Control device for aircraft, wing assembly for aircraft, wing for aircraft and method of controlling lift applied by wing

Abstract

The invention relates to a control device for an aircraft, a wing assembly for an aircraft, a wing for an aircraft and a method of controlling a lift applied by the wing. In aircraft wing structures where space and weight consideration is the main problem, there may be significant challenges in providing movable slats and / or spoilers, particularly in combination with each other. There is provided a control device (102) for an aircraft, comprising: an upper flap (120) and a lower flap (122), the upper flap (120) and the lower flap (122) being pivotably mountable adjacent a slot (106) in a wing located aft of a leading edge; wherein the control device (102) is operable in a lift configuration to move the upper flap (120) and the lower flap (122) toward each other into abutment against opposing surfaces of the slot (106) to allow airflow along the slot (106).

Description

Technical Field

[0001] The present disclosure relates to a control device for an aircraft and a method of controlling the lift exerted by a wing. Background Art

[0002] Various control devices for changing the lift and load characteristics of a wing are known. The leading edge of a wing may be provided with a slat that can be moved forward from the leading edge to form an airflow slot behind the slat, thereby increasing the lift coefficient of the wing and therefore increasing the stall angle of attack. A movable slat may require a relatively complex track mechanism, thereby requiring a large amount of space in the leading edge of the wing. Another form of control device is a pop-up spoiler that extends upward from the wing to disturb the airflow above the wing, thereby alleviating the load on the wing.

[0003] In aircraft wing structures where space and weight considerations are major issues, there can be significant challenges in providing movable slats and / or spoilers, especially in combination with one another.

[0004] US2018099737A1 discloses a control device for an aircraft, the control device comprising an upper spoiler and a lower spoiler that can be moved away from each other from the wing. In the high-lift enabled position, the spoiler forms a second leading edge of the wing.

[0005] GB2578472A discloses a movable wing tip device, which includes an airflow channel extending between corresponding apertures on the upper and lower surfaces of the wing tip device. The channel can be configured between an open state in which air can flow through the channel and a closed state in which airflow is blocked through the channel.

[0006] The present invention seeks to alleviate one or more of the above problems.Alternatively or additionally, the present invention seeks to provide an improved control arrangement for an aircraft. Summary of the invention

[0007] According to a first aspect, the invention provides a control device for an aircraft, the control device comprises an upper flap and a lower flap, and the upper flap and the lower flap can be (preferably in a pivotable manner) mounted to a slot located behind the leading edge in a neighboring wing. In use, the upper flap is located at the upper surface of the wing (e.g., on the top of the wing), and the lower flap is located at the lower surface of the wing (e.g., on the lower side of the wing). The control device can be operated in a lift configuration (e.g., a high lift configuration) so that the upper flap and the lower flap are moved to allow airflow along the slot, such as by moving the upper flap and the lower flap toward each other to allow airflow along the slot.

[0008] In this way, in lift configuration, the passage for airflow can be formed by the combination of upper flap and lower flap and groove. Therefore, the size of flap can be kept to minimum, thus minimizing the force required for moving flap. This can reduce the size of actuator or motor for moving flap again. The combination of groove and upper flap and lower flap can provide compact and low-complexity control device. Allowing the airflow along the groove may be especially useful for changing the aerodynamic force on the wing. The fluid communication along the groove between the lower surface of the wing and the upper surface can increase the lift coefficient of the wing, and increase the wing stall angle of attack. This configuration may be especially useful for the handling quality of the aircraft and for the improved performance under the lower speed.

[0009] Such a control arrangement may be particularly beneficial for high wing span aircraft where wing tip stall is particularly dangerous and where space and weight considerations in the wing tip are important. This may also be beneficial for known aircraft with a movable wing tip arrangement attached to a fixed wing, such as the example disclosed in WO2017118832. By providing a control arrangement according to the first aspect of the invention, movement of the wing tip to a flight configuration may be assisted by operating the control arrangement in a lift configuration.

[0010] The slot can have an open lower aperture on the lower surface of the wing and an open upper aperture on the upper surface of the wing when opening so as to allow airflow along the slot. The upper flap is preferably arranged to move to and from a closed position, in which the upper flap limits (preferably prevents) the airflow via the upper aperture. Preferably, the upper flap seal closes the upper aperture. The lower flap is preferably arranged to move to and from a closed position, in which the lower flap limits (preferably prevents) the airflow via the lower aperture. Preferably, the lower flap seal closes the lower aperture. When closed, the upper flap can be aligned with the outer surface of the tight surrounding of the wing, preferably so that the outer surface of the flap provides a smooth continuation of the shape of the surrounding wing surface. When closed, the lower flap can be aligned with the outer surface of the tight surrounding of the wing, preferably so that the outer surface of the flap provides a smooth continuation of the shape of the surrounding wing surface.

[0011] In the lift configuration, the upper flap can be moved less than the lower flap, so that the upper aperture on the upper surface of the wing is smaller than the lower aperture on the lower surface of the wing. In this way, the airflow can be accelerated through the slot to further increase lift.

[0012] There may be an actuator that is arranged to move each of the upper and lower flaps. The same single actuator may be configured to move the upper and lower flaps in each case.

[0013] The upper flap can be mounted to the upper surface of the adjacent wing. The lower flap can be mounted to the lower surface of the adjacent wing. Can be mounted in a pivotable manner can be defined as a mechanical connection that allows the upper flap and the lower flap to pivot relative to the wing. The upper flap can be pivoted around an upper pivot point, and the lower flap can be pivoted around a lower pivot point. The upper flap and the lower flap can be pivoted around an axis that is generally perpendicular to the oncoming airflow and / or the chord line orientation of the wing. The pivot point can include a hinge, such as a piano hinge. The pivotable mounting can be basically free to rotate or can include a resistance device in order to resist and / or damp the rotational movement of the upper flap and the lower flap.

[0014] The leading edge of a wing can be the front of a wing, i.e. the first part of a wing in order to encounter an oncoming airflow in flight. The groove can include a passage extending from a lower aperture on the lower surface of the wing to an upper aperture on the upper surface of the wing. The passage can be fixed in place relative to the wing (e.g., the main body of the wing), and can have identical overall shape and size along at least the major part (possibly at least 80%) of the length from the lower aperture to the upper aperture when the passage is opened and air flows through the passage and when the passage is closed by flaps. For example, the shape and size of the airflow passage can be identical between the lift configuration and the flap closed slot.

[0015] The upper orifice may be positioned downstream of the lower orifice. The groove may include a substantially parallel front surface and a rear surface, which define an area for airflow between the front surface and the rear surface in a lift configuration. The front and rear surfaces of the groove may have a sinusoidal or S-shaped shape. In other words, the front surface of the groove may include a convex portion adjacent to the lower surface of the wing and a concave portion adjacent to the upper surface of the wing. The rear surface of the groove may include a concave portion adjacent to the lower surface of the wing and a convex portion adjacent to the upper surface of the wing. In this way, the shape of the groove may improve the aerodynamic flow along the groove, which in turn may increase the lift coefficient of the wing in the lift configuration. The width of the groove may taper from the lower surface of the wing to the upper surface. In this way, the groove may act as a nozzle to accelerate the airflow through the groove, thereby allowing the wing to maintain lift at low airspeeds.

[0016] Behind the leading edge may mean that the slot is located downstream of the leading edge. The leading edge of the wing may be referred to as a D-nose and may include flight systems such as an anti-icing system. A portion of the anti-icing system may be located in front of the slot, for example to heat the leading edge of the wing.

[0017] The relative surface of upper flap and lower flap abutting groove in lift configuration can mean that upper flap and lower flap are positioned to the relative surface of adjacent groove.Alternatively or additionally, abutment can mean a surface of a part or all of the contact groove of upper flap, and a part or all of the contact groove relative surface of lower flap.In this way, in lift configuration, flap can form a continuous aerodynamic surface basically with groove.

[0018] The movement of the upper flap and the lower flap toward each other can include the upper flap and the lower flap pivoting toward each other. In other words, when the upper flap and the lower flap move toward each other, the end of each flap away from the pivot point can be pivoted into the slot and / or the interior of the wing. In this way, the upper flap and the lower flap can be contained within the profile of the wing, thereby contributing minimum resistance while allowing airflow along the slot.

[0019] There can be a plurality of upper flaps and lower flaps arranged in the spanwise direction along the wing.Similarly, there can be a plurality of slots arranged in the spanwise direction along the wing, and the plurality of slots are separated by the part of the wing that does not have slots.The segmentation degree of flaps and / or slots can depend on the flexibility, geometry and / or dihedral / anhedral of the wing.

[0020] Upper flap and lower flap can be roughly thinner, i.e. upper flap and lower flap can have higher surface area and thickness ratio. The thickness of flap can be less than half of the length of flap (the dimension measured from one end of the root at the hinge line / pivot point of flap to the opposite end at the tip of flap), optionally less than 20% of the length of flap. Upper flap and lower flap can have roughly the same thickness on the major part of its area, if not all of its area. The thickness of upper flap and lower flap can change on 90% of the area of ​​flap, optionally less than 30%, optionally less than 20%, optionally less than 10% and optionally less than 5%.

[0021] The length of upper flap and lower flap can be 5% or less of the local chord of the wing that comprises the control device.Alternatively, the length of upper flap and lower flap can be optionally 10% or less, optionally 7% or less, optionally 6% or less, optionally 4% or less and optionally 2% or less of the local chord of the wing that comprises the control device.

[0022] The control device can be operated in a reduced configuration in which the upper flap is extended over the upper surface of the wing to disturb the airflow over the wing. In this way, the reduced configuration can be used to produce a controlled stall on the portion of the wing located behind the upper flap, thereby reducing the lift coefficient of the wing. The reduced configuration can be used to alleviate the load on the portion of the wing that includes the control device.

[0023] Upper flap can extend above the upper surface of wing by pivoting around pivot point.In the unloading configuration, upper flap can be roughly parallel to the normal orientation of the upper surface of wing.In other words, upper flap can be deployed to the upper surface (for example, at right angles to the upper surface of wing) orientation transverse to wing, which can maximize the deployment height and lift unloading degree of upper flap.In the unloading configuration, upper flap can be with respect to the normal of the upper surface of wing with 5 ° or less, 10 ° or less or 25 ° or less angle orientation optionally.Can select the orientation of upper flap in the unloading configuration to regulate the lift unloading degree.The maximum deployment height of upper flap in the unloading configuration can be optionally less than 10% of the local wing chord, optionally less than 8% of the local wing chord, optionally less than 5% of the local wing chord and optionally less than 3% of the local wing chord. In the unloaded configuration, the airflow upstream of the upper flap may be substantially laminar and the airflow downstream of the upper flap may be substantially turbulent and / or separated from the upper surface of the wing.

[0024] In the unloading configuration, the lower flap can be aligned with the lower surface of the wing. In this way, the lower flap can close the end of the slot located at the lower surface of the wing, thereby preventing airflow from limiting or preventing fluid communication between the lower surface of the wing and the slot. In this way, the unloading configuration can reduce lift due to the extension of the upper flap above the upper surface of the wing while minimizing drag on the lower surface of the wing.

[0025] The control device may further include a linkage device connected to the upper flap and the lower flap, the linkage device including an elastic member.

[0026] The linkage can be a connecting device for kinematically linking the upper flap and the lower flap. The linkage can include at least one connecting rod, arm or shaft. The elastic member can be a mechanical spring, a gas spring and / or an elastomeric component. In this way, the elastic member can be deformed to distribute force, thereby contributing to the operation of the control device. The linkage can have a size suitable for connecting the upper flap and the lower flap in various configurations.

[0027] In the relieved configuration, the linkage may be arranged to compress the resilient member.

[0028] The elastic member can be located at the intersection of the linkage. For example, an upper connecting rod can be connected to an upper rod so that the upper flap moves around an upper pivot point, and a lower connecting rod can be connected to a lower rod so that the lower flap moves around a lower pivot point. The elastic member can be located at the actuator region between the upper connecting rod and the lower connecting rod. In the unloading configuration, the distance between the upper rod and the lower rod can be reduced to compress the elastic member. This compression can bias the flap to keep the position of the flap in the unloading configuration and / or reduce the load on the actuator that changes the operation of the control device.

[0029] In the unloading configuration, the linkage can be arranged so that the compression of the elastic member biases the lower flap to align with the lower surface of the wing. In this way, the elastic member can apply force to the lower flap via the linkage to keep the position of the lower flap aligned with the lower surface of the wing. This can minimize the resistance on the lower surface of the wing in the unloading configuration. When the lower flap is aligned with the lower surface of the wing, the lower flap can be prevented from rotating away from the body of the wing by a stopper. The stopper can be a P sealing washer and / or an elastic member in order to seal the lower surface of the wing and the joint between the lower flap.

[0030] In the stowed configuration, the linkage may be arranged such that compression of the resilient member biases the upper flap against oncoming airflow.

[0031] In the unloading configuration, the upper flap can be pivoted upward relative to the upper surface of the wing. In this way, the upper flap can be subjected to significant forces from the oncoming airflow, thereby pivoting the upper flap downward to align with the upper surface of the wing. The forces applied to the upper flap via the compression of the elastic member can act in a direction opposite to these forces, thereby enabling the upper flap to maintain its position in the unloading configuration.

[0032] The upper flap can be installed to the rear surface of the adjacent slot in a pivotable manner, and the lower flap can be installed to the front surface of the adjacent slot in a pivotable manner. In this way, the pivotable motion of the upper flap and the lower flap can be configured to provide effective aerodynamics during the operation of the control device, while minimizing the load on the actuator that is arranged to the operating control device. This geometric structure can make the linkage device that is connected between the upper flap and the lower flap move two flaps via a shared actuator. This can reduce the complexity, size and / or weight of the control device.

[0033] In the lift configuration, the upper flap may abut the rear surface of the slot, and the lower flap may abut the front surface of the slot. In this way, the upper flap and the lower flap may be arranged in the lift configuration to maximize the airflow along the slot.

[0034] Flap can be relatively small.For example, compared with the length of slot (for example, as measured as the linear distance from the center of the opening of slot on the upper surface of wing to the center of the opening of slot on the lower surface), the length of flap (as stated above, the length of flap is the dimension measured from one end of the root at the hinge line / pivot point of flap to the opposite end at the tip of flap) can be significantly less than half of the slot length, can be less than one-third of the slot length, preferably less than one-quarter of the slot length and optionally less than 20% of the slot length.The length of flap can be suitable with the thickness of slot (for example, as measured at the opening of wing and / or as measured in the direction of the pivot axis of the length orthogonal to the slot and also orthogonal to the width / flap of slot---for example, as measured along the chord direction on wing).For example, it is possible that flap is not much longer than the thickness of the slot opening that it needs to be closed.The length of flap can be less than 150% of the width of slot. The length of the flap may be no more than 20% greater, preferably no more than 10% greater and optionally no more than 5% greater than the thickness of the slot opening it is required to close.

[0035] Each of the upper flap and the lower flap can be shorter than half the length of the fixed slot. In this way, the size of the flap can be minimized. Due to the presence of the slot in the wing, the flap can only need to be approximately the same length as the upper and lower ends of the slot. The short flap can have a smaller mass and can also have a lower surface area, which can reduce the aerodynamic force on the flap. Therefore, the force required to move the flap can be kept to a minimum, thereby making it possible to use a smaller and / or lower power actuator to move the flap.

[0036] The control device is operable in a cleaning configuration in which the upper flap is aligned with the upper surface of the wing and the lower flap is aligned with the lower surface of the wing to restrict airflow along the slot.

[0037] In the clean configuration, the upper and lower flaps can close the upper and lower ends of the slot. This can ensure that the upper and lower surfaces of the wing are aerodynamically smooth in the area of ​​the slot and enable the wing to function normally, such as in normal cruising.

[0038] The control device may also include at least one actuator configured to move the upper flap and the lower flap and thereby change the configuration of the control device.

[0039] At least one actuator can be directly connected to the upper flap and the lower flap.Alternatively or additionally, at least one actuator can be indirectly connected to the upper flap and the lower flap via an upper rod and a lower rod.The upper rod and the lower rod can be coupled to the upper flap and the lower flap at the upper pivot point and the lower pivot point respectively, thereby increasing the moment applied by at least one actuator to move the upper flap and the lower flap.At least one actuator can be connected to an upper connecting rod and / or a lower connecting rod.The distal end of the upper connecting rod and the lower connecting rod can be connected to the upper flap and the lower flap via an upper rod and a lower rod respectively.The upper connecting rod and the lower connecting rod can be arranged so that the proximal end of the upper connecting rod and the lower connecting rod is adjacent to each other near the center of the wing.The proximal end of the upper connecting rod and the lower connecting rod can include a limiter to prevent the end from moving through each other.Elastic member can be arranged between two limiters.Actuator can be arranged to move one of the upper connecting rod and the lower connecting rod. In this way, the movement of the upper connecting rod or the lower connecting rod can compress the elastic member between the limiters, thereby moving the other of the upper connecting rod or the lower connecting rod. Therefore, one actuator can be connected to one connecting rod to move both the upper flap and the lower flap. This can reduce the weight and / or complexity of the control device.

[0040] At least one actuator can be a single actuator connected to both the upper flap and the lower flap. In this way, the size and complexity of the control device can be reduced, because a single actuator can be operated to move the upper flap and the lower flap. Alternatively, the control device can include a plurality of actuators. For example, the upper flap can be connected to an upper actuator, and the lower flap can be connected to a lower actuator. This can allow independent control of the upper flap and the lower flap, which can achieve high-resolution lift control.

[0041] The control device can be configured to move between each configuration at a speed faster than the delay between the gust detection in front of the aircraft and the gust arriving at the wing. Therefore, the control device can be configured to move between each configuration in a time that is optionally less than 0.2s, optionally less than 0.1s, optionally less than 0.05s, and optionally less than 0.01s. This high speed operation of the control device can be achieved by using small and / or lightweight flaps and / or one or more high speed actuators.

[0042] Various configurations of the control device may correspond to different operating modes. In general, there may be a cruise mode (or cleaning mode) in which the upper and lower flaps close the slots; there may be a high lift mode in which the upper and lower flaps open the slots to allow airflow through the slots; and there may be a lift unloading mode in which at least one of the flaps moves into a position in which it disturbs the airflow over the wing. A single actuator may be provided that is configured to move the flaps between at least two of these operating modes and preferably all three operating modes.

[0043] Elastic component can be configured to balance the dynamic pressure on flap and the lower flap under three kinds of operating modes.For example, elastic component can be configured to balance about half (for example, between 30% and 70%) of the maximum dynamic pressure on the flap in the unloading configuration.Alternatively, elastic component can be configured to balance the maximum dynamic pressure on the flap in the unloading configuration optionally 70% or more, optionally 60% or more, optionally 40% or more and optionally 30% or more.When elastic component is a spring, this can be realized by choosing the spring of suitable size and / or stiffness.

[0044] According to a second aspect of the present invention, there is provided a wing assembly for an aircraft, the wing assembly comprising: a wing structure; a slot located behind a leading edge of the wing structure; and a control device according to the first aspect.

[0045] According to a third aspect of the present invention, there is provided a wing for an aircraft, the wing comprising a wing assembly according to the second aspect.

[0046] The wing may comprise an inner portion and an outer portion, the outer portion being foldable relative to the inner portion, wherein the wing assembly is located in the foldable outer portion.

[0047] Due to space constraints in the foldable outboard section, the wing assembly including the control device may be compact enough to operate effectively in the foldable outboard section.

[0048] According to a fourth aspect of the invention, there is provided a method of controlling lift exerted by a wing having upper and lower flaps pivotally mounted adjacent a slot in the wing behind a leading edge, the method comprising the steps of operating the upper and lower flaps in a lift configuration by moving the upper and lower flaps towards each other into abutment against opposing surfaces of the slot to allow airflow along the slot.

[0049] The method may further include operating the upper and lower flaps in a reduced configuration by moving the upper and lower flaps so that the upper flap extends over an upper surface of the wing to disturb airflow over the wing and the lower flap is aligned with a lower surface of the wing.

[0050] The method may further include the step of operating the upper and lower flaps in a cleaning configuration by moving the upper and lower flaps so that the upper flaps are aligned with the upper surface of the wing and the lower flaps are aligned with the lower surface of the wing to restrict airflow along the slots.

[0051] According to a fifth aspect of the present invention, a wing assembly for an aircraft is provided, the wing assembly comprising: a wing structure; a slot located behind the leading edge of the wing structure, the slot extending between the top surface and the bottom surface of the wing structure; and a control device, the control device comprising a top flap pivotally mounted downstream of the slot and adjacent to the top surface of the wing structure, and a bottom flap pivotally mounted upstream of the slot and adjacent to the bottom surface of the wing structure; wherein the control device is capable of operating in a lift configuration to pivot the top flap and the bottom flap toward each other to align with the relative surfaces of the slot to allow airflow between the top surface and the bottom surface of the wing structure via the slot.

[0052] According to a sixth aspect of the present invention, a wing assembly for an aircraft is provided, the wing assembly comprising: a wing structure; a slot located behind the leading edge of the wing structure; and a control device. The slot in the wing extends between an upper aperture on the top surface of the wing structure and a lower aperture on the bottom surface of the wing structure, and defines an airflow channel. The control device comprises an upper flap for closing the upper aperture, a bottom flap for closing the lower aperture, and at least one actuator (and preferably only one actuator mechanism) arranged to selectively operate the upper flap and the bottom flap in each of the cruise mode, the high lift mode, and the lift unloading mode. In the cruise mode, the upper flap closes the upper aperture, the bottom flap closes the lower aperture, and prevents air from flowing through the airflow channel. In the high lift mode, the upper flap opens the upper aperture, the bottom flap opens the lower aperture, and allows air to flow through the airflow channel. In the lift unloading mode, at least one of the upper flap and the bottom flap (preferably only the upper flap) moves to a position where it disturbs the airflow on the wing. The slot in the wing is preferably a fixed slot in the wing so that the airflow channel exists in the wing whether the flap is open or closed. Therefore, in various embodiments, the shape and size of the airflow channel is the same between the cruise mode and the high lift mode, and preferably the same between all operating modes.

[0053] The aircraft is preferably a passenger aircraft. The passenger aircraft preferably includes a passenger cabin, which includes a plurality of rows and columns of seat units for accommodating a plurality of passengers. The aircraft may have a capacity of at least 20 passengers, more preferably at least 50 passengers and more preferably more than 50 passengers. The aircraft may be a commercial aircraft, such as a commercial passenger aircraft, such as a single-aisle or double-aisle aircraft. For the purpose of this application document, the term commercial passenger aircraft also covers aircraft of equal size configured for freight and / or used on a non-commercial basis. The aircraft may have a maximum take-off weight (MTOW) of at least 20 tons, optionally at least 40 tons and possibly 50 tons or more. The aircraft may have an operational empty weight of at least 20 tons, optionally at least 30 tons and possibly about 40 tons or more.

[0054] It will of course be understood that features described with respect to one aspect of the invention may be incorporated into other aspects of the invention. For example, the method of the invention may be incorporated with any of the features described with reference to the apparatus of the invention, and the apparatus of the invention may be incorporated with any of the features described with reference to the method of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] Embodiments of the invention will now be described, by way of example only, with reference to the accompanying schematic drawings, in which:

[0056] Figure 1 shows a side view of a control device in a cleaning configuration according to a first embodiment of the present invention;

[0057] Figure 2 Shown in lift configuration Figure 1 control devices;

[0058] Figure 3 Shown in a decompressed configuration Figure 1 and Figure 2 control devices;

[0059] Figure 4 Shows the combination of Figures 1 to 3 the control device of the aircraft; and

[0060] Figure 5 According to another embodiment, operation Figure 4 Flowchart of the steps of making an aircraft. DETAILED DESCRIPTION

[0061] Now refer to Figures 1 to 3 Examples of control devices according to embodiments of the present invention are described by way of example only.

[0062] Figure 1 A side view of a cross section of the leading edge of an aircraft wing 100 is shown. For clarity, the remainder of the aircraft wing 100 is not shown. The wing 100 includes a control device 102, which is shown in a clean configuration, which directs oncoming airflow to flow around the wing 100 in a manner suitable for efficient cruising. The path of the airflow is shown by arrows extending from a point in front of the leading edge of the wing 100 and extending over the upper surface 110 and the lower surface 114 of the wing 100. The D-shaped nose 104, located on the far left, is located at the end of the leading edge of the aircraft wing 100. Therefore, the D-shaped nose 104 is the first part of the wing 100 that the airflow contacts during flight.

[0063] As viewed in cross-section, separating the D-shaped nose 104 from the body of the wing 100 is a slot 106 extending between an upper end 108 terminating at an upper surface 110 of the wing and a lower end 112 terminating at a lower surface 114 of the wing 100. The slot 106 has a front surface 116 adjacent the D-shaped nose 104 and a rear surface 118 adjacent the body of the wing 100. The front and rear surfaces 116, 118 of the slot 106 are generally parallel to one another and are shown as having a slightly sinusoidal / S-shaped shape. That is, the front and rear surfaces 116, 118 of the slot 106 curve toward the leading edge of the wing 100 adjacent the lower surface 114 of the wing 100, and the front and rear surfaces 116, 118 of the slot 106 curve toward the body of the wing 100 adjacent the upper surface 110 of the wing 100.

[0064] An upper flap 120 and a lower flap 122 are positioned at the upper end 108 and the lower end 110 of the slot 106, and the upper flap 120 and the lower flap 122 extend across the upper end 108 and the lower end 112 to isolate the slot 106 from the surrounding airflow. In this way, the airflow is restricted or completely prevented from moving from the lower surface 114 of the wing 100 to the upper surface 110 via the slot 106. The upper flap 120 and the lower flap 122 are generally planar and follow the curvature of the upper surface 110 and the lower surface 114 of the wing 100, respectively. Therefore, in the clean configuration, the upper flap 120 and the lower flap 122 form the continuation of the upper surface 110 and the lower surface 114 of the wing 100, respectively.

[0065] The upper flap 120 is pivotally attached to the wing 100 via an upper pivot point 124, which is located adjacent to the intersection between the rear surface 118 of the slot 106 and the upper surface 110 of the wing 100. The lower flap 122 is pivotally attached to the wing 100 via a lower pivot point 126, which is located adjacent to the intersection between the front surface 116 of the slot 106 and the lower surface 114 of the wing 100.

[0066] Since the width of slot 106 is substantially shorter than the thickness of wing 100 , and each of upper flap 120 and lower flap 122 is proportioned to cover the width of slot 106 , each of upper flap 120 and lower flap 122 is substantially shorter than 50% of the thickness of wing 100 in the area of ​​slot 106 .

[0067] Connected between the upper flap 120 and the lower flap 122 is a mechanical linkage 128. The mechanical linkage 128 includes an upper rod 130 and a lower rod 132 rigidly attached to the upper pivot point 124 and the lower pivot point 126. The upper rod 130 and the lower rod 132 are shown as rounded ovals to visually distinguish the upper rod 130 and the lower rod 132 from the upper flap 120 and the lower flap 122. The upper rod 130 is pivotally attached to an upper connecting rod 134, which extends from the upper rod 130 toward the interior of the wing 100. The lower rod 132 is pivotally attached to a lower connecting rod 136, which extends from the lower rod 132 toward the interior of the wing 100.

[0068] The upper connecting rod 134 and the lower connecting rod 136 are generally parallel to each other and are connected at an actuator area 138, which is shown as the overlapping portion of the upper connecting rod 134 and the lower connecting rod 136 defined by a truncation line oriented perpendicular to the upper connecting rod 134 and the lower connecting rod 136. The actuator 137 is shown as a square adjacent to the actuator area 138 to illustrate that mechanical actuation applied in the actuator area 138 will move the upper connecting rod 134 and the lower connecting rod 136, thereby pivoting the upper rod 134 and the lower rod 136, which in turn will pivot the upper flap 120 and the lower flap 122 about the upper pivot point 124 and the lower pivot point 126, respectively.

[0069] Located at the actuator area 138 is a spring 140, which is shown as a triangular waveform. The spring 140 is compressed in the clean configuration and thus helps to apply a preload to the upper flap 120 and / or the lower flap 122 to keep the position of the upper flap 120 and / or the lower flap 122 flush with the upper surface 110 and the lower surface 114 of the wing, resisting the force applied by the oncoming airflow. In this way, the smooth aerodynamic surface of the upper surface 110 and the lower surface 114 of the wing is maintained.

[0070] An anti-icing system 142 is positioned in the D-shaped nose 104 at the leading edge of the wing 100 and is shown as circular. Due to the compactness of the anti-icing system 142, the control device 102 described above does not impinge on the anti-icing system 142, thereby allowing the two systems to be incorporated into the wing 100 adjacent to each other.

[0071] Figure 2 Shown in lift configuration Figure 1 The arrangement of the upper and lower flaps 120, 122 and the mechanical linkage 128 will be described relative to their arrangement in the previously described cleaning configuration.

[0072] Via mechanical actuation, the upper connecting rod 134 has been displaced upward toward the upper surface of the wing 100. Due to the connection of the upper connecting rod 134 to the lower connecting rod 136, the lower connecting rod 136 has also been displaced upward toward the upper surface of the wing 100. The lower rod 132 has thus been rotated counterclockwise to account for the upward displacement, which in turn rotates the lower flap 122 counterclockwise about 60° around the lower pivot point 126. The lower flap 122 now abuts the front surface of the slot 106; that is, at least a portion of the lower flap 122 is substantially adjacent to the front surface 116 of the slot 106. The lower end of the slot 106 is no longer terminated by the lower flap 122 and is in fluid communication with the airflow at the lower surface 114 of the wing 100.

[0073] Due to the upward displacement of the upper connecting rod 134, the upper rod 134 has been rotated counterclockwise. This in turn rotates the upper flap 120 counterclockwise about 60° around the upper pivot point 124. The upper flap 120 now abuts the rear surface 118 of the slot 106; that is, at least a portion of the upper flap 120 is substantially adjacent to the rear surface 118 of the slot. The upper end 108 of the slot 106 is no longer terminated by the upper flap 120 and is in fluid communication with the airflow at the upper surface 110 of the wing 100.

[0074] Although the upper connecting rod 134 and the lower connecting rod 136 have been displaced upward, they have not moved substantially relative to each other. Therefore, the spring 140 is compressed to approximately the same extent as in the cleaning configuration, thereby helping to minimize the preload applied to the upper flap 120 and / or the lower flap 122 to maintain the position of the upper flap 120 and / or the lower flap 122 flush with the rear surface 118 and the front surface 116 of the slot 106.

[0075] In the lift configuration, the open slots 106 allow fluid communication between the lower surface 114 and the upper surface 110 of the wing 100. Aerodynamic airflow is allowed to pass under the D-shaped nose 104 and upward through the slots 106 to the upper surface 110 of the wing 100, as shown by the arrows. Therefore, the lift configuration can increase the stall angle of attack of the wing 100, thereby enabling the wing 100 to perform safely at lower speeds and / or enabling an aircraft including the wing 100 to take off and land in a shorter distance. In other words, the lift coefficient of the wing 100 can be increased in the lift configuration.

[0076] Figure 3 Shown in a decompressed configuration Figure 1 and Figure 2 Likewise, the arrangement of the upper and lower flaps 120, 122 and the mechanical linkage 128 will be described relative to their arrangement in the cleaning configuration.

[0077] Via mechanical actuation, the upper connecting rod 134 has been displaced downward relative to the lower connecting rod 136. This causes the upper rod 130 to rotate clockwise, which in turn causes the upper flap 120 to rotate approximately 90° clockwise about the upper pivot point 124. The upper flap 120 now acts as a spoiler; that is, the upper flap 120 extends over the upper surface 110 of the wing 100 to disrupt the laminar flow, thereby providing a controlled stall on the portion of the upper surface 110 of the wing 100 that is located behind the upper flap 120. This is shown by the arrow looped behind the upper flap 120 to indicate turbulence.

[0078] The lower flap 122 is prevented from any clockwise rotation away from the body of the wing 100 by its contact with a stop 144 located adjacent the intersection between the rear surface 118 of the slot 106 and the lower surface 114 of the wing 100. This in turn prevents any downward movement of the lower connecting rod 136.

[0079] The upper connecting rod 134 that moves downward relative to the lower connecting rod 136 compresses spring 140, and this is shown by the compression of triangular waveform.Therefore, compared with cleaning configuration or lift configuration, spring 140 is compressed more basically in the unloading configuration.In this way, there is the significantly larger preload that is applied to upper flap 120 and / or lower flap 122, to keep the position of upper flap 120 and / or lower flap 122.

[0080] The upper flap 120 is biased against the oncoming airflow to remain substantially perpendicular to the upper surface 110 of the wing 100, and the lower flap 122 is biased against the stop 144 to ensure that the lower end of the slot 106 remains closed. This preload applied by the spring 140 to the upper flap 120 and the lower flap 122 can reduce the load required by the actuator 137 to move the upper flap 120 and the lower flap 122 between different configurations.

[0081] Figure 4 An aircraft 200 is shown having two wings 100 with folding wing tips 202. Thus, each wing 100 has an inner portion and an outer portion, the outer portion being foldable relative to the inner portion. Each foldable outer portion comprises a plurality of foldable outer portions as described above. Figures 1 to 3 The control device 102 is described.

[0082] Figure 5 It shows the operation Figure 4Schematic diagram of the steps of the aircraft 200 of FIG. Thus, there is the following step 300: the upper flap 120 and the lower flap 122 are moved toward each other to abut the opposing surfaces of the slot 106 by the actuator 137 to allow airflow along the slot 106, thereby operating the upper flap 120 and the lower flap 122 in a high lift configuration. There is the following step 302: the upper flap 120 and the lower flap 122 are moved by the actuator 137 so that the upper flap 120 extends above the upper surface 110 of the wing 100 to disturb the airflow above the wing 100, and the lower flap 122 is aligned with the lower surface 114 of the wing 100, thereby operating the upper flap 120 and the lower flap 122 in a lift reduction configuration (for example, when a gust is detected). There is following step 304: by making upper flap 120 and lower flap 122 move so that upper flap 120 is aligned with upper surface 110 of wing 100, and lower flap 122 is aligned with lower surface 114 of wing 100, thereby operate wing 100 with clean configuration (for example, cruise mode).In this configuration, there is no airflow along slot 106 passage.The same single actuator performs all such steps 300,302,304.The double-ended arrows between steps 300,302,304 indicate that the steps can be performed in any order according to the requirements of the aircraft.

[0083] While the present invention has been described and illustrated with reference to specific embodiments, those skilled in the art will appreciate that the invention lends itself to many different variations not specifically illustrated herein.

[0084] In some embodiments, the upper flap and the lower flap can be arranged to move with different kinematics, for example, different motions from the pivoting motion around a fixed axis. For example, at least one flap in the flap can be arranged to move at least partially via translational motion. In the case of having a known, obvious or foreseeable integral body or element of an equivalent, mentioned in the foregoing description, such equivalents are incorporated herein, as set forth separately. The claims should be referenced to determine the true scope of the present invention, which should be interpreted as including any such equivalents. The reader will also understand that the integral body or features described as preferred, advantageous, convenient, etc. of the present invention are optional, and do not limit the scope of the independent claim. In addition, it should be understood that although such optional integral body or features may be beneficial in some embodiments of the present invention, they may be undesirable and therefore may not exist in other embodiments.

Claims

1. A control device for an aircraft, the control device include: Upper and lower flaps can be pivotally mounted adjacent a slot in the wing behind a leading edge; wherein the control device can be operated in a lift configuration to move the upper and lower flaps toward each other into abutment with opposing surfaces of the slot to allow airflow along the slot.

2. The control device according to claim 1, in, The control device is operable in a de-stuffed configuration in which the upper flap is extended over an upper surface of the wing to disturb airflow over the wing.

3. The control device according to claim 2, in, In the stowed configuration, the lower flap is aligned with a lower surface of the wing.

4. The control device of claim 2, further comprising a linkage connected to the upper flap and the lower flap, the linkage comprising an elastic member.

5. The control device according to claim 4, in, In the relieved configuration, the linkage is arranged to compress the resilient member.

6. The control device according to claim 5, in, In the stowed configuration, the linkage is arranged such that compression of the resilient member biases the lower flap into alignment with a lower surface of the wing.

7. The control device according to claim 5, in, In the unloaded configuration, the linkage is arranged such that compression of the resilient member biases the upper flap against oncoming airflow.

8. The control device according to claim 1, in, The upper flap is pivotally mounted adjacent to a rear surface of the slot, and the lower flap is pivotally mounted adjacent to a front surface of the slot.

9. The control device according to claim 8, in, In the lift configuration, the upper flap abuts the rear surface of the slot and the lower flap abuts the front surface of the slot.

10. The control device according to claim 1, in, Each of the upper flap and the lower flap is shorter than half the length of the fixed slot.

11. The control device according to claim 1, in, The control device is operable in a cleaning configuration in which the upper flap is aligned with the upper surface of the wing and the lower flap is aligned with the lower surface of the wing to restrict airflow along the slot.

12. The control device of claim 1, further comprising at least one actuator configured to move the upper flap and the lower flap and thereby change the configuration of the control device.

13. A wing assembly for an aircraft, include: Wing structure; a slot located behind a leading edge of the wing structure; And a control device according to any one of claims 1 to 12.

14. A wing for an aircraft, comprising a wing assembly according to claim 13.

15. A wing according to claim 14, comprising an inner part and an outer part, the outer part being foldable relative to the inner part, in, The wing assembly is located in the foldable outer portion.

16. A method of controlling lift exerted by a wing having upper and lower flaps pivotally mounted adjacent a slot in the wing behind a leading edge, the method comprising the steps of: The upper and lower flaps are operated in a lift configuration by moving the upper and lower flaps toward each other into abutment with opposing surfaces of the slot to allow airflow along the slot.

17. The method of controlling lift exerted by a wing according to claim 16, further comprising the steps of: The upper and lower flaps are operated in a stowed configuration by moving the upper and lower flaps so that the upper flap extends over an upper surface of the wing to disturb airflow over the wing and the lower flap is aligned with a lower surface of the wing.

18. A method of controlling lift exerted by a wing according to claim 16 or claim 17, further comprising the steps of: The upper and lower flaps are operated in a cleaning configuration by moving the upper flap and the lower flap so that the upper flap is aligned with an upper surface of the wing and the lower flap is aligned with a lower surface of the wing to restrict airflow along the slot.

19. A wing assembly for an aircraft, include: Wing structure; a slot located behind a leading edge of the wing structure, the slot extending between a top surface and a bottom surface of the wing structure; as well as A control device, comprising: a top flap pivotally mounted downstream of the slot and adjacent the top surface of the wing structure; a bottom flap pivotally mounted upstream of the slot and adjacent the bottom surface of the wing structure; Wherein the control device is operable in a lift configuration to pivot the top flap and the bottom flap toward each other into alignment with opposing surfaces of the slot to allow airflow between the top and bottom surfaces of the wing structure via the slot.

20. A wing assembly for an aircraft, include: Wing structure; a slot located behind a leading edge of the wing structure, the slot extending between an upper aperture on a top surface of the wing structure and a lower aperture on a bottom surface of the wing structure to define an airflow passage; as well as A control device, comprising: an upper flap, the upper flap being used to close the upper opening, a bottom flap for closing the lower aperture, and an actuator (preferably in each case the same single actuator) arranged to cause the upper flap and the bottom flap to operate selectively in each of the following modes: i.) a cruise mode, in which the upper flap closes the upper aperture, the bottom flap closes the lower aperture, and prevents air from flowing through the airflow channel, ii.) a high lift mode in which the upper flap opens the upper aperture, the bottom flap opens the lower aperture, and air is allowed to flow through the airflow channel, and iii.) a lift unloading mode in which at least one of the upper flap and the bottom flap is moved into a position where it disturbs the airflow over the wing, The shape and size of the airflow channel are the same between the cruise mode and the high lift mode.

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