Strut-Braced Wing Thinned Portions Shockwave Drag
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Solution Overview
Problem
Conventional strut-braced wing systems experience increased interference drag at transonic speeds due to shockwave formation between the wing and strut, leading to reduced flight efficiency.
Innovation Solution
The design incorporates a wing and strut configuration with thinned portions that create an air flow channel, increasing the channel area spanwise and reducing air acceleration, thereby minimizing shockwave strength and drag. The wing and strut have varying thickness and curvature profiles to manage airflow and reduce interference drag.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If conventional strut-braced wing system is used, then structural support is provided, but shockwaves form causing increased interference drag at transonic speeds
Solution Approach 1:
The patent applies local quality by creating thinned portions at specific locations on the wing and strut where they intersect vertically. These localized geometric modifications change the airflow characteristics only in the critical region where shockwaves form, while maintaining the overall structural integrity and thickness of the wing and strut elsewhere. This resolves the contradiction by providing structural support through the bulk geometry while reducing interference drag through localized thinning at the intersection zone.
Solution Approach 2:
The patent changes the geometric parameters of the wing and strut by creating thinned portions with reduced thickness in the spanwise direction. This parameter modification alters the airflow acceleration through the channel between the wing and strut, thereby reducing shockwave strength and interference drag at transonic speeds, while the overall structural parameters remain sufficient to provide necessary support.
2Object-generated harmful factors
If thinned portions are created to reduce shockwaves, then interference drag decreases, but structural strength may be compromised
Solution Approach 1:
The thinned portions are created only in specific localized regions where the wing and strut intersect vertically, rather than reducing the thickness of the entire structures. This localized modification reduces interference drag in the critical airflow region while preserving the overall structural strength of the wing and strut throughout the rest of their spans.
Solution Approach 2:
The patent applies partial action by creating thinned portions only in the necessary regions to reduce shockwave formation, rather than uniformly thinning the entire structures. The thinning is applied to the extent needed to reduce interference drag while stopping before compromising overall structural integrity, achieving the minimum necessary modification for drag reduction.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration effectively reduces shockwave strength and interference drag on the wing and strut, enhancing flight efficiency at transonic speeds by managing airflow and increasing the channel area.
Implementation Method 1
Under certain operating conditions, shockwaves can form within the channel between the struts and the wings. At transonic speeds, shockwaves generally cause an increase in the interference drag acting on the wings and struts.
Implementation Method 2
Higher interference drag can lead to a lower flight efficiency of an aircraft.
Data Source
AI summary
Disclosed herein is an aircraft that comprises a body, a wing, and a strut. The wing is coupled to and extends from the body. A strut inboard end portion is coupled to and extends from the body and a strut outboard end portion is coupled to and extends from an intermediate portion of the wing. The wing further comprises a first thinned portion adjacent the intermediate portion of the wing. An overall thickness of the first thinned portion of the wing decreases and increases in a spanwise direction along the wing. The strut further comprises a second thinned portion adjacent the outboard end portion of the strut. An overall thickness of the second thinned portion of the strut decreases and increases in a spanwise direction along the strut.