A supercritical high-sweep wing for a commercial aircraft

Abstract

The application discloses a supercritical large sweep wing of a commercial airplane, which comprises a wing body, and a series of bulges is arranged on the upper surface of the wing body along the wingspan direction, and the series of bulges comprises a plurality of bulges; the lift-drag ratio of the wing is improved by the bulges which are installed near the top vertex of the upper surface of the airplane wing. According to the intensity and position of the shock wave at different positions of the wing, each bulge can accurately control the shock wave by using the bulge devices which are different in geometric parameters based on aerodynamic design. With the change of the wing angle of attack, when there is no shock wave, the bulges increase the thickness of the wing and improve the lift; when there is a weak shock wave, the geometric configuration of the bulges weakens the shock wave, and finally the lift-drag ratio of the wing is improved.

Description

Technical Field

[0001] This invention relates to the field of commercial aircraft, and in particular to a supercritical large swept wing for commercial aircraft. Background Technology

[0002] When a large passenger aircraft flies at high subsonic speeds, if its Mach number reaches the critical Mach number of the wing, shock waves will be generated on the wing, causing a sharp increase in drag and even shock wave-induced separation, forming a large-scale separation flow behind the shock wave, which seriously affects the flight performance of the large passenger aircraft. Currently, there are two main methods to solve this problem: one is to use supercritical airfoils; the other is to use wing sweep design.

[0003] Supercritical airfoils are special airfoils designed to increase the critical Mach number. Compared to conventional airfoils, supercritical airfoils are characterized by a blunt, rounded leading edge, a flat upper surface, a concave lower surface at the trailing edge, and a thinner, downward-curving trailing edge. Supercritical airfoils can achieve a higher drag divergence Mach number with the same relative thickness, while the relative thickness can be increased by 30% to 50% for the same drag divergence Mach number. This allows for increased aircraft strength and stiffness, as well as higher aspect ratio and lift-to-drag ratio, without increasing weight. However, because the upper surface of the airfoil is flat, it reduces lift while slowing down airflow acceleration, necessitating increased curvature at the trailing edge of the lower surface to compensate for the insufficient lift.

[0004] A swept wing is an airfoil whose leading and trailing edges are both swept backward. A swept wing decomposes the oncoming airflow into a normal component perpendicular to the leading edge and a spanwise component parallel to the leading edge, based on the sweep angle. The normal component generates lift, while the spanwise component does not. The larger the sweep angle, the smaller the normal component. Therefore, compared to a straight wing, it increases the critical Mach number, thereby delaying the generation of shock waves on the wing surface, reducing shock wave intensity, and providing better directional stability. However, swept wings have lower stiffness and strength, and suffer from wingtip stall at high angles of attack and lower lift at low speeds. Summary of the Invention

[0005] To address the aforementioned problems, this invention provides a supercritical large swept wing for commercial aircraft that can reduce aircraft drag and improve the lift-to-drag ratio of large passenger aircraft.

[0006] To achieve the above objectives, the technical solution provided by this invention is: a supercritical large-sweep wing for commercial aircraft, comprising a wing body, wherein a series of bulges is arranged along the wingspan direction on the upper surface of the wing body, the bulges comprising multiple bulges, wherein the length of the bulge from the wing root to the wingtip gradually shortens from 28%-26% of the chord length to 25%-23% of the chord length; the chord position of the apex of the bulge from the wing root to the wingtip gradually shifts from 40%-45% of the chord length to 50%-55% of the chord length, and then gradually shifts forward from the middle of the wingspan to 50%-55% of the chord length; the relative position of the apex of the bulge from the wing root to the wingtip gradually shifts from 65%-70% of the chord length to 70%-75% of the chord length; and the apex height of the bulge from the wing root to the wingtip gradually decreases from 5%-6% of the chord length to 3%-4% of the chord length.

[0007] As a preferred technical solution, the width of the bulge is 10%-15% of the chord length.

[0008] As a preferred technical solution, the relative width of the bulges is 100%.

[0009] As a preferred technical solution, the bulge near the wingtip of the wing body has at least two vertices.

[0010] As a preferred technical solution, the height of the apex of the bulge is 0.7% to 1.5% of the chord length.

[0011] As a preferred technical solution, the chordal position of the apex of the bulge is 32% to 59% of the chord length.

[0012] The advantages of this invention compared to existing technologies are as follows: For transonic passenger aircraft wings, the invention improves the lift-to-drag ratio of the wing by installing bulges near the apex of the wing surface. Each bulge, with its varying geometric parameters based on aerodynamic design, precisely controls the shock wave based on its intensity and location at different points on the wing. As the wing's angle of attack changes, in the absence of a shock wave, the bulges increase the wing thickness, thus enhancing lift; when a weak shock wave occurs, their geometric configuration weakens the shock wave, ultimately improving the wing's lift-to-drag ratio. Attached Figure Description

[0013] Figure 1 This is a structural diagram of a supercritical large swept wing for a commercial aircraft provided in an embodiment of the present invention; Figure 2 This is a structural diagram of a bulge provided in an embodiment of the present invention; Figure 3 This is a structural diagram of another bulge provided in one embodiment of the present invention; Figure 4-7This is a simulation result diagram of a supercritical large swept wing for commercial aircraft provided in an embodiment of the present invention. Implementation

[0014] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the present invention will be further described in detail below with reference to the accompanying drawings and embodiments. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0015] Reference Figure 1 This embodiment provides a supercritical, heavily swept wing for a commercial aircraft, including a wing body. A series of bulges is arranged along the wingspan direction on the upper surface of the wing body. The bulges include multiple bulges; in this embodiment, 16 bulges are provided. Figure 1 The references are 1-16. It should be noted that the geometric parameters of a single bulge include the following: length (L), vertex chord position (P), vertex relative position (R), vertex height (h), width (S), and relative width (k).

[0016] Reference Figure 2 In this embodiment, the length from the bulge at the wing root to the bulge at the wing tip (i.e., bulge 1 to bulge 16) is gradually shortened from 26.54% of the chord length to 24.56%.

[0017] Furthermore, the bulge from the wing root to the wingtip (i.e., bulge 1 to bulge 16) gradually shifts backward from 42.26% of the chord length to 52.32%, and then gradually moves forward to 51.05% from the wingspan towards the middle.

[0018] Furthermore, the bulge from the wing root to the wing tip (i.e., bulge 1 to bulge 16) gradually moves forward from 67.87% of the chord length to 67.47% of the chord length.

[0019] Furthermore, the bulge from the wing root to the wing tip (i.e., bulge 1 to bulge 16) gradually decreases from 5.1% of the chord length to 3.3% of the chord length. In addition, in this embodiment, the width of each bulge is 14.7% of the chord length; the relative width of each bulge is 100%, that is, the spanwise spacing between each bulge is 0.

[0020] In other embodiments, multi-vertex bumps are used near the wingtip to accommodate applications at multiple angles of attack. In this embodiment, bumps 15 and 16 near the wingtip are multi-vertex bumps, and their structures are as follows: Figure 3As shown, multi-vertex drums require additional drum vertex heights (h1, h2) (0.7% to 1.5% of the chord length) and drum vertex chord positions (R1, R2) (32% to 59% of the chord length).

[0021] A simulation experiment was conducted on this embodiment, comparing it with a wing without a bulge. The simulation results are as follows: Figure 4-7 As shown in the figure, by installing a bulge string device on the upper surface of the wing, this invention increases the lift coefficient by 6.66%, reduces the drag coefficient by 3.97%, and improves the lift-to-drag ratio by 11.06% at an angle of attack of 1°; at an angle of attack of 2°, the lift coefficient increases by 0.62%, the drag coefficient decreases by 3.48%, and the lift-to-drag ratio increases by 4.25%; at an angle of attack of 3°, the lift coefficient increases by 1.42%, the drag coefficient decreases by 3.76%, and the lift-to-drag ratio increases by 5.39%; the average lift-to-drag ratio is improved by 6.82% under all three operating conditions.

[0022] As can be seen from the data above, the supercritical large-sweep wing for commercial aircraft provided in this embodiment improves the lift-to-drag ratio of the wing by installing bulges near the apex of the wing surface. Each bulge, with its different geometric parameters based on aerodynamic design, can accurately control the shock wave according to its intensity and location at different positions on the wing. As the wing angle of attack changes, in the absence of a shock wave, the bulges increase the wing thickness and enhance lift; when a weak shock wave occurs, their geometric configuration weakens the shock wave, ultimately improving the wing's lift-to-drag ratio.

[0023] It should be understood that the above examples only provide one embodiment of the present invention and should not be construed as limiting the scope of protection of the present invention. Other equivalent substitutions, modifications, and improvements based on the spirit and essence of the present invention should all be covered within the scope of protection of the present invention.

Claims

1. A supercritical large-sweep wing for commercial aircraft, characterized in that: Including the wing body, the length of the bulge from the wing root to the wingtip gradually shortens from 28%-26% of the chord length to 25%-23% of the chord length; the chordal position of the apex of the bulge from the wing root to the wingtip gradually shifts backward from 40%-45% of the chord length to 50%-55% of the chord length, and then gradually moves forward from the middle of the wingspan to 50%-55% of the chord length; the relative position of the apex of the bulge from the wing root to the wingtip gradually shifts forward from 65%-70% of the chord length to 70%-75% of the chord length; and the apex height of the bulge from the wing root to the wingtip gradually decreases from 5%-6% of the chord length to 3%-4% of the chord length.

2. The supercritical large-sweep wing for commercial aircraft according to claim 1, characterized in that: The width of each bulge is 10%-15% of the chord length.

3. The supercritical large-sweep wing for commercial aircraft according to claim 1, characterized in that: The relative width of each bulge is 100%.

4. The supercritical large-sweep wing for commercial aircraft according to claim 1, characterized in that: The bulge near the wingtip of the wing body has at least two vertices.

5. The supercritical large-sweep wing for commercial aircraft according to claim 4, characterized in that: The height of the apex of the bulge is 0.7% to 1.5% of the chord length.

6. The supercritical large-sweep wing for commercial aircraft according to claim 4, characterized in that: The chordal position of the apex of the bulge is between 32% and 59% of the chord length.

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