阅读说明：本技术 一种机翼增升系统 (Wing high lift system ) 是由 王家启 于 2021-09-21 设计创作，主要内容包括：本发明属于航空飞行器设计技术,涉及在飞行器上使用的低速状态时机翼的增升技术系统。一种机翼增升系统,包括机翼,所述机翼具有机翼中段(36)及设置在机翼中段(36)后方的后缘襟翼(40),其特征在于,所述机翼中段(36)上设置有引气喷管(37),所述引气喷管(37)朝向所述后缘襟翼(40),且所述后缘襟翼(40)位于由所述引气喷管(37)产生的喷流所形成的高速喷流区域内,所述引气喷管(37)通过引气管道(34)连接至发动机外涵道(31),所述引气管道(34)上具有引气控制活门(35)。本申请是一款飞行器上使用的低速状态时机翼的增升系统,它利用利用布置在发动机外涵道内的引气口,将喷气发动机外涵内的部分高压气流通过引气管道导入布置在襟翼缝隙前的引气喷口,其高压空气在襟翼缝隙内形成高速气流,高速气流流过襟翼的上下表面附近,使其襟翼获得较大的绝对升力,从而提高低速状态下的机翼升力。(The invention belongs to the design technology of an aviation aircraft, and relates to a high lift technical system of a wing used on the aircraft in a low-speed state. The utility model provides a wing lift-rising system, includes the wing, the wing has wing middle section (36) and sets up trailing edge flap (40) at wing middle section (36) rear, its characterized in that, be provided with bleed nozzle (37) on wing middle section (36), bleed nozzle (37) orientation trailing edge flap (40), just trailing edge flap (40) be located by the high-speed jet area that the efflux that bleed nozzle (37) produced formed, bleed nozzle (37) are connected to engine outer duct (31) through bleed pipeline (34), bleed control flap (35) have on bleed pipeline (34). The high-lift system of the wing in the low-speed state used on the aircraft is characterized in that a bleed port arranged in an engine outer duct is utilized to guide partial high-pressure airflow in the jet engine outer duct into a bleed nozzle arranged in front of a wing flap gap through a bleed pipeline, the high-pressure air forms high-speed airflow in the wing flap gap, and the high-speed airflow flows through the upper surface and the lower surface of the wing flap to enable the wing flap to obtain larger absolute lift force, so that the wing lift force in the low-speed state is improved.)

1. The utility model provides a wing lift-rising system, includes the wing, the wing has wing middle section (36) and sets up trailing edge flap (40) at wing middle section (36) rear, its characterized in that, be provided with bleed nozzle (37) on wing middle section (36), bleed nozzle (37) orientation trailing edge flap (40), just trailing edge flap (40) be located by the high-speed jet area that the efflux that bleed nozzle (37) produced formed, bleed nozzle (37) are connected to engine outer duct (31) through bleed pipeline (34), bleed control flap (35) have on bleed pipeline (34).

2. The wing lift system according to claim 1, characterized in that the mid-wing section (36) is connected to the engine by means of a nacelle pylon (33), the bleed nozzle (37) being arranged in the mid-wing section (36), the bleed duct (34) being formed in the nacelle pylon (33) or a passage being formed in the nacelle pylon (33) for passing through the bleed duct (34).

3. The wing lift augmentation system of claim 1, characterized in that the bleed air duct (34) has an extraducted bleed air port (32) which projects into the engine extraducted duct (31), the extraducted bleed air port (32) being rectangular.

4. The high lift system of claim 3, wherein the interface comprises an upper wall, a lower wall, a left wall, and a right wall, wherein the upper wall is formed by an upper bypass wall, the lower wall is formed by a portion of the interface extending into the outer engine bypass duct (31), the left wall and the right wall transition between the upper wall and the lower wall, and the transition between the left wall and the right wall is configured as a circular arc transition, and a leading edge portion of the left wall and the right wall is modified by a circular arc.

5. The wing high lift system of claim 3, characterized in that the inlet height of the bypass bleed port (32) into the engine bypass (31) is less than 1/2 of the height of the engine bypass (31) and the inlet width is less than 1.3 times the inlet height.

6. The wing lift augmentation system of claim 1, characterized in that the duct area of the bleed nozzles (37) extends expansively in the direction of the outlet, and the length of the bleed nozzles (37) is 2 times the thickness of the wing midsection in which the bleed nozzles (37) are installed.

7. The wing lift augmentation system of claim 1, characterized in that the bleed nozzles (37) comprise a plurality.

8. The wing lift-augmenting system according to claim 1, characterized in that the bleed nozzle (37) has bleed nozzles (38), the bleed nozzles (38) being substantially rectangular, the span-wise width of the bleed nozzles (38) being not less than 1/2 of the width of the trailing edge flap (40), the height of the bleed nozzles (38) being less than the wing thickness, the outlet normal of the bleed nozzles (38) being arranged with the same offset as the particular trailing edge flap (40).

9. The wing lift system according to claim 1, characterized in that a flap gap (39) is provided between the nozzle of the bleed nozzle (37) and the trailing edge flap (40).

10. The winglift system according to claim 1, characterized in that the width of the flap slot (39) is greater than or equal to 2 times the expansion height of the airflow generated by the nozzle causing the nozzle (37), or the width of the flap slot (39) is greater than 2 times the slot height of the flap slot (39).

Technical Field

The invention belongs to the design technology of an aviation aircraft, and relates to a high lift technical system of a wing used on the aircraft in a low-speed state.

Background

In order to delay the flow separation under a large angle of attack, and improve the lift coefficient of the wing and the lift coefficient of the wing in a low-speed state, a passive measure is commonly used in which a vortex generator arranged on the upper surface of the wing generates a vortex to increase the kinetic energy of the airflow on the surface of the wing. The most common active measures include: and a high lift system and a surface boundary layer separation control system are arranged at the front edge and the rear edge of the wing. Such as leading edge slat systems and trailing edge flap systems, which mainly achieve the wing lift-increasing effect by increasing the camber of the airfoil profile, and the main geometric parameters of the leading edge slat systems and the trailing edge flap systems include the parameters of the span length, chord length, slat width, deflection angle and the like of the front and trailing edge sub-wings. The boundary layer separation control system is that boundary layer suction/blowing holes or slits are arranged on the surface of the wing, the power source of the boundary layer separation control system also is the engine power system, but the boundary layer separation control system is adopted in a small amount due to the fact that the laying area is too large. In recent years, for wings under the layout of an improved wing-suspended nacelle, the proposed power lift-increasing system improves the pressure distribution of the lower surface of the wing trailing edge flap by utilizing the momentum interaction between the engine bypass airflow and the lower surface of the wing trailing edge flap, and the pressure distribution of the upper surface is normal pressure distribution and can also improve the lift force.

Disclosure of Invention

In order to solve the problems, the invention provides a jet flow lift-increasing system utilizing low-speed wings in order to greatly improve the lift characteristics of the low-speed wings under the layout of a wing-mounted nacelle. The high-pressure jet flow technology is utilized, low-speed high-pressure air in an outer duct of an engine is led into an air-entraining pipeline through an air-entraining port arranged in the outer duct, and is jetted out from a gap of a flap through an air-entraining nozzle to form local high-speed airflow, and the airflow flows through the upper surface and the lower surface of the flap to enable the flap to obtain larger absolute lift force, so that the wing lift force in a low-speed state is greatly improved, and the take-off performance of an airplane is obviously improved.

The wing high lift system is characterized in that a bleed air spray pipe is arranged on the middle section of the wing, the bleed air spray pipe faces towards the trailing edge flap, the trailing edge flap is located in a high-speed jet flow area formed by jet flow generated by the bleed air spray pipe, the bleed air spray pipe is connected to an engine outer duct through a bleed air pipeline, and a bleed air control valve is arranged on the bleed air pipeline.

Preferably, the middle section of the wing is connected to an engine through a nacelle pylon, the bleed nozzle is disposed in the middle section of the wing, and the bleed duct is formed in the nacelle pylon, or a passage for passing through the bleed duct is formed in the nacelle pylon.

Preferably, the bleed air duct has an outer duct bleed air port extending into the engine outer duct, and the outer duct bleed air port is rectangular.

Preferably, the interface includes an upper wall surface, a lower wall surface, a left wall surface and a right wall surface, wherein the upper wall surface is formed by an upper wall surface of the outer duct, the lower wall surface is formed by a portion of the interface extending into the outer duct of the engine, the left wall surface and the right wall surface are in transition between the upper wall surface and the lower wall surface, a transition section of the left wall surface and the right wall surface is in circular arc transition, and a front edge portion of the left wall surface and the right wall surface is modified in shape through a circular arc.

Preferably, the inlet height of the bypass bleed port extending into the engine bypass is less than 1/2 of the height of the engine bypass, and the inlet width is less than 1.3 times the inlet height.

Preferably, the area of the pipeline of the bleed air nozzle extends in an expanding manner towards the outlet, and the length of the bleed air nozzle is 2 times the thickness of the middle section of the wing where the bleed air nozzle is installed.

Preferably, the bleed air nozzle comprises a plurality of bleed air nozzles.

Preferably, the bleed nozzle has bleed nozzles which are substantially rectangular, have a spanwise width no less than 1/2 of the width of the trailing edge flap, have a height less than the wing thickness, and have an outlet normal arranged to be at the same offset as the particular trailing edge flap.

Preferably, a flap gap is provided between the nozzle of the bleed nozzle and the trailing edge flap.

Preferably, the width of the flap gap is greater than or equal to 2 times the height of the expansion of the airflow generated by the nozzle causing the nozzle, or the width of the flap gap is greater than 2 times the gap height of the flap gap.

The advantages of the present application include: in order to provide the low-speed takeoff performance of the airplane and greatly improve the lift coefficient of wings at low speed, the high-pressure jet flow technology is utilized, low-speed high-pressure air in an outer duct of an engine is led into an air-entraining pipeline through an air-entraining port arranged in the outer duct, and is ejected out in a flap gap through an air-entraining nozzle to form local high-speed airflow, and the airflow flows through the upper surface and the lower surface of a flap to enable the flap to obtain larger absolute lift, so that the wing lift at low speed is greatly improved, and the takeoff performance of the airplane is obviously improved.

Drawings

FIG. 1 is a schematic view of a high lift system for a wing of the present invention;

21-inlet of an air inlet, 22-engine fairing, 23-engine fan, 24-inner engine duct and 25-engine splitter; 31-an engine outer duct; 32-an extraducted bleed port, 33-a nacelle pylon, 34-a bleed duct, 35-a bleed control valve, 36-a wing middle section, 37-a bleed nozzle, 38-a bleed nozzle, 39-a flap gap, 40-a trailing edge flap; 41-nozzle orifice, 42-rear section of the nacelle, 43-outlet of main nozzle, 44-main nozzle, 45-core engine, 46-middle section of the nacelle, 47-front section of the nacelle.

Detailed Description

In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the accompanying drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are some, but not all embodiments of the present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application, and should not be construed as limiting the present application. All other embodiments obtained by a person of ordinary skill in the art without any inventive work based on the embodiments in the present application are within the scope of protection of the present application. Embodiments of the present application will be described in detail below with reference to the drawings.

The wing lift-increasing system shown in fig. 1 comprises a wing, the wing has a wing middle section 36 and a trailing edge flap 40 arranged behind the wing middle section 36, and is characterized in that a bleed nozzle 37 is arranged on the wing middle section 36, the bleed nozzle 37 faces the trailing edge flap 40, the trailing edge flap 40 is located in a high-speed jet area formed by jet flow generated by the bleed nozzle 37, the bleed nozzle 37 is connected to an engine bypass 31 through a bleed duct 34, and the bleed duct 34 has a bleed control flap 35 thereon.

In some possible embodiments, the mid-wing section 36 is connected to the engine by means of a nacelle pylon 33, the bleed nozzle 37 is arranged in the mid-wing section 36, the bleed air duct 34 is formed in the nacelle pylon 33, or a passage is formed in the nacelle pylon 33 for passing through the bleed air duct 34.

In some possible embodiments, the bleed air duct 34 has an overbank bleed air port 32 that extends into the engine overbank 31, the overbank bleed air port 32 being rectangular.

In some possible embodiments, the interface includes an upper wall, a lower wall, a left wall, and a right wall, wherein the upper wall is formed by an outer duct upper wall, the lower wall is formed by a portion of the interface extending into the engine outer duct 31, the left wall and the right wall transition between the upper wall and the lower wall, and a transition section of the left wall and the right wall is configured as an arc transition, and a leading edge portion of the left wall and the right wall is modified by an arc.

In some possible embodiments, the inlet height of the bypass bleed ports 32 into the engine bypass 31 is less than 1/2 the height of the engine bypass 31 and the inlet width is less than 1.3 times the inlet height.

In some possible embodiments, the duct area of the bleed nozzle 37 extends expansively in the direction of the outlet, and the length of the bleed nozzle 37 is 2 times the thickness at the midsection of the wing where the bleed nozzle 37 is mounted.

In some embodiments, the bleed nozzles 37 include a plurality of bleed nozzles that allow for greater bleed air initiation, and a plurality of bleed ducts that allow for location distribution, sufficient space deployment.

In some possible embodiments, the bleed nozzle 37 has bleed nozzles 38, the bleed nozzles 38 being generally rectangular, the span-wise width of the bleed nozzles 38 being no less than 1/2 of the width of the trailing edge flap 40, the height of the bleed nozzles 38 being less than the wing thickness, the outlet normal of the bleed nozzles 38 being set to the same offset as the particular trailing edge flap 40.

In some possible embodiments, the bleed nozzles 37 have a flap gap 39 between their nozzles and the trailing edge flaps 40.

In some possible embodiments, the width of the flap gap 39 is greater than or equal to 2 times the height of the expansion of the airflow generated by the nozzle causing the nozzle 37, or the width of the flap gap 39 is greater than 2 times the gap height of the flap gap 39.

The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.