A fairing structure for an aircraft wing pylon and an aircraft
Patent Information
- Application Number
- CN202522523740.X
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-11-27
- Publication Date
- 2026-10-30
- Estimated Expiration
- 2035-11-27
AI Technical Summary
[0002]在飞行器设计中，翼面的挂架通常采用垂直于翼面的对称翼型，此类挂架的后部变薄，容易在较小的迎角下产生流动分离，导致气动阻力增加
[0014] Based on the above technical solutions, the fairing structure of the aircraft wing pylon and the aircraft provided in this application have the following technical effects: The two fairing surfaces adopt a shape design that gradually changes from convex to concave from front to rear. This not only fills the space loss caused by the thinning of the rear part of the pylon, ensuring sufficient space inside the pylon to accommodate larger or wider connecting parts, but also improves the flow separation phenomenon generated by the pylon at a small angle of attack, reducing aerodynamic drag. The two fairing surfaces connect at the trailing edge of the pylon and are tangent to the trailing edge of the pylon with a concave arc curve and connect with the wing surface. This design optimizes aerodynamic continuity and avoids the problem of large pressure drag caused by the truncation of the trailing edge of the pylon airfoil. In summary, this fairing structure effectively improves aerodynamic performance, improves flow separation, and reduces drag while ensuring the internal space of the pylon, thereby improving the overall aerodynamic efficiency of the aircraft.
Smart Images
Figure CN224916166U_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of aircraft fairing technology, specifically to a fairing structure for an aircraft wing pylon and an aircraft. Background Technology
[0002] In aircraft design, pylons on the wing surface typically employ symmetrical airfoils perpendicular to the wing surface. These pylons are thinner at the rear, making them prone to flow separation at smaller angles of attack, leading to increased aerodynamic drag. Traditional solutions often involve truncating the trailing edge of the pylon airfoil to create a blunt trailing edge, in order to suppress flow separation. However, this introduces significant pressure drag and reduces the space available for internal structural components, making it unsuitable for installing larger or wider connectors. Utility Model Content
[0003] In view of this, the purpose of this application is to provide a fairing structure for an aircraft wing surface pylon and an aircraft, so as to solve at least one of the above-mentioned technical problems.
[0004] In a first aspect, this application provides a fairing structure for an aircraft wing pylon. The pylon extends along the chord direction of the wing surface. The fairing structure includes two straightening surfaces disposed on the surface of the pylon. The two straightening surfaces are arranged on both sides of the pylon in the spanwise direction of the wing surface and are both engaged with the wing surface. Each straightening surface is cut by multiple planes distributed along the chord direction of the wing surface and perpendicular to the chord line of the wing surface. The resulting contour line gradually changes from convex outward to concave inward from front to back. The two straightening surfaces are connected at the trailing edge of the pylon to form a joint edge. The joint edge is tangent to the trailing edge of the pylon in the form of an inwardly concave arc curve and is connected with the wing surface.
[0005] In conjunction with the first aspect, in some alternative embodiments, the pylon is a symmetrical airfoil, with two straightening surfaces arranged symmetrically about a plane perpendicular to the airfoil and passing through the central axis of the pylon.
[0006] In conjunction with the first aspect, in some alternative embodiments, both the joint edge and the trailing edge of the pylon are located on a plane perpendicular to the wing surface and passing through the central axis of the pylon.
[0007] In conjunction with the first aspect, in some alternative implementations, each contour line is a curve.
[0008] In conjunction with the first aspect, in some alternative implementations, the radius of curvature of the multiple contour lines obtained by each rectifying surface being cut by multiple planes gradually increases from front to back and reaches its maximum at the rear edge of the hanger.
[0009] In conjunction with the first aspect, in some alternative implementations, each rectifying surface intersects the airfoil at an obtuse angle.
[0010] In conjunction with the first aspect, in some alternative implementations, the trailing edge of the pylon is located ahead of the trailing edge of the wing surface.
[0011] In conjunction with the first aspect, in some alternative implementations, the trailing edge of the pylon is located on the trailing edge of the wing surface.
[0012] In conjunction with the first aspect, in some alternative implementations, both rectifying surfaces are integrally formed with or fixedly connected to the hanger.
[0013] Secondly, this application provides an aircraft that includes the fairing structure of the aircraft wing surface pylon in any of the embodiments of the first aspect described above.
[0014] Based on the above technical solutions, the fairing structure of the aircraft wing pylon and the aircraft provided in this application have the following technical effects: The two fairing surfaces adopt a shape design that gradually changes from convex to concave from front to rear. This not only fills the space loss caused by the thinning of the rear part of the pylon, ensuring sufficient space inside the pylon to accommodate larger or wider connecting parts, but also improves the flow separation phenomenon generated by the pylon at a small angle of attack, reducing aerodynamic drag. The two fairing surfaces connect at the trailing edge of the pylon and are tangent to the trailing edge of the pylon with a concave arc curve and connect with the wing surface. This design optimizes aerodynamic continuity and avoids the problem of large pressure drag caused by the truncation of the trailing edge of the pylon airfoil. In summary, this fairing structure effectively improves aerodynamic performance, improves flow separation, and reduces drag while ensuring the internal space of the pylon, thereby improving the overall aerodynamic efficiency of the aircraft. Attached Figure Description
[0015] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.
[0016] Figure 1 This is a schematic diagram of the fairing structure, pylon, and wing surface of an aircraft wing pylon provided in an embodiment of this application.
[0017] Figure 2 This is a schematic diagram of the fairing structure of an aircraft wing pylon provided in an embodiment of this application.
[0018] Figure 3 This is a schematic diagram of the fairing structure of an aircraft wing pylon provided in an embodiment of this application from another angle.
[0019] Figure 4 This is a schematic diagram of the fairing structure of an aircraft wing surface pylon provided in an embodiment of this application on an aircraft.
[0020] Figure 5 This is a partial structural diagram of a fairing structure for an aircraft wing pylon provided in an embodiment of this application.
[0021] Reference numerals: 10, fairing structure; 11, fairing surface; 111, joint edge; 20, pylon; 21, trailing edge of pylon; 30, wing surface; 31, trailing edge of wing surface; 40, suspension. Detailed Implementation
[0022] The specific embodiments of this application will now be described in detail with reference to the accompanying drawings. Obviously, the described embodiments are merely a part of the embodiments of this application, and not all of them. Based on the description of this application, all other embodiments obtained by those skilled in the art without inventive effort are within the scope of protection of this application.
[0023] In the description of this application, unless otherwise expressly specified and limited, the terms "connection," "setup," "installation," etc., should be interpreted broadly. For example, "connection" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can refer to the internal connection between two components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances.
[0024] The terms “upper,” “lower,” “left,” “right,” “front,” “back,” “center,” “top,” “bottom,” “inner,” “outer,” “vertical,” “horizontal,” “clockwise,” “counterclockwise,” “axial,” “radial,” and “circumferential” indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship commonly used when the product is in use. They are used only for the convenience of description and simplification, 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. Therefore, they should not be construed as limitations on this application.
[0025] The terms “first,” “second,” “third,” etc., are used only to distinguish elements with similar properties, and do not indicate or imply relative importance or a specific order, unless otherwise explicitly stated or limited.
[0026] The terms “comprising,” “including,” “having,” or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase “comprising one…” does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.
[0027] The term "multiple" means two or more (including two).
[0028] The term "and / or" describes the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can represent three cases: A exists alone, A and B exist simultaneously, and B exists alone.
[0029] The terms "an embodiment," "as an example," and "in one implementation" refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which may be included in at least one embodiment or example of this application. These illustrative expressions do not necessarily refer to the same embodiment, nor are they independent or alternative embodiments mutually exclusive with other embodiments. Where there is no conflict, the embodiments and features described in these embodiments can be combined in a suitable manner.
[0030] Please see Figures 1 to 3 This application provides a fairing structure 10 for an aircraft wing pylon, which is used to mount on a pylon 20 to optimize aerodynamic performance and provide protection.
[0031] The pylon 20 is connected to the lower surface of the wing surface 30 and extends along the chord direction of the wing surface 30. The pylon 20 is a symmetrical airfoil, and the trailing edge 21 of the pylon 20 is located in front of or on the trailing edge 31 of the wing surface 30. It should be noted that the chord direction of the wing surface 30 refers to the direction from the leading edge to the trailing edge 31 of the wing surface 30.
[0032] like Figure 2 and Figure 3 As shown, and in combination Figure 1 The fairing structure 10 includes two straightening surfaces 11 disposed on the surface of the pylon 20. The two straightening surfaces 11 are arranged on both sides of the pylon 20 along the spanwise direction of the airfoil 30. Specifically, since the pylon 20 is a symmetrical airfoil, the two straightening surfaces 11 are arranged symmetrically about a plane perpendicular to the airfoil 30 and passing through the central axis of the pylon 20. It should be noted that the spanwise direction of the airfoil 30 refers to the direction along the airfoil 30 from the wing root to the wingtip.
[0033] Both rectifying surfaces 11 are engaged with the airfoil 30. Each rectifying surface 11 intersects the airfoil 30 at an obtuse angle, preferably in the range of 100°-170°, such as 110°, 120°, 130°, 140°, 150° or 160°.
[0034] Each rectifier surface 11 is cut by multiple planes distributed along the chord of the airfoil 30 and perpendicular to the chord line of the airfoil 30. The resulting contours gradually change from bulging outward (away from the pylon 20) to concave inward (closer to the pylon 20) from front to back (i.e., along the chord of the airfoil 30). This design can both fill the space loss caused by the thinning of the rear of the pylon 20, ensuring that there is enough space inside the pylon 20 to accommodate larger or wider connecting parts, and improve the flow separation phenomenon generated by the pylon 20 at small angles of attack, reducing aerodynamic drag.
[0035] Furthermore, the contour line obtained by cutting each rectifier surface 11 with a plane perpendicular to the chord line of the airfoil 30 is a curve. The curve design allows the rectifier surface 11 to guide the airflow to transition smoothly when it comes into contact with the airflow, avoiding airflow separation and vortices that may occur with straight lines or broken lines. Moreover, the rectifier surface 11 is a smooth and continuous curved surface, which can effectively reduce the frictional drag and pressure drag of the airflow on the rectifier surface 11.
[0036] Furthermore, the radius of curvature of these contour lines gradually increases from front to back and reaches its maximum at the rear edge 21 of the hanger 20. This design further ensures the arrangement space for the internal connectors at the rear of the hanger 20.
[0037] Two aerodynamic surfaces 11 connect at the trailing edge 21 of the pylon 20 to form a joint edge 111. The joint edge 111 is tangent to the trailing edge 21 of the pylon 20 in the form of a concave arc curve and smoothly connects with the airfoil 30. This design optimizes the aerodynamic continuity of the trailing edge 21 of the pylon 20 and avoids the problem of large pressure drag caused by the truncation of the trailing edge 21 of the pylon 20. Both the joint edge 111 and the trailing edge 21 of the pylon 20 are located on a plane perpendicular to the airfoil 30 and passing through the central axis of the pylon 20.
[0038] Both rectifying surfaces 11 can be integrally formed with the bracket 20, or they can be fixedly connected to the bracket 20 by fasteners.
[0039] This application embodiment also provides an aircraft, which includes the fairing structure 10 of the aircraft wing surface pylon described above. The fairing structure 10 of the aircraft wing surface pylon can be applied to the pylon 20 on the wing surface or the pylon 20 on the tail surface.
[0040] As an example, such as Figure 4 and Figure 5As shown, the fairing structure 10 is mounted on the pylon 20 of the tail wing surface 30, ensuring that there is enough space inside the pylon 20 to accommodate the connectors for connecting the suspended object 40, while improving flow separation at the pylon 20, reducing aerodynamic drag, and thus improving the overall aerodynamic efficiency of the aircraft.
[0041] In summary, the fairing structure and aircraft for the wing pylon provided in this application feature two aerodynamic surfaces that gradually transition from convex to concave shapes from front to rear. This design not only fills the space gap caused by the thinning of the rear of the pylon, ensuring sufficient internal space to accommodate larger or wider connectors, but also improves flow separation at smaller angles of attack, reducing aerodynamic drag. The two aerodynamic surfaces connect at the trailing edge of the pylon and are tangent to the trailing edge with a concave arc curve, connecting with the wing surface. This design optimizes aerodynamic continuity and avoids the problem of large pressure drag caused by the truncation of the pylon airfoil's trailing edge. This fairing structure effectively improves aerodynamic performance, enhances flow separation, and reduces drag while ensuring sufficient internal space for the pylon, thereby improving the overall aerodynamic efficiency of the aircraft.
[0042] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any person skilled in the art can easily conceive of various variations or substitutions within the technical scope disclosed in this application, and these should all be included within the scope of protection of this application.
Claims
1. A fairing structure for an aircraft wing pylon, characterized in that, The pylon extends along the chord direction of the wing surface. The fairing structure includes two straightening surfaces disposed on the surface of the pylon. The two straightening surfaces are arranged on both sides of the pylon in the spanwise direction of the wing surface and are both engaged with the wing surface. Each straightening surface is cut by a plurality of planes distributed along the chord direction of the wing surface and perpendicular to the chord line of the wing surface. The resulting contour line gradually changes from convex outward to concave inward from front to back. The two straightening surfaces are connected at the trailing edge of the pylon to form a joint edge. The joint edge is tangent to the trailing edge of the pylon and connected to the wing surface in the form of an inwardly concave arc curve.
2. The fairing structure of the aircraft wing surface pylon according to claim 1, characterized in that, The pylon is a symmetrical airfoil, and the two rectifying surfaces are arranged symmetrically about a plane perpendicular to the airfoil and passing through the central axis of the pylon.
3. The fairing structure of the aircraft wing surface pylon according to claim 2, characterized in that, Both the joint edge and the trailing edge of the bracket are located on a plane perpendicular to the wing surface and passing through the central axis of the bracket.
4. The fairing structure of the aircraft wing surface pylon according to claim 1, characterized in that, All of the outlines described are curves.
5. The fairing structure of the aircraft wing surface pylon according to claim 4, characterized in that, The radii of curvature of the multiple contour lines obtained by cutting each of the rectifying surfaces from the multiple planes gradually increase from front to back and reach their maximum at the rear edge of the hanger.
6. The fairing structure of the aircraft wing surface pylon according to claim 1, characterized in that, Each of the rectifying surfaces intersects the airfoil at an obtuse angle.
7. The fairing structure of the aircraft wing surface pylon according to claim 1, characterized in that, The trailing edge of the mounting bracket is located on the trailing edge of the wing surface.
8. The fairing structure of the aircraft wing surface pylon according to claim 1, characterized in that, The trailing edge of the pylon is located in front of the trailing edge of the wing surface.
9. The fairing structure of the aircraft wing surface pylon according to claim 1, characterized in that, Both of the aforementioned straightening surfaces are integrally formed with or fixedly connected to the bracket.
10. An aircraft, characterized in that, Includes the fairing structure of the aircraft wing surface pylon as described in any one of claims 1-9.