WO2004092009A1 - Ensemble aile capable d'augmenter la portance et l'angle de decrochage - Google Patents

Ensemble aile capable d'augmenter la portance et l'angle de decrochage Download PDF

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Publication number
WO2004092009A1
WO2004092009A1 PCT/CN2003/001035 CN0301035W WO2004092009A1 WO 2004092009 A1 WO2004092009 A1 WO 2004092009A1 CN 0301035 W CN0301035 W CN 0301035W WO 2004092009 A1 WO2004092009 A1 WO 2004092009A1
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WO
WIPO (PCT)
Prior art keywords
wing
canopy
angle
stall
lift
Prior art date
Application number
PCT/CN2003/001035
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English (en)
Chinese (zh)
Inventor
Shangxiang Zhu
Original Assignee
Shangxiang Zhu
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Shangxiang Zhu filed Critical Shangxiang Zhu
Priority to AU2003289606A priority Critical patent/AU2003289606A1/en
Publication of WO2004092009A1 publication Critical patent/WO2004092009A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C3/00—Wings
    • B64C3/38—Adjustment of complete wings or parts thereof
    • B64C3/54—Varying in area

Definitions

  • the present invention relates to aeronautical technology, and more particularly, to a canopy wing that can be used in an aircraft to increase lift and stall angle of attack.
  • the prior art lifting devices are mainly as follows:
  • the most common devices are various types of flaps, including slotted flaps in the early stages of aircraft development, and Fuller flaps and Kruger flaps, which were later invented in succession.
  • Fuller flaps are flaps mounted on the trailing edge of the wing.
  • Kruger flaps are flaps mounted on the leading edge of the wing.
  • the vortex generator device is used to change the laminar flow field to a turbulent flow field at the leading edge or upper airfoil of the wing, so that the airflow on the upper airfoil can obtain greater kinetic energy, realize delayed separation and maximize the lift coefficient.
  • Increased desire But in fact, it did not work as expected, because the result of this increase was to pay a lot of resistance for the price, and this effect
  • the technical problem to be solved by the present invention is that the invention is to find a new way to address the shortcomings in the search for increasing methods, and proposes a new measure that is completely different from the currently used methods in order to obtain a large Good aerodynamic characteristics to improve lift and retard stall.
  • the technical solution adopted by the present invention to solve its technical problems is:
  • the invention adopts a canopy wing, which adopts a sheet structure called a canopy wing, which is installed above the upper wing surface of the wing, and approaches without touching the upper wing. Face, as if a awning covered the upper surface of the wing. Because an airflow channel is formed between the wing and the upper surface of the wing, the airflow from the far front to the upper wing surface is restricted, so that the airflow above the faster wing surface is concentrated under the wing In the channel. Compared with the flow situation where no wing exists, the kinetic energy of the airflow flowing through the upper surface of the wing is greater, so that the airflow divergence point is moved to the rear greatly.
  • the lift coefficient is increased (including the linear segment).
  • the stall angle of attack is greatly increased, so that the maximum lift coefficient is increased, and the purpose of a substantial increase is achieved. It is worth noting that after the use of the wing, the original laminar flow was not converted into a turbulent surface layer, but the laminar flow was maintained. At the same time, the thickness of the canopy wing is small, so the resistance does not increase much, and the lift-drag ratio remains within a reasonable range. Because the canopy is just a thin wing with the same or similar curvature to the upper wing surface, the type resistance is very small, but the frictional resistance is increased. This is the only price, compared with a substantial increase in lift and stall angle of attack.
  • the structure of the canopy wing requires great rigidity, and it is necessary to choose a suitable lightweight and rigid material. From the structural design, it can be considered that the canopy wing is made into an ultra-thin airfoil with a reinforcing rib and a streamlined shape. Fortunately, the force of the wing It is a force type of simply supported beam, which is beneficial to structural design and process manufacturing. In order to further increase the stall angle of attack, another oblique wing structure is proposed. This structure is aerodynamically different from the top-mounted monolithic canopy. However, it can also make the air flow separation point move backward greatly, and the increase of the stall angle of attack greatly exceeds the increase of the stall angle of attack of the combined wing of the top wing. BRIEF DESCRIPTION OF THE DRAWINGS
  • FIG. 1 is a schematic diagram of an upper-mounted canopy wing installed on the wing.
  • Fig. 2 is a schematic diagram of an inclined canopy wing installed on the wing.
  • Figure 3 is a wind tunnel test curve using NACA23012 airfoil as the basic wing and fuselage combination.
  • Fig. 4 is a schematic diagram of another embodiment in which the leading edge of the wing can be deflected downward.
  • Fig. 5 is a schematic diagram of the air flow along the wing section after the canopy wing is installed.
  • Fig. 6 is a first embodiment of the present invention: an upper canopy aircraft.
  • Fig. 7 is another embodiment of the present invention: an inclined canopy aircraft.
  • FIG. 8 is a schematic diagram of the relative positions of the canopy wing and the main wing of the present invention.
  • the canopy wing 1 is located above the upper wing surface 3 of the wing 2.
  • the leading and trailing edges of the wing and the wing are parallel to each other along the wingspan, but along the chord direction, the distance between the lower surface of the wing and the upper surface of the wing is not necessarily equal.
  • 3 ⁇ 4 is the relative height of the leading edge of the wing and the wing.
  • ⁇ 3 ⁇ 4 the wing has a mounting angle ⁇ relative to the wing.
  • the angle ⁇ is the angle between the line connecting the leading and trailing edges of the wing and the wing chord.
  • the change in ⁇ (usually a positive value) is achieved by changing 3 ⁇ 4 (fixed).
  • the size of 3 ⁇ 4 will affect the effect of increasing this device. Calculations, analysis and wind tunnel tests have shown that: The value must be carefully selected. It cannot be too small or too large. Too small, it may hinder the flow of air flow between the wing and the upper airfoil, and the lifting effect is not good. Too big will make the structure difficult. It will also reduce the efficiency fruit. It must be optimized experimentally to determine an optimal value. Preliminary wind tunnel tests have shown that the minimum value is approximately 10% of the wing aerodynamic chord length.
  • the curvature of the upper airfoil 3 must be taken into consideration, and the hinges 9 and 10 should ensure that the inclined wing 5 and 6 can be smoothly opened and retracted.
  • One end of the inclined canopy wings 5 and 6 shown in FIG. 2 is connected to the upper wing surface of the wing 2, and the other end is separated from the upper wing surface by a certain distance. This distance determines the upper anti-angle ⁇ between the inclined wing and the wing.
  • the inclined wing When using the inclined wing, if it is used for low-speed aircraft, it can be fixed and not retracted. That is, the wing is opened during the entire flight. This approach greatly simplifies the structure. When used in supersonic aircraft, it should be designed as a retractable inclined wing. When it is not necessary to use the wing, the wing 5 and 6 should be retracted by using a hydraulic mechanism or other transmission device, and placed in the square grooves 7 and 8 in the wing, which fully fits the upper wing surface of the wing. Maintain a complete single wing profile.
  • FIG. 3 is a result of a wind tunnel test performed to compare the raising effect of the wing. It mainly shows the change of lift and stall angle of attack in three cases.
  • the wind tunnel test model used is based on the NACA23012 airfoil, mounted on a cylindrical fuselage, and the fuselage head has an oval shape.
  • the result given is the aerodynamic characteristics of a "wing-in-body" assembly.
  • curve 12 is the change in the lift coefficient of the base structure 15 with the angle of attack
  • the stall angle of attack is about 12 °
  • the maximum lift coefficient is about 0.94.
  • Curve 13 is the lift characteristic curve of the "wing-one" combined body 16 after the upper-type canopy is installed.
  • the stall angle of attack is approximately 20 °.
  • the maximum lift coefficient is approximately 1.6.
  • Curve 14 is the lift characteristic curve of the "wing-in-body" combination 17 after the inclined wing is installed. 4 ⁇ Stall angle of attack of 30 degrees or more (due to conditions, no test greater than 30 ° angle of attack.)
  • the maximum lift coefficient is about 1.4.
  • the interesting phenomenon is that in this form of inclined canopy wing, the lift characteristics are basically unchanged after installing the inclined canopy in a linear range smaller than the stall angle of attack.
  • the above experimental results are limited to 1 / 2-2 Canopy wings on / 3 wingspan. (Note: Resistance and thrust moment characteristics Also unchanged. (Not shown in the figure) Compared with the existing lifting technology, the effect of increasing the maximum lift coefficient and the stall angle of attack of the present invention is greatly ahead.
  • FIG. 4 shows another form of the upper wing: The front edge portion 18 of the wing can be deflected downward. This type of increase effect was tested in a wind tunnel test, and it was found that a downward deflection of 18 would increase the stall angle of attack to 25 °, but the maximum lift coefficient was slightly reduced.
  • Figure 4 also shows that the trailing edge portion 23 of the wing flap can also be deflected downward.
  • FIG. 5 shows a two-dimensional flow picture of the airfoil, with the airfoil 1 placed above the airfoil surface of the airfoil section 11.
  • Zone 1 is located below the lower airfoil of the basic airfoil, and its flow is basically the same as when the wing is not installed. Because the lower airfoil has less curvature and is flat, the air velocity is slower and the pressure is greater.
  • Zone 3 is located between the upper surface of the base airfoil and the lower surface of the wing, forming a duct. Air flows into this area to be further accelerated. The accelerated airflow cannot pass through the wing to the outside, thus maintaining a relatively The large kinetic energy delays the separation of the airflow. Due to the high flow velocity, the pressure in zone 2 is lower than in zone 1.
  • Zone 2 leads to the free flow field above the upper surface of the wing. Because the curvature of the wing is basically the same as the basic airfoil, but larger than the lower wing surface, the airflow is accelerated, and the pressure is relatively low. Because the wing is located between the two low-pressure zones 2 and 3, its force depends on The pressure difference between these two zones. We expect that the faster the flow speed in zone 3, the better and the pressure will become smaller. The airflow is also accelerated when it passes around the wing to Zone 2. It may be faster than Zone 3 and the pressure is very small. It can be inferred that the pressure difference between Zone 3 and Zone 2 is much smaller than Zone 1 and Zone 3. Therefore, the direct force of the wing will not be too great.
  • FIG. 6 is an embodiment of the upper canopy wing.
  • the canopy wings 1 and 13 are placed above the upper wing surfaces of the left and right wings 2 and 14.
  • 19 is the front support rod of the transmission device that pushes and retracts the wing. There can be several. Keep all front poles at the same height when pushing out.
  • the height of the front support rod protruding from the upper airfoil is adjustable.
  • 20 is similar to 19, it is the rear support.
  • the installation angle of the canopy wing with respect to the wing can be achieved by adjusting the protruding height of the front support rod 19.
  • 12 is any kind of aircraft, but also other transportation machinery in the atmosphere or water. Fig.
  • the canopy wings 5, 6, 15 and 16 are placed obliquely on the upper surface of the wing at an upside-down angle.
  • the canopy wing can be stowed and stretched.
  • the tilting canopy can be opened and retracted through a known transmission mechanism to push out or retract the actuator cylinder rod 21. It can also be used in current aircraft.
  • the way of launching the hydraulic actuating mechanism of the spoiler is to realize the retracting of the inclined wing. When retracting, store the wing in the square grooves 7, 8, 17, and 22 on the surface of the wing, so that it fits perfectly with the upper surface of the wing, keeping the original First base airfoil profile.
  • the geometry of the wing and the relative position of the wing and the main wing are not limited to those shown in the implementation forces listed in the above description.
  • the following situations will occur: From the perspective of a certain profile airfoil, the starting point of the leading edge of the canopy wing can be located at a position later than the leading edge of the aerodynamic chord of the main wing; .
  • 23 is a wing on the wing.
  • the wing of the larger aircraft can be divided into several shorter segments adjacent to each other. These fragments of the wing are coordinated and synchronized to be operated and retracted through electrical or mechanical connections between electrical, hydraulic, or mechanical mechanisms to replace the entire wing.
  • This multi-structure form can be applied to parallel wing and inclined wing.
  • the wing is not limited to the application on the main wing, but can also be applied to the normal or duck-type horizontal stabilizer or full-motion control surface.
  • the application of the canopy is not limited to the two embodiments described above.
  • the invention may include many uses, not limited to various aircraft, may be a recovery device for spacecraft returning to the ground, may be a ground effect aircraft, or may be a machine moving in water or any other fluid. Utilizing the good high angle of attack characteristics of the inclined wing to design the anti-rotation device will greatly increase the safety of the aircraft.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)

Abstract

La présente invention concerne un ensemble aile possédant une structure de feuille qui permet d'augmenter la portance et l'angle de décrochage. La structure de feuille de l'invention se place au-dessus de l'aile ou s'incline vers le haut. La feuille supérieure peut pivoter avec le bord de fuite de l'aile. Le dièdre latéral négatif de la feuille oblique peut également varier. La feuille peut être relâchée ou rétractée et sa configuration peut être modifiée selon les besoins. Un canal est formé entre la feuille et la surface supérieure de l'aile, dans lequel le débit d'air est accéléré et possède une grande énergie cinétique, ce qui augmente significativement le coefficient de portance et l'angle de décrochage maximaux. Avant optimisation, l'invention permet d'augmenter de plus de 70% le coefficient maximal de portance et de plus de 18 degrés l'angle de décrochage. Le principe de l'invention est novateur et la structure en est simple, ce qui permet de largement l'utiliser dans l'aviation civile et militaire et dans d'autres machines capables de se déplacer dans l'air.
PCT/CN2003/001035 2003-01-17 2003-12-04 Ensemble aile capable d'augmenter la portance et l'angle de decrochage WO2004092009A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2003289606A AU2003289606A1 (en) 2003-01-17 2003-12-04 A Wing ASSEMBLY CAPABLE OF INCREASIGN THE LIFT AND THE ANGLE OF STALL

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CNB021338620A CN100513256C (zh) 2003-01-17 2003-01-17 一种增加升力和失速迎角的篷翼
CN02133862.0 2003-01-17

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WO2004092009A1 true WO2004092009A1 (fr) 2004-10-28

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009006212A1 (de) * 2009-01-27 2010-09-23 Fritz Unger Verfahren zur Steigerung des Auftriebs von Tragflügeln
US8882470B2 (en) 2011-01-07 2014-11-11 Fritz Unger Rotor for a wind power generator

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9016637B2 (en) * 2012-02-10 2015-04-28 The Boeing Company High-positioned 3-position variable camber krueger
CN113968341B (zh) * 2021-12-08 2024-01-26 北京航空航天大学 一种使用仿生小翼的微型无人机

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2237254A (en) * 1989-10-25 1991-05-01 Richard Harry Barnard Secondary lifting surfaces using separated flow
CN2095830U (zh) * 1991-04-22 1992-02-12 林永克 空气螺旋桨
DE4140139A1 (de) * 1991-12-05 1993-06-09 Klaus Dipl.-Werkmeister 6600 Saarbruecken De Lellig Umsteuerbares flugzeug vom ein- zum doppeldecker
CN2186706Y (zh) * 1994-01-24 1995-01-04 南京理工大学 一种高升力捕涡机翼
US5772155A (en) * 1996-06-01 1998-06-30 Nowak; Dieter K. Aircraft wing flaps

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2237254A (en) * 1989-10-25 1991-05-01 Richard Harry Barnard Secondary lifting surfaces using separated flow
CN2095830U (zh) * 1991-04-22 1992-02-12 林永克 空气螺旋桨
DE4140139A1 (de) * 1991-12-05 1993-06-09 Klaus Dipl.-Werkmeister 6600 Saarbruecken De Lellig Umsteuerbares flugzeug vom ein- zum doppeldecker
CN2186706Y (zh) * 1994-01-24 1995-01-04 南京理工大学 一种高升力捕涡机翼
US5772155A (en) * 1996-06-01 1998-06-30 Nowak; Dieter K. Aircraft wing flaps

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009006212A1 (de) * 2009-01-27 2010-09-23 Fritz Unger Verfahren zur Steigerung des Auftriebs von Tragflügeln
US8882470B2 (en) 2011-01-07 2014-11-11 Fritz Unger Rotor for a wind power generator

Also Published As

Publication number Publication date
CN100513256C (zh) 2009-07-15
CN1517269A (zh) 2004-08-04
AU2003289606A1 (en) 2004-11-04

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