

[0050] The wing assembly 15 includes the slats 100, 200 as mentioned above. The slat 200 is disposed adjacent to and outward of the slat 100. The slats 100, 200 do not directly contact, but are separated by about 1 inch (2.54 cm). Depending on the particular embodiment, it is contemplated that the slats 100, 200 can be disposed closer or further apart, typically between 0.5 and 1 inch (1.27 and 2.54 cm).

[0051] ​​​The slats 100, 200 are selectively movably connected to the wing body 20 on a forward top side of the wing body 20. The slats 100, 200 are selectively movable in a direction 72 normal to the wing leading edge 16, also referred to as the hinge direction 72, to a plurality of positions. The plurality of positions includes at least a retracted position, a deployed position, and one or more intermediate positions between the retracted position and the deployed position. In the retracted position, the slats 100, 200 are in their aft-most position relative to the wing body 20. The slats 100, 200 are configured to rest as flush as possible with the wing body 20 when in this retracted position to minimize drag. In the deployed position, the slats 100, 200 are in their forward-most extended position relative to the wing body 20. The intermediate positions are also variously referred to as partially deployed positions or partially retracted positions. Depending on the particular embodiment, the slats 100, 200 are movable to one or more different intermediate positions.

[0052] The slats 100, 200 are selectively deployed and retracted uniformly along the normal direction 72, although in some embodiments it is contemplated that the slats 100, 200 can be moved at least partially independently. The slats 100, 200 are illustrated in the figures in their retracted position, in which the leading edges 151, 251 of the slats 100, 200 are aligned with the leading edge 16 of the wing 15.

[0053] For a better understanding of the individual structures of the slats 100, 200, reference will now be made to Figure 4 and Figure 5 Details of the overall form of the slats 100, 200 will now be described.

[0054] In Figure 4 , the slat 100 is illustrated in isolation. The slat 100 includes a leading edge 151 defining a leading edge line 161 connecting the forward-most points of the slat 100. The leading edge 151 constitutes a portion of the wing leading edge 16 when the slat 100 is in the retracted position. The leading edge line 161 extends between an inboard end 172 and an outboard end 171. Figure 6 Opposite the leading edge 151, the slat 100 includes a trailing edge 152 defining a trailing edge line 162 connecting the aft-most points of the slat 100. The trailing edge line 162 similarly extends between an inboard end 182 and an outboard end 181. Figure 6

[0055] The leading edge line 161 and the trailing edge line 162 define a slat plane 150, which will be described in more detail below. It should be noted that the slat plane 150 is merely a geometric construct to aid in understanding the overall geometry of the slat 100. The trailing edge line 162 is disposed a chord distance 180 from the leading edge line 161 in the direction 72. Figure 6 ​The chord distance 180 extends orthogonally from the leading edge line 161 and is measured along the slat plane 150. In some embodiments, the chord distance between the leading edge line 161 and the trailing edge line 162 can vary from the inboard end to the outboard end, and in such cases, an average aerodynamic chord can be used to determine the chord distance 180.

[0056] On the inboard side of the slat 100 is an inboard edge 158 that extends substantially perpendicularly from the leading edge 151 to the trailing edge 152. Opposite the inboard edge 158 is an outboard edge 156 that similarly extends from the leading edge 151 to the trailing edge 152. The outboard edge 156 includes a front side portion 153 that extends from the leading edge 151 to a midpoint 155. The front side portion 153 is parallel to the inboard edge 158, although it is contemplated that this can not be the case for all embodiments. The outboard edge 156 also includes a back side portion 154 that extends from the midpoint 155 to the trailing edge 152.

[0057] In Figure 5 The slat 200 is shown in isolation and will be described in greater detail. The slat 200 includes a leading edge 251 that is part of the wing leading edge 16 when in the retracted position. The leading edge 251 defines a leading edge line 261 that connects the forward most point of the slat 200. The leading edge line 261 extends between an inboard end 272 and an outboard end 271. Figure 6 Opposite the leading edge 251, the slat 200 includes a trailing edge 252 that defines a trailing edge line 262 that connects the rearward most point of the slat 200. The trailing edge line 262 similarly extends between an inboard end 282 and an outboard end 281.

[0058] The leading edge line 261 and the trailing edge line 262 define a slat plane 250. It should be noted that the slat plane 250 is similarly merely a geometric construct to aid in understanding the overall geometry of the slat 200. The trailing edge line 262 is disposed chord distance 280 from the leading edge line 261 in the normal direction 72, where the chord distance 280 extends orthogonally from the leading edge line 261 and is measured along the slat plane 250. In some embodiments, the chord distance between the leading edge line 261 and the trailing edge line 262 can vary from the inboard end to the outboard end, and in such cases, an average aerodynamic chord can be used to determine the chord distance 280.

[0059] On the outboard side of the slat 200 is an outboard edge 254 that extends substantially perpendicularly from the forward edge 251 to the rear edge 252. Opposite the outboard edge 254 is an inboard edge 256 that similarly extends from the forward edge 251 to the rear edge 252. The inboard edge 256 includes a forward portion 257 that extends from the forward edge 251 to a midpoint 255. The forward portion 257 is parallel to the outboard edge 254, although it is contemplated that this can not be the case for all embodiments. The inboard edge 256 also includes a rear portion 258 that extends from the midpoint 255 to the rear edge 252.

[0060] As mentioned above, the slats 100, 200 do not contact, but are instead separated by a small space (relative to the overall size of the slats 100, 200). To help mitigate drag and noise caused by air flowing into and through the space between the slats 100, 200, the wing assembly 15 includes a flexible seal member 80 Figure 3 that bridges a portion of the space between the slats 100, 200. The flexible seal member 80 is connected between the forward portion 153 of the outboard edge 156 of the slat 100 and the forward portion 257 of the inboard edge 256 of the slat 200. The flexible seal member 80 extends from the forward edges 151, 251 to the midpoints 155, 255.

[0061] Depending on the embodiment, the flexible seal member 80 can cover only a portion of the space between the forward portions 153, 257. In the present embodiment, the flexible seal member 80 is a rubber seal 80. In other embodiments, the flexible seal member 80 can be made of different materials, including but not limited to rubber or other polymeric materials.

[0062] Rearward of the flexible seal member 80 and the forward portions 153, 257, the slats 100, 200 define a slat gap 90 therebetween. In particular, the slat gap 90 is defined between the rear portion 154 and the rear portion 258.

[0063] According to the present application, the aft portion 154, 258 of the slat 100, 200 is arranged such that the slat gap 90 is generally aligned with a predetermined local airflow direction. The predetermined local airflow direction is the direction in which air is expected to flow over the slat 100, 200 when the aircraft 10 is in use, and more particularly when the slat 100, 200 is in an intermediate or deployed position (e.g. during landing). For example, the predetermined local airflow direction can be considered to be the direction aligned with the direction of airflow impinging on the forward edge 151, 251 of the slat 100, 200. The predetermined local airflow direction is determined for a particular embodiment of the wing assembly based on various characteristics of the wing assembly 15, including but not limited to: wing shape, wing sweep angle, distance between the slat 100, 200 and the wing root 22 and / or wing tip 23, expected wing deflection and angle of attack (AoA), speed or flow conditions, among other possible characteristics. In the illustrated embodiment, the predetermined local airflow direction, and thus the slat gap 90, is aligned with the nominal airflow direction 70. In other words, the slat gap 90 is aligned with the flow direction of the airflow. However, in other embodiments, the predetermined local airflow direction can not be aligned with the nominal airflow direction 70.

[0064] As mentioned above, it has been found that the alignment of the slat gap 90 along the direction of air flowing through the slat gap 90 helps to reduce the noise generated by the swept wing assembly 15. This is particularly applicable in the case when the slat 100, 200 is in an intermediate or deployed position, such as when the aircraft 10 is landing and the slat gap 90 is not retracted flush or almost flush against the wing body 20.

[0065] As the slat 100, 200 has curved top and bottom surfaces, a further understanding of the overall shape of the slat 100, 200 and the slat gap 90 formed between the slats 100, 200 can be obtained by examining the projection of the slat 100, 200 onto a slat plane 150, 250. In the illustrated embodiment, the slat plane 150 is defined by a forward edge line 161 and an aft edge line 162, and the slat plane 250 is defined by a forward edge line 261 and an aft edge line 262. Figure 6 And Figure 7 The projection onto the slat plane 150, 250 is illustrated in

[0066] As mentioned above, the slat plane 150 is defined by a forward edge line 161 and an aft edge line 162, and the slat plane 250 is defined by a forward edge line 261 and an aft edge line 262. As the slat plane 150, 250 is merely a geometric construct used to help understand the overall geometry of the slat 100, 200 as described above, the slat plane 150, 250 will generally be considered to belong to the same plane even though the planes 150, 250 as defined above can not always be exactly in the same plane. In some embodiments, the forward edge lines 161, 261 and the aft edge lines 162, 262 can define intersecting or parallel planes.

[0067] For the slat 100, the projection of the inboard edge 158 onto the slat plane 150 defines an inboard line 163, and the projection of the outboard edge 156 onto the slat plane 150 defines an outboard line 164. As the outboard edge 156 is formed by two edge portions 153, 154, the outboard line 164 includes two line portions. The projection of the front portion 153 onto the slat plane 150 defines a front line 165 of the projection 167 extending from the front edge 161 to the intermediate point 155. The projection of the rear portion 154 of the outboard edge 156 onto the slat plane 150 defines a rear line 166 extending from the intermediate point 167 of the projection to the rear edge line 162.

[0068] The rear line 166 is disposed at an angle 199 from the front line 165, as measured on the outboard side of the lines 165, 166. Figure 7 As the rear line 166 extends from the intermediate point 167 of the projection, it extends both outboard and toward the rear edge 162. As illustrated in the present embodiment, the angle 199 is about 150 degrees, but this is merely one non-limiting example. It is contemplated that the angle 199 can vary from greater than 135 degrees to less than 175 degrees.

[0069] For the slat 200, the projection of the outboard edge 254 onto the slat plane 250 defines an outboard line 263, and the projection of the inboard edge 256 onto the slat plane 250 defines an inboard line 264. As the inboard edge 256 is formed by two edge portions 257, 258, the inboard line 264 includes two line portions. The projection of the front portion 257 of the inboard edge 256 onto the slat plane 250 defines a front line 265 of the projection 267 extending from the front edge 261 to the intermediate point 255. Similarly, the projection of the rear portion 258 of the inboard edge 256 onto the slat plane 250 defines a rear line 266 extending from the intermediate point 267 of the projection to the rear edge line 262.

[0070] The rear line 266 is disposed at an angle 299 from the front line 265, as measured on the outboard side of the lines 265, 266. Figure 7 As the rear line 266 extends from the intermediate point 267 of the projection, it extends both outboard and toward the rear edge 262. As illustrated, the angle 299 is about 150 degrees, but this is merely one non-limiting example. It is contemplated that the angle 299 can vary from greater than 135 degrees to less than 175 degrees.

[0071] The projection of the flexible seal member 80 onto a plane containing the slat plane 150, 250 defines a seal member projection 81. Similarly, the projection of the slat gap 90 onto a plane containing the slat plane 150, 250 defines a slat gap projection 91. The slat gap projection 91 is defined between the aft side line 167, 267 and the aft side of the seal member projection 81.

[0072] In the present embodiment, the angle 299 is equal to the angle 199, such that the aft side lines 166, 266 are parallel to each other, but this can not be the case for every embodiment. Both aft side lines 166, 266 are parallel to the centerline 30 of the aircraft 10, but this can similarly not be the case in some embodiments, and can depend on the intended local airflow direction. In particular, where the slat gap 90 is generally aligned with the intended local airflow direction, both aft side lines 166, 266 are substantially parallel to the intended local airflow direction.

[0073] In the present embodiment, the slats 100, 200 are similarly designed as illustrated by the projection onto the slat plane 150, 250, but differences resulting from the arrangement of the slat gap 90 result in the slats 100, 200 having different dimensions. In particular, the lengths of the leading edge lines 161, 261 are equal, and the lengths of the chord distances 180, 280 are also equal. However, due to the angle of the aft side lines 166, 266 relative to the forward side lines 265, 265, the trailing edge line 162 is longer than the trailing edge line 262, the leading edge line 161 is shorter than the trailing edge line 162, and the leading edge line 261 is longer than the trailing edge line 262. As such, the surface area of the slat plane 150 is greater than the surface area of the slat plane 250. In some embodiments, it is contemplated that the lengths of the leading edge lines 161, 261 and / or the chord distances 180, 280 can be different. Furthermore, if the lengths of the leading edge lines 161, 261 and / or the chord distances 180, 280 are different, the slat planes 150, 250 can have equal surface areas even taking into account the different lengths of the trailing edge lines 162, 262.

[0074] As illustrated in Figure 7 , the side lines 165, 166, 265, 266 are straight lines, but it is contemplated that the side lines 165, 166, 265, 266 can take different forms. Furthermore, the lengths of the forward side lines 165, 265 and the aft side lines 166, 266 can vary in different embodiments of the present technology.

[0075] Depending on the embodiment, the overall size of the slat gap 90 (and projected slat gap 91) can vary. The forward side line 165, 265 extends approximately 95% or less of the length of the slat chord distance 180, 280 from the forward edge line 161, 261 to the projected middle point 167, 267. According to the present technology, the forward side line 165, 265 extends at least 65% of the length of the chord distance 180, 280 from the forward edge line 161, 261 to the projected middle point 167, 267. It is contemplated that the forward side line 165, 265 can be longer or shorter depending on the particular embodiment, and thus, the slat gap 90 and projected slat gap 91 can be inversely shorter or longer. It is also contemplated that the slat gap 90 can be longer or shorter depending on the angle 199, 299.

[0076] Further reference is made to Figures 8 to 11 Further details of the effects of the arrangement of the slat gap 90 on noise and air disturbance will now be described in greater detail.

[0077] To provide an understanding of at least some of the noise sources created by prior art slat gaps, such as the prior art slat gap 54, in Figure 8 and Figure 9 simulated pressure fluctuations and simulated air flow disturbances are illustrated for a prior art slat arrangement. During operation of an aircraft with the wing assembly 15', air flowing over the wing assembly 15' in the streamwise direction 70 encounters the slat gap 54 at an angle. This cross flow over and into the slat gap 54 causes both significantly higher pressure fluctuations (dark areas in Figure 8 ) along some portions of the edges of the slat gap 54, as well as strong vortex shedding (light areas in Figure 9 ) along the trailing edge of the slat gap 54. As can be seen in the figure, the vortices 51 created by the cross flow over the slat gap 54 are impinging or almost impinging on the trailing edge of the outboard slat 50. Both the strong pressure fluctuations and the impingement of the vortices 51 on the slat 50 are noise sources for the slat 50 during operation, particularly during partial deployment.

[0078] It should be noted that a non-swept wing employing a prior art slat 50 and corresponding slat gap 54 would not typically encounter the above noise. In a non-swept wing, the forward edge of the slat 50 would be approximately orthogonal to the streamwise airflow direction 70, and thus the slat gap 54 would be aligned with the streamwise airflow direction 70. Without the cross flow over and into the slat gap 54, the above-described pressure differences and vortices would not typically be created (or at least not to the same extent).

[0079] In Figure 10 and Figure 11Similar pressure fluctuations and airflow disturbance simulations for the slat gap 90 of the present technology are illustrated in FIG. 9. Because the slat gap 90 is aligned with the streamwise airflow direction 70, cross flow over and into the slat gap 90 is greatly reduced. As such, the lateral extent and amplitude of pressure fluctuations over and along the slats 100, 200 (shaded areas) is reduced, resulting in less noise during operation. Similarly, because the strength of the vortices 91 is also reduced, noise from the vortices 91 generated at the edges of the slat gap 90 is reduced. As can be seen in FIG. 9, the vortices 91 are also formed further away from the surface of the slats 100, 200, which further reduces noise generated by the slat gap 90 during operation (as compared to the slat gap 50 of the prior art). Figure 11

[0080] The wing assembly 15 and aircraft 10 implemented in accordance with some non-limiting embodiments of the present technology can be represented as shown in the following numbered clauses.

[0081] ​Clause 1 : A wing assembly 15 comprising: a swept wing body 20, a leading edge 16 of the wing body 20 extending outwardly and rearwardly from a wing root 22 to a wing tip 23; a first slat 100 selectively movably connected to the wing body 20, the first slat 100 comprising: a first leading edge 151 and a first trailing edge 152; a first inboard edge 158 extending between the first leading edge 151 and the first trailing edge 152, and a first outboard edge 156 extending between the first leading edge 151 and the first trailing edge 152, the first outboard edge 156 comprising: a first forward side portion 153 extending from the first leading edge 151 to a first mid-point 155 between the first leading edge 151 and the first trailing edge 152, and a first aft side portion 154 extending from the first mid-point 155 to the first trailing edge 152; and a second slat 200 selectively movably connected to the wing body 20, the second slat 200 disposed outboard of the first slat 100, the second slat 200 comprising: a second leading edge 251 and a second trailing edge 252; a second outboard edge 254 extending between the second leading edge 251 to the second trailing edge 252; and a second inboard edge 256 extending between the second leading edge 251 to the second trailing edge 252, the second inboard edge 256 comprising: a second forward side portion 257 extending from the second leading edge 251 to a second mid-point 255 between the second leading edge 251 and the second trailing edge 252, and a second aft side portion 258 extending from the second mid-point 255 to the second trailing edge 252; the first slat 100 and the second slat 200 defining a slat gap 90 between the first aft side portion 154 and the second aft side portion 258, the slat gap 90 being substantially parallel to a predetermined local airflow direction.

[0082] Clause 2: The wing assembly 15 according to Clause 1, further comprising a flexible seal member 80 disposed between the first slat 100 and the second slat 200, the flexible seal member 80 extending from the first and second leading edges 151, 251 to the first and second mid-points 155, 255.

[0083] Clause 3: The wing assembly 15 according to Clause 2, wherein a leading edge of the slat gap 90 is defined by a trailing edge of the flexible seal member 80.

[0084] Clause 4: The wing assembly 15 according to Clause 2, wherein the flexible seal member 80 is a rubber seal connected between the first forward side portion 153 and the second forward side portion 257.

[0085] Clause 5: The wing assembly 15 according to Clause 1, wherein the predetermined local airflow direction is aligned with a flow direction 70 of the airflow.

[0086] Clause 6: The wing assembly 15 according to Clause 1, wherein the predetermined local airflow direction is aligned with a direction of the airflow impinging on at least one of the first leading edge 151 and the second leading edge 251 when the wing assembly 15 is installed on the aircraft 10 and the aircraft 10 is in operation.

[0087] Clause 7: The wing assembly 15 according to Clause 1, wherein the orientation of the slot gap 90 causes a noise reduction compared to another swept wing assembly 15' with a pair of other slots 50 forming a gap collinear with a respective leading side line of the other slots when the wing assembly 15 is installed on the aircraft 10 and the first and second slots 100, 200 are in an intermediate position and air is flowing through the wing assembly 15.

[0088] Clause 8: The wing assembly 15 according to Clause 1, wherein: the first leading edge 151 defines a first leading edge line 161 connecting a forward-most point of the first slat 100 and extending between a first inboard end 172 and a first outboard end 171; the first trailing edge 152 defines a first trailing edge line 162 connecting an aft-most point of the first slat 100 and extending between the first inboard end and the first outboard end, the first trailing edge 152 being disposed at a first chord distance 180 from the first leading edge 151; the first leading edge line 161 and the first trailing edge line 162 define a first slat plane 150, the first chord distance 180 between the first leading edge 151 and the first trailing edge 152 extending orthogonally to the first leading edge 151, the first chord distance 180 being measured along the first slat plane 150; a projection of the first leading side portion 153 onto the first slat plane 150 defines a first leading side line 165; a projection of the first trailing side portion 154 onto the first slat plane 150 defines a first trailing side line 166; the second leading edge 251 defines a second leading edge line 261 connecting a forward-most point of the second slat 200 and extending between the second inboard end 272 and the second outboard end 271; the second trailing edge 252 defines a second trailing edge line 262 connecting an aft-most point of the second slat 200 and extending between the second inboard end and the second outboard end, the second trailing edge 252 being disposed at a second chord distance 280 from the second leading edge 251; the second leading edge line 261 and the second trailing edge line 262 define a second slat plane 250, the second chord distance 280 between the second leading edge 251 and the second trailing edge 252 extending orthogonally to the second leading edge 251, the second chord distance 280 being measured along the second slat plane 250; a projection of the second leading side portion 257 onto the second slat plane 250 defines a second leading side line 265; a projection of the second trailing side portion 258 onto the second slat plane 250 defines a second trailing side line 266; and the first trailing side line 166 and the second trailing side line 266 are substantially parallel to a predetermined local airflow direction.

[0089] Clause 9: The wing assembly 15 according to Clause 8, wherein the first trailing edge line 162 is longer than the second trailing edge line 262.

[0090] Clause 10: The wing assembly 15 according to Clause 8, wherein: lengths of the first leading edge line 161 and the second leading edge line 261 are equal; and a surface area of the first slat plane 150 is greater than a surface area of the second slat plane 250.

[0091] Clause 11 : The wing assembly 15 according to Clause 8, wherein the first aft side line 166 and the second aft side line 266 are substantially parallel to a longitudinal centerline 30 of the aircraft 10 when the wing assembly 15 is installed on the aircraft 10.

[0092] Clause 12: The wing assembly 15 according to Clause 8, wherein the first chord distance 180 and the second chord distance 280 are equal in length.

[0093] Clause 13: The wing assembly 15 according to Clause 12, wherein each of the first forward side line 165 and the second forward side line 265 extends at least 65% of the first chord distance 180.

[0094] Clause 14: The wing assembly 15 according to Clause 12, wherein each of the first forward side line 165 and the second forward side line 265 extends 95% or less of the first chord distance 180.

[0095] Clause 15: The wing assembly 15 according to Clause 8, wherein: the first forward side line 165 is a straight line; and the second forward side line 265 is a straight line.

[0096] Clause 16: The wing assembly 15 according to Clause 8, wherein: the first aft side line 166 is a straight line; and the second aft side line 266 is a straight line.

[0097] Clause 17: The wing assembly 15 according to Clause 1, wherein: an outer side of the first forward side line 165 and an outer side of the first aft side line 166 define therebetween a first angle 199; an outer side of the second forward side line 265 and an outer side of the second aft side line 266 define therebetween a second angle 299; the first angle 199 is less than 175 degrees; and the second angle 299 is less than 175 degrees.

[0098] Clause 18: The wing assembly 15 according to Clause 17, wherein: the first angle 199 is greater than 135 degrees; and the second angle 299 is greater than 135 degrees.

[0099] Clause 19: The wing assembly 15 according to Clause 17, wherein the first angle 199 is equal to the second angle 299.

[0100] Clause 20: An aircraft 10, comprising: a fuselage; and two oppositely disposed wing assemblies 15 connected to the fuselage 12, each of the two oppositely disposed wing assemblies 15 being the wing assembly 15 according to any one of Clauses 1 to 19.

[0101] Clause 21 : A wing assembly 15 comprising: a swept wing body 20, a forward edge 16 of the wing body 20 extending outwardly and rearwardly from a wing root 22 to a wing tip 23; a first slat 100 selectively movably connected to the wing body 20; and a second slat 200 selectively movably connected to the wing body 20, the second slat 200 disposed outboard of the first slat 100, a flexible seal member 80 disposed and connected between the first slat 100 and the second slat 200; at least a portion of the first slat 100, at least a portion of the second slat 200, and at least a portion of the flexible seal member 80 defining a slat gap 90 therebetween, at least a majority of the slat gap 90 being substantially parallel to a predetermined local airflow direction.

[0102] This description is not intended to limit the aspects of embodiments of the technology as recited in the appended claims. Modifications and improvements to the above-described embodiments of the technology will become apparent to those of ordinary skill in the art. The foregoing description is intended to be exemplary rather than limiting.

Claims

1. A wing assembly comprising: a swept wing body, a forward edge of the wing body extending outwardly and rearwardly from a wing root to a wing tip; a first slat selectively movably connected to the wing body, the first slat comprising: a first forward edge and a first aft edge; a first inboard edge extending between the first forward edge and the first aft edge, and a first outboard edge extending between the first forward edge and the first aft edge, the first outboard edge comprising: a first forward side portion extending from the first forward edge to a first intermediate point between the first forward edge and the first aft edge, and a first aft side portion extending from the first intermediate point to the first aft edge; and a second slat selectively movably connected to the wing body, the second slat disposed outboard of the first slat, the second slat comprising: a second forward edge and a second aft edge; a second outboard edge extending between the second forward edge to the second aft edge; and a second inboard edge extending between the second forward edge to the second aft edge, the second inboard edge comprising: a second forward side portion extending from the second forward edge to a second intermediate point between the second forward edge and the second aft edge, and a second aft side portion extending from the second intermediate point to the second aft edge; the first slat and the second slat defining a slat gap between the first aft side portion and the second aft side portion, the slat gap being parallel to a longitudinal centerline of an aircraft when the wing assembly is installed on the aircraft; wherein: the first forward edge defines a first forward edge line connecting a forwardmost point of the first slat and extending between a first inboard end and a first outboard end; the first aft edge defines a first aft edge line connecting an aftmost point of the first slat and extending between the first inboard end and the first outboard end, the first aft edge disposed at a first chord distance from the first forward edge; the first forward edge line and the first aft edge line define a first slat plane, the first chord distance between the first forward edge and the first aft edge extending normal to the first forward edge, the first chord distance measured along the first slat plane; a projection of the first forward side portion onto the first slat plane defines a first forward side line; a projection of the first aft side portion onto the first slat plane defines a first aft side line; the second forward edge defines a second forward edge line connecting a forwardmost point of the second slat and extending between a second inboard end and a second outboard end; the second aft edge defines a second aft edge line connecting an aftmost point of the second slat and extending between the second inboard end and the second outboard end, the second aft edge disposed at a second chord distance from the second forward edge; The second front edge line and the second rear edge line define a second slat plane, the second chord distance between the second front edge and the second rear edge extending normal to the second front edge, the second chord distance being measured along the second slat plane; a projection of the second front side portion onto the second slat plane defines a second front side line; a projection of the second rear side portion onto the second slat plane defines a second rear side line; and the first rear side line and the second rear side line are parallel to a longitudinal centerline of the aircraft when the wing assembly is installed on the aircraft; wherein: an outboard side of the first front side line relative to the longitudinal centerline of the aircraft and an outboard side of the first rear side line relative to the longitudinal centerline of the aircraft define therebetween a first angle; an outboard side of the second front side line relative to the longitudinal centerline of the aircraft and an outboard side of the second rear side line relative to the longitudinal centerline of the aircraft define therebetween a second angle; the first angle is less than 175 degrees; and the second angle is less than 175 degrees.

2. The wing assembly of claim 1, further comprising a flexible seal member disposed between the first slat and the second slat, the flexible seal member extending from the first front edge and the second front edge to the first intermediate point and the second intermediate point.

3. The wing assembly of claim 2, wherein, a front edge of the slat gap is defined by a rear edge of the flexible seal member.

4. The wing assembly of claim 2, wherein, the flexible seal member is a rubber seal connected between the first front side portion and the second front side portion.

5. The wing assembly of claim 1, wherein, the first rear edge line is longer than the second rear edge line.

6. The wing assembly of claim 1, wherein: the first front edge line and the second front edge line are equal in length; and a surface area of the first slat plane is greater than a surface area of the second slat plane.

7. The wing assembly of claim 1, wherein, the first chord distance and the second chord distance are equal in length.

8. The wing assembly of claim 7, wherein, each of the first front side line and the second front side line extends at least 65% of the first chord distance.

9. The wing assembly of claim 7, wherein, each of the first front side line and the second front side line extends 95% or less of the first chord distance.

10. The wing assembly of claim 1, wherein: the first front side line is a straight line; and the second front side line is a straight line.

11. The wing assembly of claim 1, wherein: the first rear side line is a straight line; and the second rear side line is a straight line.

12. The wing assembly of claim 1, wherein: the first angle is greater than 135 degrees; and the second angle is greater than 135 degrees.

13. The wing assembly of claim 1, wherein, the first angle is equal to the second angle.

14. An aircraft, comprising: a fuselage; and two oppositely disposed wing assemblies connected to the fuselage, each of the two oppositely disposed wing assemblies being the wing assembly of claim 1.

Images