A device for increasing lift and reducing noise applied to an aircraft wing

Abstract

The utility model provides a kind of applied to the lift-increasing and noise reduction device of aircraft wing, including air-bleed pipeline, wing bottom main pipeline and branch pipeline, air-bleed pipeline is communicated with the air-bleed port of aircraft engine outer duct wall surface, for leading out outer duct airflow and is transported to wing area;Multiple wing bottom main pipelines are arranged along wing span direction, and are vertically communicated with air-bleed pipeline, and are correspondingly set in the lower surface position of wing;Branch pipeline is set in correspondence with wing bottom main pipeline, branch pipeline is correspondingly set in the lower surface position of wing, and its jet direction is perpendicular to ground or set to be inclined backward. Through the synergies of air-bleed pipeline, wing bottom main pipeline and branch pipeline, utilize engine surplus air-bleed as single energy source, make downward jet stream simultaneously act on lift promotion and turbulence suppression, integrate lift-increasing and noise reduction function in same device, without respectively independently installing lift-increasing device and noise reduction device, reduce device complexity, realize the high integration of function.

Description

Technical Field

[0001] This utility model relates to the field of aviation technology, and in particular to a lift-enhancing and noise-reducing device for aircraft wings, especially an integrated device that utilizes engine bleed air downwards to simultaneously increase takeoff lift and suppress wing turbulence noise. Background Technology

[0002] Modern civil aircraft need to generate sufficient lift during takeoff to shorten takeoff distances, typically relying on complex mechanical lift-enhancing devices such as flaps and slats. However, these devices increase drag, weight, and maintenance complexity when deployed, and can generate additional noise. Furthermore, the shedding of turbulent vortices from the wing surfaces (especially the trailing edge) during takeoff is a significant source of aerodynamic noise, causing substantial noise pollution to the airport surroundings. Current technologies for reducing this noise primarily rely on passive noise reduction designs (such as serrated trailing edges) or optimized airfoils, with limited effectiveness and potential impact on aerodynamic efficiency.

[0003] Although there are technical solutions that use engine bleed air to enhance jet lift, their main goal is only to increase lift, without fully considering or effectively integrating noise reduction functions. This results in the need for an additional, independent noise reduction system, which is cumbersome and complex, increasing the complexity and weight of the aircraft system.

[0004] Therefore, there is an urgent need for an integrated solution that can simultaneously and efficiently improve takeoff performance and suppress wing noise, in order to simplify the system, reduce weight, and improve overall performance.

[0005] In view of the above, this utility model is hereby proposed. Utility Model Content

[0006] The purpose of this invention is to provide a lift-enhancing and noise-reducing device for aircraft wings, addressing the technical problem that while existing technologies utilize engine bleed air for jet lift enhancement, their primary objective is only lift enhancement, without adequately considering or effectively integrating noise reduction functions. This results in the need for an additional, independent noise reduction system, leading to a cumbersome and complex structure that increases the complexity and weight of the aircraft system. The various technical effects of the preferred solutions provided by this invention are detailed below.

[0007] To achieve the above objectives, the present invention provides the following technical solution:

[0008] This utility model provides a lift enhancement and noise reduction device for aircraft wings, including an air duct, a main duct at the bottom of the wing, and branch ducts. The air duct is connected to the air inlet on the outer bypass duct wall of the aircraft engine for drawing out the airflow from the outer bypass duct. Multiple main ducts at the bottom of the wing are arranged along the span of the wing and are perpendicularly connected to the air ducts, and are correspondingly located on the lower surface of the wing. The branch ducts are connected to the main ducts at the bottom of the wing one by one, and are correspondingly located on the lower surface of the wing, with their nozzles perpendicular to the ground or tilted backward.

[0009] Preferably, the main duct at the bottom of the wing is arranged along the span of the wing on the lower surface of the wing near its leading edge or main sparsity area.

[0010] Preferably, the main duct at the bottom of the wing includes a straight section, a tapering section, and a widening section arranged sequentially along the airflow direction.

[0011] Preferably, the branch pipe is connected to the expanding section and is evenly distributed on the lower surface of the wing near its leading edge or in the high vortex shedding noise area.

[0012] Preferably, the branch pipeline includes a horizontal section and a vertical section connected in sequence. The inlet of the horizontal section is vertically connected to the main pipeline at the bottom of the wing, and the nozzle of the vertical section is perpendicular to the ground or tilted backward.

[0013] Preferably, the vertical section includes a slit tube, a straight tube, or a Venturi tube structure.

[0014] The preferred technical solution of this utility model can also produce at least the following technical effects:

[0015] This invention effectively avoids the technical problems existing in the prior art. Although there are technical solutions that use engine bleed air to enhance jet lift, their main goal is only to increase lift, without fully considering or effectively integrating noise reduction functions. This results in the need for an additional independent noise reduction system, which is cumbersome and complex, increasing the complexity and weight of the aircraft system.

[0016] This invention provides a lift enhancement and noise reduction device for an aircraft wing, comprising an air duct, a main duct at the bottom of the wing, and branch ducts. The air duct is connected to the air inlet on the outer bypass wall of the aircraft engine to draw out the airflow from the outer bypass and deliver it to the wing area. Multiple main ducts at the bottom of the wing are arranged along the span of the wing and are perpendicularly connected to the air duct, and are correspondingly located on the lower surface of the wing. The branch ducts are connected to the main ducts at the bottom of the wing one by one, and are correspondingly located on the lower surface of the wing, with their nozzles perpendicular to the ground or tilted backward.

[0017] This invention utilizes the synergistic effect of the bleed air pipeline, the main pipeline at the bottom of the wing, and the branch pipelines to use the surplus bleed air from the engine as a single energy source. This allows the downward jet to simultaneously act on lift enhancement and turbulence suppression, integrating lift enhancement and noise reduction functions into a single device. This eliminates the need to install two separate systems for lift enhancement and noise reduction, reducing system complexity, avoiding functional simplification, and achieving a high degree of functional integration.

[0018] Airflow from the engine's outer bypass duct enters the main duct at the bottom of the wing through the bleed inlet and bleed pipe, then branches into various branch pipes, and finally exits at high speed through the nozzles. This ensures that the airflow is smoothly delivered from the engine's outer bypass duct to the lower surface of the wing. The high-pressure airflow is ejected downwards from the nozzles at the ends of the branch pipes, acting on the lower surface of the wing. It simultaneously contributes to lift enhancement and turbulence suppression, avoiding the complex structure and additional drag of traditional mechanical lift-enhancing devices. It also eliminates the need for a separate noise reduction system, achieving a unified approach of functional integration, system lightweighting, and high performance efficiency, comprehensively improving the aircraft's takeoff economy and environmental friendliness. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a structural schematic diagram of a lift-enhancing and noise-reducing device for aircraft wings provided by this utility model;

[0021] Figure 2 This is a cross-sectional view of a lift-enhancing and noise-reducing device for aircraft wings provided by this utility model.

[0022] In the picture:

[0023] 1. Air bleed line; 2. Main duct at the bottom of the wing; 21. Straight section; 22. Converging section; 23. Diverging section; 3. Branch line; 31. Horizontal section; 32. Vertical section. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this utility model clearer, the technical solutions of this utility model will be described in detail below. Obviously, the described embodiments are only a part of the embodiments of this utility model, and not all of them. Based on the embodiments of this utility model, all other implementation methods obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0025] like Figures 1 to 2 As shown, this utility model provides a lift enhancement and noise reduction device for an aircraft wing, including an air duct 1, a wing bottom main duct 2, and branch ducts 3. The air duct 1 is connected to the air duct inlet on the outer bypass wall of the aircraft engine and is used to draw out the airflow from the outer bypass. The air duct 1 extends along the span of the wing. Multiple wing bottom main ducts 2 are arranged along the span of the wing and are perpendicularly connected to the air duct 1, and are correspondingly set on the lower surface of the wing. The branch ducts 3 are connected to the wing bottom main ducts 2 one-to-one and are correspondingly set on the lower surface of the wing, and their nozzles are perpendicular to the ground or tilted backward.

[0026] This invention utilizes the synergistic effect of the bleed air pipe 1, the main pipe 2 at the bottom of the wing, and the branch pipe 3 to use the surplus bleed air from the engine as a single energy source. This allows the downward jet to simultaneously act on lift enhancement and turbulence suppression, integrating lift enhancement and noise reduction functions into a single device. This eliminates the need to install two separate systems for lift enhancement and noise reduction, reducing system complexity, avoiding functional monotony, and achieving a high degree of functional integration.

[0027] High-pressure airflow is ejected downwards from the nozzle at the end of branch pipe 3, acting on the lower surface of the wing. This process simultaneously enhances lift and suppresses turbulence. Airflow from the engine's bypass duct enters bleed pipe 1 through the bleed inlet. Bleed pipe 1 then draws out the bypass airflow and delivers it to the wing's bottom main pipe 2. Multiple wing-bottom main pipes 2, arranged along the wing span, are vertically connected to bleed pipe 1, receiving the airflow from bleed pipe 1. Branch pipes 3 are connected one-to-one with the wing-bottom main pipes 2, further diverting the airflow within them. High-pressure airflow is ejected downwards from the nozzle at the end of branch pipe 3, acting on the lower surface of the wing. Regarding the lift-enhancing effect, the downward ejection of high-pressure airflow deflects and accelerates the ambient airflow below, significantly reducing the pressure on the lower wing surface. Simultaneously, the jet momentum itself generates an upward reaction force. These two factors work together to significantly increase the total lift of the wing, thereby shortening the takeoff distance and effectively improving the aircraft's lift performance. In terms of noise reduction, the downward jet forms a high-speed "air curtain" on the lower surface of the wing, effectively suppressing the development of turbulence within the boundary layer of the wing surface (especially the trailing edge region) and the periodic, intense shedding of vortices, thus suppressing "vortex shedding noise." Simultaneously, the jet stabilizes the flow state on the lower wing surface, weakening the intensity of the vortex structures that generate strong noise, thereby significantly reducing aerodynamic noise during takeoff. This invention effectively avoids the complex structure and additional drag of traditional mechanical lift-enhancing devices, eliminates the need for an independent noise reduction system, and achieves a unified approach of functional integration, system lightweighting, and high performance efficiency, comprehensively improving the aircraft's takeoff economy and environmental friendliness.

[0028] As an optional implementation, the wing bottom main pipe 2 is arranged along the wing span on the lower surface of the wing near its leading edge or main sparsity area.

[0029] This design allows the airflow to begin to take effect at the front of the wing.

[0030] As an optional implementation, the wing bottom main duct 2 includes a straight duct section 21, a tapering section 22, and a widening section 23 arranged sequentially along the airflow direction.

[0031] The straight section 21 ensures smooth airflow, the narrowing section 22 accelerates the airflow, and the widening section 23 further adjusts the airflow state to better provide suitable airflow for the branch pipe 3.

[0032] As an optional implementation, branch pipe 3 is connected to the expanding section 23 and is evenly distributed on the lower surface of the wing near its leading edge or in the high vortex shedding noise area.

[0033] Branch pipe 3 further diverts the airflow in the main pipe 2 at the bottom of the wing, enabling the airflow to act precisely on the key areas that require lift increase and noise reduction.

[0034] As an optional implementation, the branch pipe 3 includes a horizontal section 31 and a vertical section 32 connected in sequence. The inlet of the horizontal section 31 is vertically connected to the expanding section 23 near the contracting section 22. The nozzle direction of the vertical section 32 is perpendicular to the ground or inclined backward.

[0035] Furthermore, the connection between the horizontal segment 31 and the vertical segment 32 is smoothly transitioned.

[0036] This design allows the airflow to be ejected downwards in a predetermined direction.

[0037] As an alternative implementation, the vertical segment 32 includes a slit tube structure, a straight tube structure, or a Venturi tube structure.

[0038] This configuration further optimizes the jet velocity and coverage. For example, a slit-tube structure can create a more uniform sheet-like jet, a straight-tube structure can ensure a straight jet of air, and a venturi tube structure can adjust the airflow velocity and pressure to some extent.

[0039] like Figures 1-2 As shown, the vertical section 32 adopts a straight pipe structure.

[0040] It is understood that the same or similar parts in the above embodiments can be referred to each other, and the contents not described in detail in some embodiments can be referred to the same or similar contents in other embodiments.

[0041] In the description of this utility model, it should be noted that, unless otherwise stated, "a plurality of" means two or more; the terms "upper," "lower," "left," "right," "inner," "outer," "front end," "rear end," "head," "tail," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of this utility model. Furthermore, the terms "first," "second," "third," etc., are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0042] In the description of this utility model, it should also be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "joining" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0043] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "a particular example," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0044] The above description is merely a specific embodiment of this utility model, but the protection scope of this utility model is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this utility model should be included within the protection scope of this utility model. Therefore, the protection scope of this utility model should be determined by the protection scope of the claims.

Claims

1. A lift-enhancing and noise-reducing device applied to aircraft wings, characterized in that, It includes an air duct, a main duct at the bottom of the wing, and branch ducts. The air duct is connected to the air inlet on the outer bypass wall of the aircraft engine to draw out the airflow from the outer bypass. Multiple main ducts at the bottom of the wing are arranged along the span of the wing and are perpendicularly connected to the air ducts, and are correspondingly located on the lower surface of the wing. The branch ducts are connected to the main ducts at the bottom of the wing one by one, and are correspondingly located on the lower surface of the wing, with their nozzles perpendicular to the ground or tilted backward.

2. The lift enhancement and noise reduction device for aircraft wings according to claim 1, characterized in that, The main wing bottom pipe is arranged along the wing span on the lower surface of the wing near its leading edge or main sparsity area.

3. The lift enhancement and noise reduction device for aircraft wings according to claim 1, characterized in that, The main duct at the bottom of the wing includes a straight section, a tapering section, and a widening section arranged sequentially along the airflow direction.

4. The lift enhancement and noise reduction device for aircraft wings according to claim 3, characterized in that, The branch pipes are connected to the expanding section and are evenly distributed on the lower surface of the wing near its leading edge or in the high vortex shedding noise area.

5. The lift enhancement and noise reduction device for aircraft wings according to claim 4, characterized in that, The branch pipeline includes a horizontal section and a vertical section connected in sequence. The inlet of the horizontal section is vertically connected to the main pipeline at the bottom of the wing, and the nozzle of the vertical section is perpendicular to the ground or tilted backward.

6. The lift enhancement and noise reduction device for aircraft wings according to claim 5, characterized in that, The vertical section includes a slit tube, a straight tube, or a Venturi tube structure.

7. The lift enhancement and noise reduction device for aircraft wings according to claim 1, characterized in that, The air duct extends along the span of the wing.

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