aircraft

Abstract

This application discloses an aircraft. The aircraft includes a wing body and vortex generators. Aircraft nacelles are disposed on the outer side of the leading edge and the outer side of the tip of the wing body. Multiple separation zones are formed at the connection points between the wing body and the multiple aircraft nacelles, and these separation zones are spaced apart along the length of the outer edge of the wing body. Multiple sets of vortex generators are disposed on the upper surface of the wing body and are detachably connected to it. The number of sets of vortex generators corresponds one-to-one with the number of separation zones, and each set of vortex generators is disposed on the outer side of its corresponding separation zone near the leading edge of the wing body. This application solves the technical problem of airflow separation on the upper wing surface due to changes in nacelle arrangement, which worsens the aircraft's stall characteristics.

Description

Technical Field

[0001] This application relates to the field of aircraft technology, and more specifically, to an aircraft. Background Technology

[0002] The propeller nacelles on eVTOL aircraft differ significantly from those on fuel-powered aircraft. Fuel-powered aircraft typically mount nacelles under the wing, close to the fuselage rather than at the wingtip. However, eVTOL aircraft, to balance power distribution among the propellers during vertical takeoff and landing and cruise, require a redesign of the propeller positions (and nacelle positions): nacelles are placed not only on the wing near the fuselage (hereinafter referred to as the inboard nacelle) but also at the wingtip (hereinafter referred to as the outboard nacelle). Furthermore, the inboard nacelle needs to extend forward a considerable distance and be at the same height as the wing, rather than being mounted under the wing. This nacelle arrangement means that both the inboard and outboard nacelles significantly impact airflow over the upper wing surface, making the wing more prone to flow separation at high angles of attack, thus worsening the aircraft's overall stall characteristics.

[0003] There is currently no effective solution to the above problems. Utility Model Content

[0004] This application provides an aircraft to at least solve the technical problem that changes in the nacelle arrangement of an aircraft cause airflow separation on the upper surface of the wing, which in turn worsens the aircraft's stall characteristics.

[0005] According to one aspect of the embodiments of this application, an aircraft is provided, including: a wing body, with aircraft nacelles disposed on the outer side of the leading edge and the outer side of the tip of the wing body, and multiple separation zones formed at the connection between the wing body and the multiple aircraft nacelles, the separation zones being spaced apart along the length direction of the outer edge of the wing body; vortex generators, with multiple sets of vortex generators disposed on the upper surface of the wing body, the vortex generators being detachably connected to the wing body; wherein, the number of sets of vortex generators corresponds one-to-one with the number of separation zones, and each set of vortex generators is disposed on the outer side of the corresponding separation zone near the leading edge of the wing body.

[0006] Furthermore, each group of vortex generators is equipped with multiple vortex generating units, which are spaced apart along the length of the wing body, and the vortex generating units in each group of vortex generators are arranged parallel to each other.

[0007] Furthermore, the vortex generating unit includes a generator body. The bottom surface of the generator body is set at a first angle to the leading edge of the wing body. The side of the generator body facing the leading edge forms a windward surface. One end of the windward surface is connected to one end of the top surface of the generator body and forms a chamfer. The other end of the windward surface extends downward and connects to one end of the bottom surface of the generator body and forms a second angle. The other side of the generator body away from the leading edge forms a vertical surface. The vertical surface and the windward surface are arranged opposite each other along the width direction of the wing body. The two ends of the vertical surface are connected to the bottom surface and the top surface, respectively.

[0008] Furthermore, the length of the eddy current generator 7 is 0.01 to 0.1 times the length of the separation zone, and / or the height of the eddy current generator 7 is 0.01 to 0.1 times the length of the separation zone, and / or the width of the eddy current generator 7 is 0.001 to 0.01 times the length of the separation zone.

[0009] Furthermore, the range of the second included angle is 20° to 90°, and the radius of the chamfer is half the height of the eddy current generator.

[0010] Furthermore, the eddy current generator is integrally molded.

[0011] Furthermore, the distance between each vortex generator and the leading edge of the wing body is 10% to 30% of the local chord length, where the local chord length is the distance from the leading edge to the trailing edge of the wing body at the location of the vortex generator.

[0012] Furthermore, the distance between two adjacent vortex generating units in each vortex generator group is greater than or equal to 10 times the width of the vortex generator.

[0013] Furthermore, the overall length of each eddy current generator is 0.5 to 0.7 times the length of the corresponding separation zone.

[0014] Furthermore, the first included angle is set to 90°, the leading edge of the wing body has a sweep angle between itself and the horizontal plane, and the vortex generator has a third included angle between itself and the airflow direction. The size of the third included angle is the same as the sweep angle, wherein the airflow direction is the same as the axial direction of the aircraft.

[0015] In this embodiment, the aircraft includes a wing body and multiple nacelles. Nacelles are positioned on the outer leading edge and outer tip of the wing body, creating multiple separation zones at the junctions that affect flight stability. This solution introduces multiple sets of vortex generators. By precisely arranging these generators at the leading edge of the separation zones, favorable vortices can be generated in the early stages of airflow separation, prompting the airflow to reattach to the wing surface. This effectively prevents further flow separation from escalating into stall, significantly improving the aircraft's aerodynamic performance at high angles of attack. This solves the technical problem of airflow separation on the upper wing surface due to changes in nacelle arrangement, which in turn worsens the aircraft's stall characteristics. Attached Figure Description

[0016] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0017] Figure 1 This is a front view of an eddy current generator according to an embodiment of this application;

[0018] Figure 2 This is a top view of an eddy current generator according to an embodiment of this application;

[0019] Figure 3 This is an isometric view of an eddy current generator according to an embodiment of this application;

[0020] Figure 4 This is a schematic diagram of an optional aircraft according to an embodiment of this application;

[0021] Figure 5 According to the embodiments of this application Figure 4 Enlarged view of point A in the middle;

[0022] Figure 6 This is a schematic diagram of the streamline of an aircraft wing after an optional vortex generator is installed, according to an embodiment of this application.

[0023] Figure 7 This is a schematic diagram of the streamline of an optional aircraft wing without an vortex generator, according to an embodiment of this application.

[0024] Figure 8 This is a schematic diagram illustrating the effect of an optional eddy current generator according to an embodiment of this application on stall angle of attack and maximum lift coefficient.

[0025] The above figures include the following reference numerals:

[0026] 1. First nacelle;

[0027] 2. Second nacelle;

[0028] 3. Wing body;

[0029] 4. First separation zone;

[0030] 5. Second separation zone;

[0031] 6. Windward side;

[0032] 7. Eddy current generator. Detailed Implementation

[0033] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort should fall within the scope of protection of the present application.

[0034] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0035] Currently, methods for improving wing stall characteristics fall into two main categories: (1) active flow control technology, which significantly increases structural weight and complexity; and (2) passive flow control technology, of which vortex generators are used, with minimal increase in structural weight and complexity. Vortex generators are currently mostly used in large commercial airliners. Because the arrangement of nacelles on the wings of large commercial airliners and eVTOL aircraft differs greatly, the arrangement of vortex generators also differs significantly. In commercial airliners, the engines are mounted under the wings, and vortex generators are mostly arranged on the engine nacelles, typically a single, large vortex generator or two widely spaced vortex generators. At high angles of attack, the vortex structures generated by the vortex generators can affect the upper surface of the wing. For eVTOL nacelles that are almost at the same height as the wing, directly using this vortex generator arrangement is ineffective.

[0036] Combination Figures 1 to 7 As shown, according to a specific embodiment of this application, an aircraft is provided.

[0037] Specifically, the aircraft includes: a wing body 3 and a vortex generator 7. Aircraft nacelles are provided on the outer side of the leading edge and the outer side of the tip of the wing body 3. Multiple separation zones are formed at the connection between the wing body 3 and the multiple aircraft nacelles. Each separation zone is spaced apart along the length of the outer edge of the wing body 3. Multiple sets of vortex generators 7 are provided. The vortex generators 7 are located on the upper surface of the wing body 3 and are detachably connected to the wing body 3. The number of sets of vortex generators 7 corresponds one-to-one with the number of separation zones. Each set of vortex generators 7 is located on the outer side of the corresponding separation zone near the leading edge of the wing body 3.

[0038] In this embodiment, the aircraft includes a wing body 3 and multiple nacelles. Nacelles are configured on the outer leading edge and outer tip of the wing body 3, thereby forming multiple separation zones at the connection points that affect flight stability. This solution introduces multiple sets of vortex generators 7. By precisely arranging the vortex generators at the leading edge of the separation zone, favorable vortices can be generated in the early stage of airflow separation, prompting the airflow to reattach to the wing surface. This effectively prevents the flow separation from further expanding into stall and significantly improves the aerodynamic performance of the aircraft at high angles of attack. This solves the technical problem of airflow separation on the upper wing surface caused by changes in nacelle arrangement, which in turn worsens the aircraft's stall characteristics.

[0039] It should be further explained that, in this embodiment, the aircraft includes: a first nacelle 1, which is disposed on the outer side of the leading edge of the wing body 3 and is connected to the wing body 3; and a second nacelle 2, which is disposed on the outer side of the tip of the wing body 3 and is connected to the tip of the wing body 3; wherein, a first separation region 4 and a second separation region 5 are formed at the outer edge of the wing body 3, the first separation region 4 is disposed on the side of the first nacelle 1 near the tip, and the second separation region 5 is disposed near the second nacelle 2, the first separation region 4 and the second separation region 5 are spaced apart along the length direction of the wing body 3, wherein one set of vortex generators 7 is disposed on the outer side of the first separation region 4 near the leading edge of the wing body 3, and another set of vortex generators 7 is disposed on the outer side of the second separation region 5 near the leading edge of the wing body 3.

[0040] Optionally, each group of vortex generators 7 is provided with multiple vortex generating units, which are spaced apart along the length of the wing body 3, and the vortex generating units in each group of vortex generators 7 are arranged parallel to each other.

[0041] By arranging multiple vortex generating units at intervals along the length of the wing, vortices can be generated more uniformly at the leading edge of the separation zone, thereby enhancing the intensity and distribution range of airflow disturbance, effectively promoting the reattachment of separated airflow, and improving flow conditions. The parallel arrangement of each vortex generating unit ensures the continuity and consistency of the vortex generators along the wing's upper direction, contributing to the formation of stable and directional vortices, avoiding mutual interference between vortices, and thus achieving optimal airflow control.

[0042] like Figure 4 As shown in the figure, in this embodiment, each group of eddy current generators 7 is provided with multiple eddy current generating units.

[0043] In another embodiment, the vortex generating units arranged at intervals in each group can be adjusted according to the specific needs and flight conditions of the aircraft, such as changing the number, size or position of the units, to adapt to the airflow control requirements under different flight conditions, thereby improving the flexibility and adaptability of the solution.

[0044] Optionally, the vortex generating unit includes a generator body. The bottom surface of the generator body is set at a first angle to the leading edge of the wing body 3. The side of the generator body facing the leading edge forms a windward surface 6. One end of the windward surface 6 is connected to one end of the top surface of the generator body and forms a chamfer. The other end of the windward surface 6 extends downward and connects to one end of the bottom surface of the generator body and forms a second angle. The other side of the generator body away from the leading edge forms a vertical surface. The vertical surface and the windward surface 6 are arranged opposite each other along the width direction of the wing body 3. The two ends of the vertical surface are connected to the bottom surface and the top surface, respectively.

[0045] The core component of the vortex generating unit is the generator body, which is designed as a solid structure with a specific geometry. The bottom surface of the generator body forms a first angle with the leading edge of the wing body 3. This design ensures the optimal positioning of the vortex generator on the wing to effectively generate and control vortices under specific angles of attack.

[0046] The side of the generator body facing the leading edge of the wing is the windward side 6. The geometry of the windward side is crucial for vortex generation. At one end of the windward side, it transitions smoothly to the top surface of the generator body, forming a chamfer. This chamfer design helps reduce airflow drag, allowing for a smoother transition and thus generating a more stable vortex.

[0047] Optionally, the length of the eddy current generator 7 is 0.01 to 0.1 times the length of the separation zone, and / or the height of the eddy current generator 7 is 0.01 to 0.1 times the length of the separation zone, and / or the width of the eddy current generator 7 is 0.001 to 0.01 times the length of the separation zone.

[0048] like Figures 1 to 3 As shown, the length of the separation zone is D, the length of the vortex generator 7 is H, the width of the vortex generator 7 is W, and the height of the vortex generator 7 is L. This dimensional design ensures that the vortex generator 7 can effectively improve the airflow separation problem without affecting the overall structure and weight of the aircraft. The size selection of the vortex generator 7 is based on precise calculations of the dimensions of the airflow separation zone to ensure that the vortices it generates can have a significant impact on the separation zone.

[0049] Optionally, the second included angle is in the range of 20° to 90°, and the radius of the chamfer is half the height of the eddy current generator 7.

[0050] The preferred range for the second included angle is set between 20° and 90°. This angle range is selected based on in-depth fluid dynamics research and extensive experimental verification, aiming to ensure that vortices are generated in the most suitable position and in the most efficient manner to improve airflow separation when the eVTOL aircraft is flying at high angles of attack.

[0051] In this embodiment, the chamfer radius is approximately half the height of the vortex generator 7. This size selection ensures a smooth airflow transition with minimal drag and energy loss, while simultaneously generating sufficient vortex intensity to overcome airflow separation. A chamfer radius that is too small may cause excessive turbulence and drag when the airflow contacts the windward surface, reducing the effectiveness of the vortex generator; conversely, a radius that is too large may weaken the vortex generation capability, rendering it insufficient to combat airflow separation. Therefore, the recommended size of half the height represents the best practice for achieving a balance between increasing vortex intensity and reducing airflow drag.

[0052] Optionally, the vortex generator 7 is integrally molded. This integral molding method simplifies the production process of the vortex generator 7, reduces costs, and ensures structural integrity and strength. Integral molding also ensures the geometric accuracy of the vortex generator 7, making its action in the airflow more accurate and effective.

[0053] Optionally, the distance between each vortex generator 7 and the leading edge of the wing body 3 is 10% to 30% of the local chord length, where the local chord length is the distance from the leading edge to the trailing edge of the wing body 3 at the location of the vortex generator 7. The vortex generator 7 is positioned at a distance of 10% to 30% of the local chord length from the leading edge of the wing (e.g., ...). Figure 4As shown in D1, this is based on in-depth research in fluid mechanics and aircraft aerodynamics. Positioning within this range ensures that vortices occur before the airflow completely separates, effectively preventing or mitigating flow separation and improving the aircraft's aerodynamic performance. During high angle-of-attack flight, the airflow separation point on the wing's upper surface moves forward with increasing angle of attack. Positioning vortex generators within the aforementioned distance range means they can activate before the airflow separation point is reached, generating beneficial vortices that encourage the airflow to reattach to the wing surface, avoiding or reducing stall effects.

[0054] It should be further explained that each set of vortex generators 7 is equipped with multiple vortex generating units, and the local chord distance at the location of each vortex generating unit is different. Appropriate adjustments should be made at different positions on the wing to adapt to different flight conditions and wing geometry.

[0055] Optionally, the distance between two adjacent eddy current generating units in each group of eddy current generators 7 is greater than or equal to 10 times the width of the eddy current generator 7.

[0056] In this embodiment, as Figure 3 , Figure 5 As shown, the distance between two adjacent vortex generating units is D2, and the width of vortex generator 7 is W, i.e., D2 ≥ 10W. This spacing design avoids mutual interference between vortices generated by vortex generators, ensuring that each vortex generator can independently and effectively control the airflow. If the distance between vortex generators is too small, the vortices generated by adjacent vortex generators may meet on the upper surface of the wing, resulting in excessively strong interaction between the vortices, or even mutual cancellation, thereby weakening the control effect on airflow separation. By setting an interval of more than 10 times the width, it can be ensured that the vortices generated by each vortex generator diffuse freely within its influence area, reducing mutual interference and maintaining the independence and effectiveness of the vortices.

[0057] Optionally, the overall length of each vortex generator 7 is 0.5 to 0.7 times the length of the corresponding separation zone. This length design ensures that the vortex generator can fully cover the separation zone, improving airflow control.

[0058] Optionally, the first included angle is set to 90°, the leading edge of the wing body 3 has a sweep angle between it and the horizontal plane, and the vortex generator 7 has a third included angle between it and the airflow direction. The size of the third included angle is the same as the sweep angle, wherein the airflow direction is the same as the axial direction of the aircraft.

[0059] like Figure 4 , Figure 5As shown, the first included angle (i.e., the angle between the bottom surface of the vortex generator 7 and the leading edge of the wing body 3) is preferably set to 90°. This setting ensures the vertical installation of the vortex generator and the leading edge of the wing, simplifies the angle positioning during installation, and also means that the vortex generator can generate vortices under conditions of vertical airflow impact, maximizing the effectiveness of its airflow disturbance. The presence of the sweep angle changes the direction and velocity distribution of the airflow flowing through the wing, especially under high angle-of-attack flight conditions, the advance of the airflow separation point and the characteristics of the separated airflow are also significantly affected.

[0060] The main function of a vortex generator is to create vortices around the airflow through interaction with it, thereby altering the fluid's dynamic characteristics and controlling or improving airflow separation. When there is no angle between the vortex generator and the airflow direction, i.e., they are completely parallel, the vortex generation capability of the vortex generator will be significantly reduced, or even completely fail. Therefore, having a third angle (α) between the vortex generator and the airflow direction, set to the same angle as the sweep angle of the wing's leading edge, can more effectively utilize and guide the airflow, prompting the separated airflow to reattach, delaying the stall angle of attack, and increasing the maximum lift coefficient.

[0061] Figure 7 This diagram illustrates the airflow profile of an aircraft wing without a vortex generator. When the aircraft enters high angle-of-attack flight mode, without the intervention of a vortex generator, airflow separation on the upper surface of the wing becomes more severe. The separated airflow forms unstable vortices, creating large-area airflow separation zones. It can be seen that the first separation zone 4 forms a vortex, and the second separation zone 5 forms a triangular airflow separation zone. This directly affects the wing's lift coefficient and the aircraft's aerodynamic stability.

[0062] Figure 6 This diagram illustrates the airflow streamlines of an aircraft wing after the installation of a vortex generator. It can be observed that when the aircraft is at a high angle of attack, the airflow on the upper surface of the wing, which initially tended to separate, is reversed upon encountering the vortex generator, forming a series of stable vortices. These vortices redirect the airflow along the wing surface, reducing the degree of airflow separation and improving the flow structure. With the vortex generator installed, a larger laminar attachment zone forms on the upper wing surface, indicating that the airflow re-attaches to the wing surface under the influence of the vortices, reducing the area of ​​the separation zone (the first separation zone disappears, and the triangular area of ​​the second separation zone decreases). This improves the wing's lift efficiency, delays the stall angle of attack, and significantly enhances the overall aerodynamic performance of the aircraft.

[0063] In comparison, Figure 7This diagram illustrates the airflow profile of an aircraft wing without a vortex generator. When the aircraft enters high angle-of-attack flight mode, without the intervention of a vortex generator, airflow separation on the upper surface of the wing becomes more severe. The separated airflow forms unstable vortices, creating large-area airflow separation zones. It can be seen that the first separation zone 4 forms a vortex, and the second separation zone 5 forms a triangular airflow separation zone. This directly affects the wing's lift coefficient and the aircraft's aerodynamic stability.

[0064] By comparison Figure 6 and Figure 7 We can visually observe the significant impact of the vortex generator on the airflow control of the eVTOL aircraft wing. In Figure 6 In this design, the vortex generator, through careful design and arrangement, successfully created a laminar flow attachment zone on the upper surface of the wing, reducing the airflow separation area, effectively delaying the stall angle of attack, and increasing the aircraft's maximum lift coefficient. Meanwhile... Figure 7 In the absence of an auxiliary vortex generator, the airflow separation problem on the wing is exacerbated, which seriously affects the aerodynamic performance of the aircraft.

[0065] like Figure 8 This diagram illustrates the impact of a vortex generator on the stall angle of attack and maximum lift coefficient of an aircraft wing. Through comparative analysis, it visually demonstrates the changes in the aircraft's aerodynamic performance before and after the installation of a vortex generator. Figure 8 The horizontal axis represents the angle of attack, which is the angle of the aircraft wing relative to the direction of the incoming airflow. The unit of angle of attack is usually °. The vertical axis represents the lift coefficient, which is a physical quantity that measures the efficiency of the aircraft wing in generating lift. It is not affected by the size and speed of the aircraft, but only reflects the influence of the wing geometry and angle of attack on lift. From Figure 8 In the diagram, we can observe that without the vortex generator, the aircraft's stall angle of attack is 15°. However, when the vortex generator is installed on the wing, the maximum angle of attack the aircraft can withstand increases to 16°, meaning the stall angle of attack is delayed by 1°. This small but crucial change significantly widens the aircraft's stable flight range, improving its safety and maneuverability under vertical takeoff and landing and high angle-of-attack flight conditions. Figure 5 The results show that the introduction of the vortex generator increased the maximum lift coefficient by 1.5% from a certain value. This means that even when the aircraft is close to its stall angle of attack, the wing can still generate more lift. This is thanks to the improved airflow separation provided by the vortex generator, which makes the airflow adhere better to the wing surface, thereby improving the efficiency of lift generation.

[0066] For ease of description, spatial relative terms such as "above," "on top of," "on the upper surface of," "above," etc., are used herein to describe the spatial positional relationship of a device or feature as shown in the figures to other devices or features. It should be understood that spatial relative terms are intended to encompass different orientations in use or operation beyond the orientation of the device as described in the figures. For example, if the device in the figures were inverted, a device described as "above" or "on top of" other devices or structures would subsequently be positioned as "below" or "under" other devices or structures. Thus, the exemplary term "above" can include both "above" and "below." The device may also be positioned in other different ways (rotated 90 degrees or in other orientations), and the spatial relative descriptions used herein will be interpreted accordingly.

[0067] In addition to the above, it should be noted that the terms "one embodiment," "another embodiment," and "embodiment" used in this specification refer to specific features, structures, or characteristics described in connection with that embodiment, which are included in at least one embodiment described in the general description of this application. The appearance of the same expression in multiple places in the specification does not necessarily refer to the same embodiment. Furthermore, when a specific feature, structure, or characteristic is described in connection with any embodiment, the intention is to suggest that implementing such a feature, structure, or characteristic in conjunction with other embodiments also falls within the scope of this utility model.

[0068] In the above embodiments of this utility model, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0069] The above description is only a preferred embodiment of the present utility model. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present utility model, and these improvements and modifications should also be considered within the protection scope of the present utility model.

Claims

1. An aircraft, characterized in that include: The wing body (3) has aircraft nacelles on the outer side of the leading edge and the outer side of the tip of the wing body (3). Multiple separation zones are formed at the connection between the wing body (3) and the multiple aircraft nacelles. Each separation zone is spaced apart along the length direction of the outer edge of the wing body (3). Vortex generator (7), multiple sets of vortex generator (7) are provided, the vortex generator (7) is provided on the upper surface of the wing body (3), and the vortex generator (7) is detachably connected to the wing body (3); The number of vortex generators (7) is set in a one-to-one correspondence with the number of separation zones, and each group of vortex generators (7) is set on the outer side of the corresponding separation zone near the leading edge of the wing body (3).

2. The aircraft of claim 1, wherein, Each group of vortex generators (7) is provided with multiple vortex generating units. The multiple vortex generating units are spaced apart along the length direction of the wing body (3), and the vortex generating units in each group of vortex generators (7) are arranged parallel to each other.

3. The aircraft of claim 2, wherein, The vortex generating unit includes a generator body. The bottom surface of the generator body is set at a first angle to the leading edge of the wing body (3). The side of the generator body facing the leading edge forms a windward surface (6). One end of the windward surface (6) is connected to one end of the top surface of the generator body and forms a chamfer. The other end of the windward surface (6) extends downward and connects to one end of the bottom surface of the generator body and forms a second angle. The other side of the generator body away from the leading edge forms a vertical surface. The vertical surface and the windward surface (6) are arranged opposite to each other along the width direction of the wing body (3). The two ends of the vertical surface are connected to the bottom surface and the top surface, respectively.

4. The aircraft according to claim 1, characterized in that, The length of the eddy current generator (7) is 0.01 to 0.1 times the length of the separation zone, and / or the height of the eddy current generator (7) is 0.01 to 0.1 times the length of the separation zone, and / or the width of the eddy current generator (7) is 0.001 to 0.01 times the length of the separation zone.

5. The aircraft according to claim 3, characterized in that, The second included angle is in the range of 20° to 90°, and the radius of the chamfer is half the height of the eddy current generator (7).

6. The aircraft according to claim 1, characterized in that, The eddy current generator (7) is integrally formed.

7. The aircraft according to claim 1, characterized in that, The distance between each of the vortex generators (7) and the leading edge of the wing body (3) is 10% to 30% of the local chord length, wherein the local chord length is the distance from the leading edge to the trailing edge of the wing body (3) at the location of the vortex generator (7).

8. The aircraft according to claim 3, characterized in that, The distance between two adjacent eddy current generating units in each group of eddy current generators (7) is greater than or equal to 10 times the width of the eddy current generator (7).

9. The aircraft according to claim 1, characterized in that, The overall length of each eddy current generator (7) is 0.5 to 0.7 times the length of the corresponding separation zone.

10. The aircraft according to claim 3 or 5, characterized in that, The first included angle is set to 90°, the leading edge of the wing body (3) has a sweep angle between itself and the horizontal plane, the vortex generator (7) has a third included angle between itself and the airflow direction, the size of the third included angle is the same as the sweep angle, wherein the airflow direction is the same as the axial direction of the aircraft.

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