Aircraft wing and jet wing take-off and landing aircraft

Abstract

The aircraft wing comprises a wing main body, an air door device is installed on the upper surface of the wing main body, the air door device is installed at the front end of the wing main body and extends in the length direction of the wing main body, and the air door device has an open state and a closed state. An exhaust air door is formed between the air door device and the wing main body when the air door device is in an open state. According to the utility model, enough lift force can be generated in the takeoff and landing stage of the airplane, so that vertical takeoff and landing or short-distance takeoff and landing of the airplane are realized.

Description

Technical Field

[0001] The utility model relates to the technical field of flight equipment, in particular to an aircraft wing and a wing-in-ground effect aircraft. Background Art

[0002] Traditional glider planes need to accelerate the plane to a predetermined speed to generate a relative speed difference with the air, and there is sufficient pressure difference on both sides of the wing to achieve takeoff of the plane. Glider planes usually require a long runway; helicopters and some jet planes can generate downward thrust, so that the plane can take off in place, and the takeoff process does not require a long runway for a running start. However, the energy consumption of the above takeoff methods is large, and the flight radius and load of the plane are limited.

[0003] Some airplanes with wings will install a blowing structure at the flap at the rear end to increase the air flow velocity at the upper end of the wing, which can provide a part of the lift during the flight of the plane to play a role in adjustment and assisting flight; however, installing a blowing structure at the flap at the rear end has a limited range of blowing effect and limited lift generated on the aircraft wing. It usually plays a role in adjustment after takeoff and is difficult to provide sufficient lift during the takeoff stage of the plane, making it difficult to achieve vertical takeoff or short-distance takeoff of the plane. Summary of the Utility Model

[0004] The purpose of the utility model is to solve the defects existing in the prior art, and to propose an aircraft wing and a wing-in-ground effect aircraft, which can generate sufficient lift during takeoff and landing, and achieve vertical takeoff and landing or short-distance takeoff and landing of the plane.

[0005] In order to achieve the above purpose, the utility model adopts the following technical solutions:

[0006] An aircraft wing, comprising a wing main body, on the upper surface of which a throttle device is installed. The throttle device is installed at the front end of the wing main body and extends along the length direction of the wing main body. The throttle device has an open state and a closed state. When the throttle device is in the open state, an exhaust throttle is formed between the throttle device and the wing main body. Among them, the exhaust throttle blows out air flow towards the upper surface of the wing main body to generate an upward lift on the wing main body to lift the plane upwards.

[0007] Preferably, the throttle device includes a vertical section and an inclined section, and the inclined section inclines towards the rear end of the wing main body.

[0008] Preferably, the vertical section and the inclined section are integrally formed.

[0009] Preferably, a receiving chamber is formed inside the wing main body, the throttle device is installed in the receiving chamber, and a driving device for controlling the lifting and moving of the throttle device is arranged in the receiving chamber.

[0010] Preferably, a notch through which the air door device passes is formed at the upper end of the accommodation chamber.

[0011] Preferably, when the air door device is in a closed state, the notch is filled.

[0012] Preferably, a slat is installed at the front end of the wing body.

[0013] Preferably, a flap is installed at the rear end of the wing body.

[0014] A wing-in-ground effect aircraft includes the above-mentioned aircraft wing and also includes an aircraft body. The aircraft wing is installed on both sides of the aircraft body. An air flow duct is formed inside the aircraft wing. The length of the air flow duct is the same as that of the air door device and is arranged on one side close to the front end of the wing body.

[0015] Preferably, a first engine is further included. The compressor of the first engine is communicated with the middle position of the air flow duct through a connecting pipe.

[0016] Compared with the prior art, the beneficial effects of the present utility model are as follows:

[0017] By arranging the air door device at the front end position and extending along the length direction of the wing body, the area of the air flow blown out by the air door device acting on the surface of the wing body is larger, and a greater lift force can be generated on the wing body, enabling the wing to generate sufficient lift force during the takeoff and landing stages, so as to realize the vertical takeoff and landing or short-distance takeoff and landing of the aircraft. Description of the Drawings

[0018] Figure 1 It is a schematic diagram of the aircraft wing of the present utility model.

[0019] Figure 2 It is a schematic diagram of the flight stage of the aircraft wing of the present utility model.

[0020] Figure 3 It is a schematic diagram of the takeoff and landing stage of the aircraft wing of the present utility model.

[0021] Figure 4 It is a schematic diagram of the structure of the first engine of the present utility model.

[0022] Figure 5 It is a schematic diagram of the structure of the second engine of the present utility model.

[0023] In the figure: 100, wing body; 110, accommodation chamber; 111, notch; 120, connecting pipe; 130, air flow duct; 200, air door device; 210, inclined section; 220, vertical section; 300, slat; 400, flap; 500, exhaust air door; 600, aircraft body; 700, first engine; 710, tail nozzle; 800, second engine. DETAILED DESCRIPTION

[0024] In order to make the above-mentioned purposes, features and advantages of the utility model more obvious and easy to understand, the specific implementation of the utility model is described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the utility model. However, the utility model can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the utility model, so the utility model is not limited by the specific implementation disclosed below.

[0025] It should be noted that when an element is referred to as being "fixed to" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "left", "right" and similar expressions used herein are for illustrative purposes only and do not represent the only implementation method.

[0026] Traditional gliders need to accelerate the aircraft to a predetermined speed to create a relative speed difference with the air, and there must be enough pressure difference on both sides of the wings to achieve takeoff. Gliders usually require a longer runway; helicopters and some jet aircraft can generate downward thrust, allowing the aircraft to take off on the spot. The take-off process does not require a long runway runway, but the above take-off method consumes a lot of energy, and the aircraft's range and load are limited.

[0027] Some aircraft with wings will install a blowing structure at the rear flap to increase the air flow rate at the upper end of the wing, which can provide a portion of lift to regulate and assist the flight during the flight of the aircraft. However, the blowing effect of the blowing structure installed at the rear flap is limited, and the lift generated on the aircraft wing is limited. It usually plays a regulatory role after takeoff. It is difficult to provide sufficient lift during the takeoff and landing stages of the aircraft, making it difficult to achieve vertical takeoff and landing or short-distance takeoff and landing of the aircraft.

[0028] See attached Figure 1 -Attached Figure 3 A wing of an aircraft includes a wing body 100. A damper device 200 is installed on the upper surface of the wing body 100. The damper device 200 can blow air toward the upper surface of the wing body 100 to reduce the pressure on the upper end of the wing body 100. At this time, the pressure at the lower end of the wing body 100 is greater than the pressure at the upper end of the wing body 100. The wing body 100 is lifted under the action of the differential pressure, thereby realizing vertical take-off and landing or short-distance take-off and landing of the aircraft.

[0029] Specifically, the air door device 200 is installed at the front end of the wing main body 100 and extends along the length direction of the wing main body 100. The air door device 200 has an open state and a closed state. When the air door device 200 is in the open state, an exhaust air door 500 is formed between the air door device 200 and the wing main body 100. Among them, the exhaust air door 500 blows out air flow towards the upper surface of the wing main body 100 to generate an upward lift force on the wing main body 100 to lift the aircraft upward. Specifically, during the process of blowing air at the exhaust air door 500, the air flow rate at the upper end of the wing main body 100 can be increased, and the pressure at the upper end of the wing main body 100 can be reduced. At this time, the pressure at the lower end of the wing main body 100 is greater than the pressure at the upper end of the wing main body 100, which can generate an upward lift force on the wing main body 100 to realize the rise of the wing main body 100. Installing this type of wing on both sides of the aircraft can realize the vertical takeoff and landing or short takeoff and landing of the aircraft.

[0030] By arranging the air door device 200 at the front end position and extending along the length direction of the wing main body 100, the area of the air flow blown out by the air door device 200 acting on the surface of the wing main body 100 is larger, which can generate a greater lift force on the wing main body 100, enabling the wing to generate sufficient lift force during the takeoff and landing stages to realize the vertical takeoff and landing or short takeoff and landing of the aircraft.

[0031] Specifically, the air door device 200 includes a vertical section 220 and an inclined section 210. The inclined section 210 inclines towards the rear end of the wing main body 100. The vertical vertical section 220 and the inclined inclined section 210 can guide the air flow, enabling the finally blown air flow to act on the upper surface of the wing main body 100 to the greatest extent, reducing the pressure on the upper surface of the wing main body 100 to the greatest extent, expanding the pressure difference on both sides of the wing main body 100, and thus realizing vertical takeoff and landing or short takeoff and landing.

[0032] Preferably, the vertical section 220 and the inclined section 210 are integrally formed. The integrally formed design of the inclined section 210 and the vertical section 220 can enhance the strength of the overall structure and ensure the service life of the overall structure of the air door device 200.

[0033] A receiving chamber 110 is formed inside the wing main body 100. The air door device 200 is installed in the receiving chamber 110. A driving device for controlling the lifting and moving of the air door device 200 is arranged in the receiving chamber 110. By setting the driving device, the overall lifting and moving of the air door device 200 can be controlled, enabling the inclined section 210 to extend out of the surface of the wing main body 100 to realize the guiding control of the air flow.

[0034] A notch 111 for the air door device 200 to pass through is opened at the upper end of the receiving chamber 110. During the lifting process of the air door device 200, it can pass through the notch 111 to ensure the normal lifting control of the air door device 200.

[0035] Furthermore, when the air damper device 200 is in the closed state, it fills the notch 111. In the closed state, the air damper device 200 can fill the notch 111, making the upper end of the wing body 100 form a relatively complete whole. In the Figure 2 flight attitude, it can ensure that the air flow passes through both sides of the wing body 100 normally, reduce the resistance of gas flow, and ensure the smooth flight of the aircraft.

[0036] A slat 300 is installed at the front end of the wing body 100, and a flap 400 is installed at the rear end of the wing body 100. Both the slat 300 and the flap 400 have extended and retracted states. After they are in the extended state, they can increase the area of the wing body 100 and enhance the lift force.

[0037] Referring to Figure 4 and Figure 5 , a wing-in-ground-effect aircraft includes the above-mentioned aircraft wing, and also includes an aircraft body 600. The aircraft wing is installed on both sides of the aircraft body 600. An air flow duct 130 is opened inside the aircraft wing. The length of the air flow duct 130 is the same as that of the air damper device 200 and is arranged on the side close to the front end of the wing body 100. By setting the air damper device 200, the dispersion of the air flow can be realized. After the air flow is dispersed by the air damper device 200, it can be blown out from multiple exhaust air dampers 500 and act on the surface of the wing body 100 to reduce the pressure on the surface of the wing body 100 and enhance the effect of vertical takeoff and landing or short takeoff and landing of the aircraft.

[0038] The wing-in-ground-effect aircraft also includes a first engine 700. The compressor of the first engine 700 is communicated with the middle position of the air flow duct 130 through a connecting pipe 120. Through the connecting pipe 120, the high-pressure gas in the compressor of the first engine 700 can be guided, so that the high-pressure gas can enter the air damper device 200 for dispersion and finally be blown out from the exhaust air damper 500; the first engine 700 also includes a tail nozzle 710 that can generate a backward thrust on the aircraft and control the forward movement of the aircraft during the flight of the aircraft.

[0039] The wing-in-ground-effect aircraft can also be provided with a second engine 800. The second engine 800 is installed at the middle position of the wing body 100 and can also provide high-pressure air flow and thrust. The high-pressure air flow is blown out from the exhaust air damper 500 through a shorter path, reducing the difficulty of guiding the high-pressure air flow.

[0040] Finally, it should also be noted that when the guided air flow is high-temperature gas, the upper surface of the wing body 100 and the surfaces in direct contact with the relevant gas need to be made of high-temperature-resistant materials to ensure the service life of the overall structure.

[0041] During the takeoff phase, the control flap 400 is in the deployed state. The flap 400 has a certain curvature. When it is in a largely deployed state, it can guide the airflow, making the gas flow towards the ground direction, guiding and utilizing the airflow at the upper end of the wing body 100, and can push the aircraft to take off upwards, further realizing the vertical takeoff of the aircraft or takeoff after a short-distance taxi.

[0042] It should also be noted that the flap 400 here has a small bending curvature and a large overall structural dimension span. Under the Coanda effect (wall attachment effect), the jet airflow is diverted by the flap 400 extending backward and downward and is directed vertically towards the ground, generating an upward reaction force to help push the aircraft to take off vertically or take off after a short-distance taxi.

[0043] According to the wall attachment effect of the Coanda effect, due to the adhesion of the airflow on the upper surface of the wing, the airflow is pulled along the downward-bending wing and deflected downward. The wing generates a downward force on the airflow. According to the Coanda effect, the airflow generates an upward reaction force on the wing, thus generating an upward lifting force on the wing. At the same time, according to the Coanda effect, a horizontal backward force is also generated on the wing at the tail of the flap. This force can partially balance and offset the horizontal forward force generated by the wing jet airflow on the aircraft during takeoff and landing.

[0044] At the same time, the airflow blown out at the jet air damper increases the gas flow velocity and reduces the pressure on the upper surface of the flight wing, as well as the upward lifting force generated on the wing according to the Coanda effect (wall attachment effect), and the upward lifting force generated by the flap extending and deflecting downward to direct the airflow vertically towards the ground. The above upward lifting forces are combined to achieve the vertical takeoff of the aircraft or takeoff after a short-distance taxi.

[0045] After the engine starts working, the high-pressure air from the engine compressor immediately generates an upward lifting force on the wing when it is ejected on the wing, lifting the aircraft off the ground. At the same time, the airflow ejected from the engine tail nozzle pushes the aircraft to generate a forward acceleration, and the aircraft accelerates forward and flies. That is to say, the aircraft takes off from the ground and accelerates obliquely upward in the forward direction after zero-distance taxiing (or after a short-distance taxiing).

[0046] By adjusting the high-pressure air flow output by the compressor to the two side wings, the magnitude of the thrust generated by the aircraft when the engine tail nozzle ejects airflow backward will change. During takeoff, the compressor outputs the maximum airflow to the wing nozzles for ejection to generate the maximum lift on the wings, and the thrust generated by the tail nozzle ejection on the aircraft is the smallest, generating the smallest forward acceleration for the aircraft. During takeoff, the flight control system controls and adjusts the high-pressure air to generate upward lift on the two side wings respectively and controls the balance of the lift on the left and right side wings.

[0047] After the aircraft ascends to a certain altitude, the high-pressure air flow delivered by the engine compressor to the air duct in the middle of the aircraft wing is gradually reduced. As the lift generated by the wing jet on the wing gradually decreases, and at the same time, the thrust generated by the engine tail nozzle gradually increases, the increase in the lift generated by the flight speed obtained by the aircraft on the wing compensates for the decrease in lift caused by the reduction of the wing jet flow. The aircraft accelerates forward and ascends in altitude. After the aircraft flies normally and stably, the delivery of high-pressure air from the compressor to the high-pressure air in the wing air duct is completely shut off. During cruise flight, the power of the aircraft is completely generated by the jet of the engine tail nozzle.

[0048] When the aircraft lands, under the control of the flight control system, when the altitude and speed of the aircraft drop to a certain extent, the reduction in the flight speed of the aircraft reduces the lift generated on the wing. The high-pressure air output of the engine compressor to the air duct is turned on, and the high-pressure air flow from the engine compressor to the air damper on the wing gradually increases, and the jet flow rate on the wing gradually increases, so that the lift generated by the jet flow on the fuselage gradually increases to the maximum value. The leading-edge flap and trailing-edge flap of the aircraft wing are adjusted to increase the lift generated by the wing and increase the forward resistance. At the same time, devices such as spoilers and speed brakes on the fuselage are adjusted to reduce the speed of the aircraft, and the aircraft lands on the ground with zero or short-distance taxiing.

[0049] The above is only the preferred specific implementation mode of the present utility model, but the protection scope of the present utility model is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present utility model, according to the technical solution and the inventive concept of the present utility model, makes equivalent substitutions or changes, and should be covered within the protection scope of the present utility model.

Claims

1. An aircraft wing, comprising a wing body (100), a damper device (200) being installed on the upper surface of the wing body (100), characterized in that: The damper device (200) is installed at the front end of the wing body (100) and extends along the length direction of the wing body (100). The damper device (200) has an open state and a closed state. When the damper device (200) is in the open state, an exhaust damper (500) is formed between the damper device (200) and the wing body (100). The exhaust damper (500) blows airflow toward the upper surface of the wing body (100), generating an upward lift on the wing body (100) to lift the aircraft upward.

2. The aircraft wing according to claim 1, characterized in that The air door device (200) comprises a vertical section (220) and an inclined section (210), wherein the inclined section (210) is inclined toward the rear end of the wing body (100).

3. The aircraft wing according to claim 2, characterized in that The vertical section (220) and the inclined section (210) are integrally formed.

4. The aircraft wing according to claim 1, characterized in that: A receiving chamber (110) is formed inside the wing body (100), the damper device (200) is installed in the receiving chamber (110), and a driving device for controlling the lifting and lowering movement of the damper device (200) is arranged in the receiving chamber (110).

5. The aircraft wing according to claim 4, characterized in that The upper end of the accommodating chamber (110) is provided with a notch (111) for the damper device (200) to pass through.

6. The aircraft wing according to claim 5, characterized in that When the damper device (200) is in a closed state, the gap (111) is filled.

7. The aircraft wing according to claim 1, characterized in that A slat (300) is installed at the front end of the wing body (100).

8. The aircraft wing according to claim 1, characterized in that A flap (400) is installed at the rear end of the wing body (100).

9. A jet wing take-off and landing aircraft, characterized in that: The invention comprises an aircraft wing as claimed in any one of claims 1 to 8, and also comprises an aircraft body (600), wherein the aircraft wing is mounted on both sides of the aircraft body (600), and an airflow duct (130) is opened inside the aircraft wing, wherein the length of the airflow duct (130) is consistent with that of the damper device (200) and is arranged near the front end of the wing body (100).

10. The jet wing take-off and landing aircraft according to claim 9, characterized in that: It also includes a first engine (700), wherein a compressor of the first engine (700) is connected to a middle position of the air flow duct (130) via a connecting pipe (120).

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