阅读说明：本技术 前缘增升布局 (Leading edge high lift arrangement ) 是由 蔡锦阳 郑隆乾 王祁旻 孔凡 李艳 韦晓蓉 于 2021-09-16 设计创作，主要内容包括：本发明涉及一种用于飞行器的前缘增升布局,包括设置在飞行器的机翼前缘的前缘缝翼,前缘缝翼被配装有推进装置的发动机吊挂中断并分成靠近飞行器的机身的内侧缝翼和远离飞行器的机身的外侧缝翼。前缘缝翼还包括设置在飞行器的机翼前缘与发动机吊挂相交处的吊挂缝翼,其中,内侧缝翼、外侧缝翼以及位于内侧缝翼与外侧缝翼之间的吊挂缝翼共同构成具有连续性的前缘增升部件。该前缘增升布局能够减少机翼内侧的气流分离,消除各前缘增升部件的不连续性,从而改善飞行器的气动特性。(The invention relates to a leading-edge high-lift arrangement for an aircraft, comprising leading-edge slats arranged at the leading edge of the wing of the aircraft, which are interrupted by an engine pylon equipped with propulsion means and divided into inner slats close to the fuselage of the aircraft and outer slats remote from the fuselage of the aircraft. The leading-edge slat further comprises a hanging slat arranged at the intersection of the wing leading edge of the aircraft and the engine hanging, wherein the inner side slat, the outer side slat and the hanging slat positioned between the inner side slat and the outer side slat jointly form a leading-edge high-lift component with continuity. The leading edge high lift arrangement reduces separation of the airflow inboard of the wing, eliminating discontinuities in the leading edge high lift components, thereby improving the aerodynamic characteristics of the aircraft.)

1. A high lift leading edge arrangement for an aircraft, comprising a leading-edge slat (4) arranged at the leading edge of a wing (1) of the aircraft, the leading-edge slat (4) being interrupted by an engine pylon (3) fitted with propulsion means (2) and divided into an inner slat (4a) close to the fuselage of the aircraft and an outer slat (4b) remote from the fuselage of the aircraft, characterized in that the leading-edge slat (4) further comprises a hanging slat (4c) arranged at the intersection of the leading edge of the wing (1) of the aircraft and the engine pylon (3), wherein the inner slat (4a), the outer slat (4b) and the leading edge of the hanging slat (4c) between the inner slat (4a) and the outer slat (4b) together constitute a high lift component with continuity.

2. A leading-edge high lift arrangement according to claim 1, characterized in that the hanging slat (4c) is shaped to have the same shape as the inner slat (4a) and the outer slat (4 b).

3. A leading edge high lift arrangement according to claim 2, wherein the hanging slat (4c) has a spanwise length of 600mm to 2000mm along the wing (1).

4. A leading edge high lift arrangement according to claim 2, wherein the length of the chord length of the hanging slat (4c) in the incoming airflow direction is 300mm to 800 mm.

5. A leading edge high lift arrangement according to claim 2, wherein the forward extension of the hanging slat (4c) is from 100mm to 300 mm.

6. Leading edge high lift arrangement according to claim 2, characterized in that the direction of movement of the hanging slat (4c) is perpendicular to the leading edge direction of the wing (1).

7. Leading edge high lift arrangement according to claim 2, characterized in that the hanging slat (4c) forms a gap of predetermined width with the wing (1) during movement.

8. The leading edge high lift arrangement of claim 7, wherein the predetermined width is 1mm to 200 mm.

Technical Field

The present invention relates to a leading edge high lift arrangement, and more particularly to a leading edge high lift arrangement for an aircraft.

Background

The aerodynamic characteristics of the aircraft are important for the safety, economy, comfort and environmental protection of civil aircraft, and particularly, the leading edge high lift component for the aircraft plays a decisive role in the takeoff and landing performance of the aircraft. Leading edge high lift components typically include leading edge flaps, slats, trailing edge flaps, and the like, which improve the aerodynamic characteristics of the aircraft to obtain sufficient lift at low speeds during takeoff and landing phases of the aircraft, and thus their layout plays an important role in aircraft design.

A propulsion device mounted on an aircraft, commonly referred to as a power plant, comprises an engine block and a nacelle assembly adapted thereto, wherein the nacelle assembly comprises an air intake, a fan cowling, a thrust reverser, an exhaust nozzle, etc. These nacelle assemblies are mounted to the aircraft with the engine block, wherein the fan cowling and thrust reverser are typically coupled by hinges to an engine pylon disposed below the pylon of the engine wing to connect the nacelle assembly and the engine block therein to the fuselage of the aircraft.

However, the continuity of the leading edge high lift components is thereby interrupted due to the engine hangoff disposed under the hangar of the engine wing. Because the leading edge high lift component can effectively slow down the airflow separation on the upper surface of the wing, when the continuity of the leading edge high lift component is interrupted by the engine hanger, the airflow separation can be generated on the airflow flow of the upper surface on the inner side of the wing, namely, the airflow separation can be generated on the upper surface area of the wing corresponding to the engine hanger.

On the other hand, discontinuities are created in the leading edge high lift components due to engine hangings, which in turn results in a reduction in the lift coefficient.

The aerodynamic characteristics of the aircraft are affected by the above-mentioned factors, i.e. the separation of the air flow and the reduction of the lift coefficient. In order to eliminate discontinuity caused by engine suspension, currently, a suspension inside trim or a part of a Krueger flap is generally adopted to realize the continuity of a leading edge high lift component and reduce the influence of the engine suspension on aerodynamic characteristics. However, the improvement effect is not significant in practical use.

Therefore, in a chinese invention patent CN102642623B filed by the institute of design of seian aircraft of china airline industry group company on 5, 11/2012, a cargo plane with flying wing layout with an externally hung cargo hold is proposed. The invention adopts the inverted gull-shaped wing, the engine is arranged at the concave part of the upper surface of the inverted gull-shaped wing, and the short take-off is realized by combining the slipstream effect of the engine with the conventional slat, thereby avoiding the adverse effect of the suspension of the engine on the aerodynamic characteristic.

However, such leading edge high lift arrangements are generally suitable for use with lower speed cargo aircraft. This is not suitable for larger passenger aircraft with higher speeds.

To this end, it is desirable to design a new leading edge high lift arrangement that reduces flow separation inside the wing, eliminating discontinuities in the leading edge high lift components, and thereby improving the aerodynamic characteristics of the aircraft.

Disclosure of Invention

It is an object of the present invention to provide a leading edge high lift arrangement for an aircraft that reduces flow separation inboard of the wing, eliminating discontinuities in the leading edge high lift components, and thereby improving the aerodynamic characteristics of the aircraft.

The invention discloses a leading edge high lift layout for an aircraft, which comprises leading edge slats arranged on the leading edge of a wing of the aircraft, wherein the leading edge slats are interrupted by an engine hanger equipped with a propelling device and are divided into inner side slats close to a fuselage of the aircraft and outer side slats far away from the fuselage of the aircraft. The leading-edge slat further comprises a hanging slat arranged at the intersection of the wing leading edge of the aircraft and the engine hanging, wherein the inner side slat, the outer side slat and the hanging slat positioned between the inner side slat and the outer side slat jointly form a leading-edge high-lift component with continuity.

In the above-described solutions, the term "inboard slat" refers to the portion of the two-part slat that is interrupted by the engine pylon that is closer to the aircraft fuselage, while the term "outboard slat" refers to the portion of the two-part slat that is interrupted by the engine pylon that is further from the aircraft fuselage.

The technical feature "at the intersection of the leading edge of the wing of the aircraft and the engine pylon" refers to the location where the engine pylon intersects the leading edge of the wing along its length as viewed from above. In practice, this position is between the inboard and outboard slats.

In a preferred embodiment, the hanging slat may be shaped to have the same shape as the inboard and outboard slats.

The term "identically shaped" means that when the inboard, outboard and suspended slats are all stowed on the leading edge of the wing, the surface shapes of the three are substantially continuous or do not form an abrupt contour at a point.

In yet another preferred embodiment, the hanging slat may be designed to be 600mm to 2000mm in the spanwise length of the wing.

In another preferred embodiment, the length of the chord length of the hanging slat in the incoming airflow direction can be designed to be 300mm to 800 mm.

In a further preferred embodiment, the forward extension of the suspended slat may be designed to be 100mm to 300 mm.

In yet another preferred embodiment, the direction of motion of the suspended slat may be perpendicular to the leading edge direction of the wing.

In another preferred embodiment, the slat may form a gap of predetermined width with the wing during movement.

In the above embodiment, the predetermined width may be designed to be 1mm to 200 mm.

The leading edge high lift arrangement for an aircraft according to the invention enables the following advantages to be obtained:

the invention obtains the continuity of each leading edge high-lift component (namely an inner side slat, a hanging slat and an outer side slat) by adding the hanging slat at the corresponding wing part of the hanging part of the engine, weakens the airflow separation at the inner side of the wing caused by the hanging of the engine, improves the lift coefficient and improves the aerodynamic characteristics of the aircraft.

Compared with the existing leading edge lift-increasing layout, the invention can avoid the leading edge lift-increasing discontinuity caused by engine hanging to a certain extent, and simultaneously control the airflow separation at the inner side of the wing, thereby generating favorable effect on the aerodynamic characteristics of the aircraft.

Drawings

To further illustrate the technical effect of the leading edge high lift arrangement for an aircraft according to the invention, the invention will be described in detail below with reference to the accompanying drawings and specific embodiments, in which:

FIG. 1 is a schematic illustration of a leading edge high lift layout for an aircraft according to the present disclosure;

FIG. 2 is a side view of a slat hanger at the engine hanger;

FIG. 3 is a top view of a hanging slat located at the engine hanger; and

FIG. 4 illustrates the gap between the slat and fixed wing at the engine pylon.

Reference numerals

1 fixed wing

2 advancing device

3 Engine hanger

4 leading-edge slat

4a inside slat

4b outside slat

4c hanging slat

5 gap

Detailed Description

The following describes a specific configuration and technical effects of a leading edge high lift arrangement for an aircraft according to the invention with reference to the accompanying drawings.

It should be understood that the embodiments described herein cover only a portion of the embodiments of the invention, and not all embodiments. All other embodiments, which can be obtained by a person skilled in the art without inventive step based on the embodiments described in the description, are within the scope of protection of the present invention.

Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The terms "comprising" and "having," and any variations thereof, in the description and claims of the present invention and the description of the above figures are intended to cover non-exclusive inclusions. As used in the examples of the present invention and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.

It is to be understood that, in describing the present invention, the terms "length," "span," "chord," "inboard," "outboard," "front," "rear," and the like are used in the orientation or positional relationship shown in the drawings for ease of description and simplicity of description, and do not indicate or imply that the device or element being referred to must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting.

FIG. 1 is a schematic illustration of a high lift leading edge layout for an aircraft according to the present invention, and FIGS. 2 and 3 are side and top views, respectively, of a slat pylon at an engine pylon.

As shown in fig. 1, reference numeral "1" shows a portion of a wing of an aircraft. The wing 1 is one of the important parts of an aircraft, which is mounted on the fuselage, and the main function is to generate lift, which together with the tail wing provides good stability and maneuverability.

The propulsion device 2 is generally referred to as a power plant and, as previously mentioned, comprises an engine block and a nacelle assembly adapted thereto, wherein the nacelle assembly comprises an air intake, a fan cowling, a thrust reverser, an exhaust nozzle, etc. These nacelle assemblies are mounted to the aircraft with the engine block, wherein the fan cowls and thrust reversers are typically connected by means of hinges to an engine pylon 3, and the engine pylon 3 is disposed beneath the hangar wing 1 of the engine wing, thereby coupling the nacelle assembly and the engine block therein to the fuselage of the aircraft. Since the structures of the propulsion device 2 and the engine hanger 3 and their coupling relationship are not the gist of the present invention, a detailed description thereof will be omitted herein.

The slat 4 is one of leading-edge high-lift components, and is an important component constituting a leading-edge high-lift layout. A leading-edge slat 4 is mounted at the movable airfoil of the wing leading-edge. When the wing surface is opened, the leading-edge slat 4 is pushed forwards to form a gap with the wing 1, airflow below the wing 1 flows to the upper surface through the gap, the speed of the airflow on the upper wing surface is increased, the separation of airflow layers is delayed, the lift coefficient is improved, and the stall speed is reduced. Slats 4 are generally only active during high angle of attack and low speed flight. When the aircraft is flying at high speeds, the slats 4 are typically retracted to reduce aerodynamic drag.

Since the nacelle assembly and the engine block therein are coupled to the fuselage of the aircraft by means of the engine pylon 3, the engine pylon 3 thus interrupts the continuity of the high-lift components, i.e. the slats 4. That is, the engine mount 3 divides the slat 4 into two parts.

For ease of illustration, the present application refers to these two portions of the leading-edge slat as the "inboard slat" and the "outboard slat," respectively, where the "inboard slat" refers to the portion of the leading-edge slat that is closer to the aircraft fuselage, and the "outboard slat" refers to the portion of the leading-edge slat that is further from the aircraft fuselage. As shown in FIG. 1, because the fuselage of the aircraft (not shown) is located on the right side of FIG. 1, the leading-edge slats 4 located to the left of the engine pylon 3 are defined as "outboard slats" 4b, while the leading-edge slats 4 located to the right of the engine pylon 3 are defined as "inboard slats" 4 a. Of course, the positions of the inboard and outboard slats 4a, 4b will vary as the position of the fuselage of the aircraft varies.

As shown in fig. 1, the high lift leading-edge layout for an aircraft according to the invention comprises a leading-edge slat 4 arranged at the leading edge of the wing 1 of the aircraft, which leading-edge slat 4 is interrupted by an engine pylon 3 fitted with a propulsion device 2 and is divided into an inner slat 4a close to the fuselage of the aircraft and an outer slat 4b remote from the fuselage of the aircraft. In addition, the leading-edge slat 4 further includes a hanging slat 4c disposed at the intersection of the leading edge of the wing 1 of the aircraft and the engine hanger 3, and the inner slat 4a, the outer slat 4b, and the hanging slat 4c located between the inner slat 4a and the outer slat 4b together constitute a leading-edge high lift component having continuity in the span direction of the wing 1.

The above feature "at the intersection of the leading edge of the aircraft and the engine pylon" refers to the location where the engine pylon intersects the leading edge of the aircraft along its length as viewed from above, and the location of this intersection will be understood by those skilled in the art in conjunction with FIG. 4. In practice, this position is between the inboard and outboard slats.

In a preferred embodiment, the leading edge high lift component with continuity in the spanwise direction of the wing 1 comprises: an inboard slat 4a, an outboard slat 4b, and a hanging slat 4c shaped to have the same shape as the inboard slat 4a and the outboard slat 4 b.

Here, the phrase "having the same shape" means that when the inner slat 4a, the outer slat 4b, and the hanging slat 4c are all folded on the leading edge of the wing 1, the surface shapes of the three are substantially continuous, or abrupt contours are not formed at a certain point, except for the gaps formed between the inner slat 4a and the hanging slat 4c and between the hanging slat 4c and the outer slat 4b, and therefore, the airflow passing through the leading-edge slat 4 is not affected.

When the hanging slat 4c is in the open state, it can form a new leading edge high lift layout with the fixed wing. The hanging slat 4c is additionally arranged at the engine hanging part 3, so that the phenomenon of flow separation of airflow on the upper surface of the wing 1 can be effectively improved. The lift coefficient is substantially increased by 0.5% as estimated by simulation tests of the inventor, while the stall angle of attack is retarded by 1 ° to 2 °.

It can be seen that the core technical idea of the invention is as follows: by providing the hanging slat 4c in the region of the wing 1 corresponding to the engine hanger 3, the continuity of the leading edge high lift component is restored. The leading edge high lift layout obtained by the technical concept realizes the continuity of the leading edge high lift components by adding the hanging slat 4c at the engine hanging part 3, thereby increasing the control capability of airflow flow separation at the inner side of the wing, reducing the flow separation area and further reducing the loss of aerodynamic characteristics caused by the discontinuity of the leading edge high lift components.

Compared with the existing leading edge lift-increasing layout, the invention can avoid the leading edge lift-increasing discontinuity caused by engine hanging to a certain extent, and simultaneously control the airflow separation at the inner side of the wing, thereby generating favorable effect on the aerodynamic characteristics of the aircraft.

In one example of a leading edge high lift layout according to the present invention, a slat 4c may be designed to be 600mm to 2000mm in the spanwise length of the wing 1, as shown in fig. 1. Of course, it will be readily understood by those skilled in the art that other length ranges for the span-wise length are also within the scope of the present invention.

In another example of the leading edge high lift layout according to the present invention, as shown in fig. 1, the length of the chord length of the slat 4c in the incoming flow direction of the airflow may be designed to be 300mm to 800 mm. Of course, other length ranges for the chord length should be within the scope of the present invention, as would be readily understood by one of ordinary skill in the art.

In yet another example of the leading edge high lift layout according to the present invention, as shown in fig. 2, the forward extension of the slat 4c may be designed to be 100mm to 300 mm. Of course, it will be readily understood by those skilled in the art that other ranges of protrusion should fall within the scope of the present invention.

In yet another example of a leading-edge high lift arrangement according to the invention, the direction of movement of the hanging slat 4c may be designed to be perpendicular to the leading-edge direction of the wing 1.

FIG. 4 illustrates the gap between the slat and fixed wing at the engine pylon. In a further example of a high lift leading edge arrangement according to the invention, as shown in fig. 4, a gap 5 of a predetermined width is formed between the hanging slat 4c and the wing 1, in particular the fixed wing, during the movement of the hanging slat 4c, wherein the predetermined width of the gap 5 is designed to be 1mm to 200 mm. Of course, it will be readily understood by those skilled in the art that other width ranges of the slit 5 should fall within the scope of the present invention.

While the above description of a leading edge high lift arrangement for an aircraft has been described in connection with the preferred embodiment and the accompanying drawings, it is to be understood by those skilled in the art that the above examples are intended to be illustrative only and are not intended to be limiting. Therefore, modifications and variations of the present invention may be made within the true spirit and scope of the claims, and these modifications and variations are intended to fall within the scope of the claims of the present invention.