CN205059998U - A high lift device for aircraft - Google Patents
A high lift device for aircraft Download PDFInfo
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- CN205059998U CN205059998U CN201520844268.3U CN201520844268U CN205059998U CN 205059998 U CN205059998 U CN 205059998U CN 201520844268 U CN201520844268 U CN 201520844268U CN 205059998 U CN205059998 U CN 205059998U
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- aircraft
- wing flap
- high lift
- wing
- lift device
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Abstract
The utility model provides a high lift device for aircraft, wherein, high lift device is including double slit wing flap (2) and aileron (3) that are located the trailing edge of wing (1) of aircraft, double slit wing flap (2) set up and are being close to fuselage (4) one side of aircraft, aileron (3) set up and are keeping away from fuselage (4) one side of aircraft. The utility model discloses an at the double slit wing flap and the combination of aileron that the trailing edge of aircraft wing set up, can solve high lift -rising and the lift -over contradiction between controlling, satisfy the characteristic requirement that the aircraft took off and land. The lift -rising effect of its two -stage formula slotted flap can be reachd and increased by 0.3 at 10 lift coefficient of the angle of attack, and the overall arrangement of double slit wing flap and aileron can provide certain horizontal steering control ability, can also cooperate differential tailplane to guarantee the requirement of the horizontal steering control ability of aircraft.
Description
Technical field
The utility model relates to a kind of structure member for increasing airplane ascensional force, especially a kind of high lift device for aircraft.
Background technology
Takeoff and landing require that aircraft aerodynamic arrangement can produce enough large lift, and the high-lift device of airplane of such as trailing edge flap and so on is the major part of lift-rising.Single seam trailing edge flap is similar to simple aileron shape, puts down and singly stitches trailing edge flap, be equivalent to change machine cross-sectional shapes, make wing more bending, its lift-rising limited efficiency, the less employing of high-speed aircraft.Double slit trailing edge flap improves on the basis of single seam trailing edge flap, has two seams, a fritter aerofoil in addition before wing flap, when therefore putting down and trailing edge form two and stitch.Put down double slotted flaps, form gap, lower surface high pressure draft between wing flap leading edge and trailing edge on the one hand, by gap high velocity stream to upper surface trailing edge, top airfoil boundary-layer air flow speed is strengthened, has delayed the separation of air-flow, improved maximum lift coefficient.On the other hand, put down double slotted flaps, make wing more bending, be also improved the effect of lift.So the lift-rising effectiveness comparison of double slotted flaps is good.
Utility model content
The technical problems to be solved in the utility model is to provide a kind of high lift device for aircraft of modified node method, to obtain good lift-rising effect.
For solving the problems of the technologies described above, the utility model proposes a kind of high lift device for aircraft, wherein, described high lift device comprises double slotted flaps and the aileron of the trailing edge of the wing being positioned at aircraft, described double slotted flaps is arranged on the fuselage side of contiguous described aircraft, and described aileron is arranged on the fuselage side away from described aircraft.
Preferably, described double slotted flaps comprises a first order wing flap and a second stage wing flap, and the trailing edge of the contiguous described wing of described first order wing flap is arranged, and between described second stage wing flap and the trailing edge of described wing.
Preferably, the profound length of described first order wing flap equals the half of the profound length of described second stage wing flap.
Preferably, the maximum gap of cracking between described first order wing flap and described second stage wing flap is 40mm ~ 50mm.
Preferably, the maximum angle that deflects down of the relatively described first order wing flap of described second stage wing flap is 25 degree.
Preferably, the maximum angle that upward deflects of the relatively described first order wing flap of described second stage wing flap is 0 degree.
The utility model passes through the combination of double slotted flaps and the aileron arranged at the trailing edge of aircraft wing, can solve the contradiction between high lift-rising and roll unloads, meet the characteristic requirements of takeoff and landing.The lift-rising effect of its two-stage type slotted flap can arrive and increase by 0.3 at the angle of attack 10 ° of lift coefficient; And the layout of double slotted flaps and aileron can provide certain lateral control control ability, differential tailplane can also be coordinated to ensure the requirement of the lateral control control ability of aircraft.
Accompanying drawing explanation
The following drawings is only intended to schematically illustrate the utility model and explain, does not limit scope of the present utility model.Wherein,
What Fig. 1 showed is the structural representation be applied to according to the high lift device for aircraft of a specific embodiment of the present utility model on aircraft;
Fig. 2 display be the structural representation of the high lift device for aircraft according to a specific embodiment of the present utility model.
Detailed description of the invention
In order to there be understanding clearly to technical characteristic of the present utility model, object and effect, now contrast accompanying drawing and detailed description of the invention of the present utility model is described.Wherein, identical parts adopt identical label.
As shown in Figure 1-2, the utility model provides a kind of high lift device for aircraft of modified node method, in order to obtain good lift-rising effect, wherein, Fig. 1 display is the structural representation be applied to according to the high lift device for aircraft of a specific embodiment of the present utility model on aircraft; Fig. 2 display be the structural representation of the high lift device for aircraft according to a specific embodiment of the present utility model.
As figure, high lift device of the present utility model comprises double slotted flaps 2 and the aileron 3 of the trailing edge of the wing 1 being positioned at aircraft, and described double slotted flaps 2 is arranged on fuselage 4 side of contiguous described aircraft, and described aileron 3 is arranged on fuselage 4 side away from described aircraft.In a specific embodiment, described double slotted flaps 2 comprises a first order wing flap 21 and a second stage wing flap 22, and the trailing edge of the contiguous described wing 1 of described first order wing flap 21 is arranged, and between described second stage wing flap 22 and the trailing edge of described wing 1.
Double slotted flaps of the present utility model is made up of firsts and seconds two sections, and see Fig. 2, second stage wing flap can exit backward while deflection, thus can increase chord length and the area of wing flap; By the deflection of first order wing flap, after ensure that double slotted flaps deflection, airfoil surface change is mild; Add air-flow through the first order wing flap of wing and double slotted flaps, between first order wing flap and the second stage wing flap gap acceleration after flow through second stage wing flap, slow down the burbling of second stage wing flap, this uses the larger degree of bias to improve lift with regard to allowing second stage wing flap.
In a preferred structural development of the present utility model, the profound length of described first order wing flap 21 equals the half of the profound length of described second stage wing flap 22.Further, the maximum gap of cracking between described first order wing flap 21 and described second stage wing flap 22 is 40mm ~ 50mm.
In operation, the second wing flap 22 is in down state, and the maximum angle that deflects down of the relatively described first order wing flap 21 of described second stage wing flap 22 can be 25 degree for the high lift device of above-mentioned modified node method.In addition, in the second wing flap 22 collapsed state, the maximum angle that upward deflects of the relatively described first order wing flap 21 of described second stage wing flap 22 is 0 degree, and namely in collapsed state, relative first wing flap 21 of the second wing flap 22 does not have angle.
The utility model, by arranging the combination of double slotted flaps and aileron at the trailing edge of aircraft wing, can solve the contradiction between high lift-rising and roll unloads, meets the characteristic requirements of takeoff and landing.The lift-rising effect of its two-stage type slotted flap can arrive and increase by 0.3 at the angle of attack 10 ° of lift coefficient; And the layout of double slotted flaps and aileron can provide certain lateral control control ability, differential tailplane can also be coordinated to ensure the requirement of the lateral control control ability of aircraft.
Although it will be appreciated by those skilled in the art that the utility model is described according to the mode of multiple embodiment, not each embodiment only comprises an independently technical scheme.So describe in specification sheets be only used to clear for the purpose of; specification sheets should integrally be understood by those skilled in the art, and regards technical scheme involved in each embodiment as the mode that mutually can be combined into different embodiment to understand protection domain of the present utility model.
The foregoing is only the schematic detailed description of the invention of the utility model, and be not used to limit scope of the present utility model.Any those skilled in the art, the equivalent variations done under the prerequisite not departing from design of the present utility model and principle, amendment and combination, all should belong to the scope of the utility model protection.
Claims (6)
1. the high lift device for aircraft, it is characterized in that, described high lift device comprises double slotted flaps (2) and the aileron (3) of the trailing edge of the wing (1) being positioned at aircraft, described double slotted flaps (2) is arranged on fuselage (4) side of contiguous described aircraft, and described aileron (3) is arranged on fuselage (4) side away from described aircraft.
2. as claimed in claim 1 for the high lift device of aircraft, it is characterized in that, described double slotted flaps (2) comprises a first order wing flap (21) and a second stage wing flap (22), the trailing edge of the contiguous described wing (1) of described first order wing flap (21) is arranged, and between the trailing edge being positioned at described second stage wing flap (22) and described wing (1).
3., as claimed in claim 2 for the high lift device of aircraft, it is characterized in that, the profound length of described first order wing flap (21) equals the half of the profound length of described second stage wing flap (22).
4., as claimed in claim 2 or claim 3 for the high lift device of aircraft, it is characterized in that, the maximum gap of cracking between described first order wing flap (21) and described second stage wing flap (22) is 40mm ~ 50mm.
5., as claimed in claim 2 or claim 3 for the high lift device of aircraft, it is characterized in that, the maximum angle that deflects down of the relatively described first order wing flap in described second stage wing flap (22) (21) is 25 degree.
6., as claimed in claim 2 or claim 3 for the high lift device of aircraft, it is characterized in that, the maximum angle that upward deflects of the relatively described first order wing flap in described second stage wing flap (22) (21) is 0 degree.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520844268.3U CN205059998U (en) | 2015-10-28 | 2015-10-28 | A high lift device for aircraft |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201520844268.3U CN205059998U (en) | 2015-10-28 | 2015-10-28 | A high lift device for aircraft |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN205059998U true CN205059998U (en) | 2016-03-02 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
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| CN201520844268.3U Expired - Fee Related CN205059998U (en) | 2015-10-28 | 2015-10-28 | A high lift device for aircraft |
Country Status (1)
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| CN (1) | CN205059998U (en) |
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103984804A (en) * | 2014-04-17 | 2014-08-13 | 中国航空工业集团公司沈阳飞机设计研究所 | Trial flight data-based method for correcting angle of attack of aircraft |
| RU2637150C1 (en) * | 2016-11-17 | 2017-11-30 | Федеральное государственное унитарное предприятие "Центральный аэрогидродинамический институт имени профессора Н.Е. Жуковского" (ФГУП "ЦАГИ") | Aerodynamic control surface |
| CN108891569A (en) * | 2018-07-02 | 2018-11-27 | 中国船舶科学研究中心（中国船舶重工集团公司第七0二研究所） | A kind of variable geometry type ship sail |
| CN112455655A (en) * | 2020-11-09 | 2021-03-09 | 中国航空工业集团公司沈阳飞机设计研究所 | Unmanned aerial vehicle control surface |
| CN112498661A (en) * | 2020-12-04 | 2021-03-16 | 中国航空工业集团公司沈阳飞机设计研究所 | Multifunctional control surface structure |
| RU2746534C1 (en) * | 2020-05-27 | 2021-04-15 | Федеральное государственное унитарное предприятие "Центральный аэрогидродинамический институт имени профессора Н.Е. Жуковского" (ФГУП "ЦАГИ") | The rudder of the aerodynamic surface of the aircraft |
| RU2749173C1 (en) * | 2020-10-13 | 2021-06-07 | Федеральное государственное унитарное предприятие "Центральный аэрогидродинамический институт имени профессора Н.Е. Жуковского" (ФГУП "ЦАГИ") | Aircraft rudder |
| RU2789424C1 (en) * | 2022-09-28 | 2023-02-02 | Федеральное автономное учреждение "Центральный аэрогидродинамический институт имени профессора Н.Е. Жуковского" (ФАУ "ЦАГИ") | Aerodynamic handlebar |
| CN115783241A (en) * | 2023-02-08 | 2023-03-14 | 中国空气动力研究与发展中心计算空气动力研究所 | Asynchronous deflection course control combined rudder control method of fusion body aircraft |
| CN115817795A (en) * | 2022-12-27 | 2023-03-21 | 江苏华阳重工股份有限公司 | High-performance flap rudder body |
-
2015
- 2015-10-28 CN CN201520844268.3U patent/CN205059998U/en not_active Expired - Fee Related
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN103984804A (en) * | 2014-04-17 | 2014-08-13 | 中国航空工业集团公司沈阳飞机设计研究所 | Trial flight data-based method for correcting angle of attack of aircraft |
| RU2637150C1 (en) * | 2016-11-17 | 2017-11-30 | Федеральное государственное унитарное предприятие "Центральный аэрогидродинамический институт имени профессора Н.Е. Жуковского" (ФГУП "ЦАГИ") | Aerodynamic control surface |
| CN108891569A (en) * | 2018-07-02 | 2018-11-27 | 中国船舶科学研究中心（中国船舶重工集团公司第七0二研究所） | A kind of variable geometry type ship sail |
| RU2746534C1 (en) * | 2020-05-27 | 2021-04-15 | Федеральное государственное унитарное предприятие "Центральный аэрогидродинамический институт имени профессора Н.Е. Жуковского" (ФГУП "ЦАГИ") | The rudder of the aerodynamic surface of the aircraft |
| RU2749173C1 (en) * | 2020-10-13 | 2021-06-07 | Федеральное государственное унитарное предприятие "Центральный аэрогидродинамический институт имени профессора Н.Е. Жуковского" (ФГУП "ЦАГИ") | Aircraft rudder |
| CN112455655A (en) * | 2020-11-09 | 2021-03-09 | 中国航空工业集团公司沈阳飞机设计研究所 | Unmanned aerial vehicle control surface |
| CN112455655B (en) * | 2020-11-09 | 2024-01-02 | 中国航空工业集团公司沈阳飞机设计研究所 | Unmanned aerial vehicle rudder surface |
| CN112498661A (en) * | 2020-12-04 | 2021-03-16 | 中国航空工业集团公司沈阳飞机设计研究所 | Multifunctional control surface structure |
| CN112498661B (en) * | 2020-12-04 | 2024-01-30 | 中国航空工业集团公司沈阳飞机设计研究所 | Multifunctional control surface structure |
| RU2789424C1 (en) * | 2022-09-28 | 2023-02-02 | Федеральное автономное учреждение "Центральный аэрогидродинамический институт имени профессора Н.Е. Жуковского" (ФАУ "ЦАГИ") | Aerodynamic handlebar |
| CN115817795A (en) * | 2022-12-27 | 2023-03-21 | 江苏华阳重工股份有限公司 | High-performance flap rudder body |
| CN115783241A (en) * | 2023-02-08 | 2023-03-14 | 中国空气动力研究与发展中心计算空气动力研究所 | Asynchronous deflection course control combined rudder control method of fusion body aircraft |
| CN115783241B (en) * | 2023-02-08 | 2023-05-16 | 中国空气动力研究与发展中心计算空气动力研究所 | Asynchronous deflection course control combined rudder control method of fusion aircraft |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20160302 Termination date: 20171028 |