CN118953666A

CN118953666A - A flow-controlled wing leading edge structure and wing

Info

Publication number: CN118953666A
Application number: CN202411237970.3A
Authority: CN
Inventors: 李艳; 王彪; 苏莹莉
Original assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Current assignee: Comac Shanghai Aircraft Design & Research Institute; Commercial Aircraft Corp of China Ltd
Priority date: 2024-09-04
Filing date: 2024-09-04
Publication date: 2024-11-15

Abstract

The present invention provides a wing leading edge structure and a wing for flow control. The leading edge structure comprises a guide rib. The guide rib has an inner side close to a fuselage and an outer side away from the fuselage. The inner side of the guide rib is protruding from the leading edge of the wing, and the outer side of the guide rib is tangent to the leading edge of the wing to achieve a smooth connection. The inner side of the guide rib and the outer side of the guide rib are connected by a curved surface or a plane that is inclined relative to the wing surface as a whole. The angle between the projection of the inner side of the guide rib on the wing surface and the leading edge of the wing is in the range of 30° to 120°.

Description

Flow control's wing leading edge structure and wing

Technical Field

The invention relates to an aircraft wing, in particular to a flow control wing leading edge structure and a wing.

Background

Wings act as the primary component of the aircraft contributing lift and play an important role in the overall aerodynamic characteristics of the aircraft. The wing comprises a basic wing with high-speed cruising characteristics and a high-lift device with low-speed lifting characteristics.

For a wing-suspended aircraft, the engine is connected to the wing by a pylon, which, due to the presence of the pylon, causes the wing leading edge slat to be discontinuous. The compact layout between the engine, pylon and wing (including slats) results in airflow congestion in this region during flight, combined with adverse lateral flow, which together produce detrimental aerodynamic effects. Under the working condition of a large attack angle, when the slat is unfolded, the upper wing surface area of the wing above the engine hanger can generate airflow separation, so that the lift coefficient is reduced, and the low-speed take-off and landing characteristics of the aircraft are affected.

Disclosure of Invention

The invention aims at providing a flow control wing leading edge structure and a wing, which can improve the maximum lift coefficient, the stall attack angle, delay stall and the stall characteristic.

The following presents a simplified summary of one or more aspects in order to provide a basic understanding of such aspects. This summary is not an extensive overview of all contemplated aspects, and is intended to neither identify key or critical elements of all aspects nor delineate the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that is presented later.

One of the embodiments of the present invention provides a flow control wing leading edge structure, the leading edge structure includes a guide rib, the guide rib has an inner side close to the fuselage and an outer side far from the fuselage, the inner side of the guide rib protrudes from the wing leading edge, the outer side of the guide rib is flush with the wing leading edge in the incoming flow direction; the inner side of the guide rib is connected with the outer side of the guide rib through a curved surface or a plane which is inclined relative to the wing surface of the wing integrally, and the included angle between the projection of the inner side of the guide rib on the wing surface of the wing and the front edge of the wing is 30-120 degrees.

In some embodiments, the projected length of the inside of the guide rib at the wing airfoil is greater than the projected length of the outside of the guide rib at the wing airfoil.

In some embodiments, the guide rib is disposed spaced apart from the slat in the incoming flow direction as the slat on the wing is inverted and deployed.

In some embodiments, when the slat on the wing is inverted and stowed, the slat protrudes from the wing leading edge, with the outside of the guide rib being recessed from the slat at the wing leading edge.

In some embodiments, the slats on the wing include an inner slat and an outer slat, the inner slat and the outer slat being disposed on respective inner and outer sides of the deflector rib; when the slats on the wing are turned over and retracted, the inner slats are flush with the inner sides of the guide ribs, and the outer slats are protruded relative to the outer sides of the guide ribs.

One embodiment of the invention also provides a wing, which comprises the wing leading edge structure, a slat and a hanger; the slat is arranged near the leading edge of the wing; the hanger is used for connecting with the engine, is connected with the lower airfoil surface of the wing, and extends outwards from the front edge of the wing; the guide rib is arranged at the front edge of the wing corresponding to the hanging position.

In some embodiments, the deflector rib is connected to or integrally formed with the wing.

According to the wing leading edge structure and the wing, under the low-speed wing configuration, the slat is unfolded, the guide rib forms the convex saw teeth relative to the wing leading edge, the convex saw teeth can effectively block cross flow, the generation of the cross flow is reduced or avoided, and the drag reduction effect is achieved. Meanwhile, the air flow blocked by the convex saw teeth can be guided along the inner side surface of the air flow guide rib to the wing surface, so that turbulent flow generated by impacting the wing surface is reduced or avoided, air flow separation generated by the wing surface is reduced, and the aerodynamic characteristics of the aircraft are improved. Under the high-speed wing configuration, the slat is retracted, the guide rib forms concave saw teeth relative to the slat, the concave saw teeth can effectively block cross flow, and the generation of the cross flow is reduced or avoided, so that the drag reduction effect is achieved. Meanwhile, the air flow blocked by the concave saw teeth can be guided to the wing surface along the outer side surface of the air flow guide rib, turbulence generated by impacting the wing surface is reduced or avoided, air flow separation generated by the wing surface is reduced, and the aerodynamic characteristics of the aircraft are improved.

Drawings

The above features and advantages of the present invention will be better understood after reading the detailed description of embodiments of the present disclosure in conjunction with the following drawings. In the drawings, the components are not necessarily to scale and components having similar related features or characteristics may have the same or similar reference numerals. Wherein:

FIG. 1 is a schematic view of a leading edge structure of a wing in a low speed configuration, according to some embodiments;

FIG. 2 is a schematic view of a wing leading edge structure in a high speed configuration, according to some embodiments;

FIG. 3A is a schematic illustration of a curved surface of a guide rib according to some embodiments;

FIG. 3B is a schematic illustration of a flow rib configuration according to some embodiments;

FIG. 4 is a schematic structural view of a wing in a low speed configuration shown in accordance with some embodiments;

FIG. 5 is a schematic structural view of a wing in a high speed configuration shown in accordance with some embodiments;

FIG. 6 is a flow chart of an airfoil of a wing employing a prior art leading edge structure;

FIG. 7 is an airflow chart of a wing airfoil according to some embodiments;

FIG. 8 is a graph of lift of a wing in a low speed configuration shown in accordance with some embodiments;

FIG. 9 is a graph of drag for a wing in a high speed configuration, according to some embodiments.

Detailed Description

The invention is described in detail below with reference to the drawings and the specific embodiments. It is noted that the aspects described below in connection with the drawings and the specific embodiments are merely exemplary and should not be construed as limiting the scope of the invention in any way.

It will be appreciated that "system," "apparatus," "unit" and/or "module" as used herein is one method for distinguishing between different components, elements, parts, portions or assemblies at different levels. However, if other words can achieve the same purpose, the words may be replaced by other expressions.

The embodiment of the specification provides a flow control wing leading edge structure, which comprises a flow guiding rib, wherein the flow guiding rib is provided with an inner side close to a fuselage and an outer side far away from the fuselage, the inner side of the flow guiding rib is protruded out of the wing leading edge, and the outer side of the flow guiding rib is flush with the wing leading edge in the incoming flow direction. The wing comprises a slat, when the slat is retracted, the slat is flush with the inner side of the guide rib and protrudes relative to the outer side of the guide rib, and at the moment, the guide rib forms concave saw teeth relative to the slat; when the slat is unfolded, the guide rib is arranged at intervals from the slat in the incoming flow direction, the inner side of the guide rib protrudes out of the front edge of the wing, the outer side of the guide rib is flush with the front edge of the wing, and at the moment, the guide rib forms convex saw teeth relative to the front edge of the wing.

Under the low-speed wing configuration, the slat is unfolded, the guide rib forms convex saw teeth relative to the front edge of the wing, the convex saw teeth can effectively block cross flow, and the generation of the cross flow is reduced or avoided, so that the drag reduction effect is achieved. Meanwhile, the air flow blocked by the convex saw teeth can be guided along the inner side surface of the air flow guide rib to the wing surface, so that turbulent flow generated by impacting the wing surface is reduced or avoided, air flow separation generated by the wing surface is reduced, and the aerodynamic characteristics of the aircraft are improved. Under the high-speed wing configuration, the slat is retracted, the guide rib forms concave saw teeth relative to the slat, the concave saw teeth can effectively block cross flow, and the generation of the cross flow is reduced or avoided, so that the drag reduction effect is achieved. Meanwhile, the air flow blocked by the concave saw teeth can be guided to the wing surface along the outer side surface of the air flow guide rib, turbulence generated by impacting the wing surface is reduced or avoided, air flow separation generated by the wing surface is reduced, and the aerodynamic characteristics of the aircraft are improved.

The flow guiding ribs are specifically described below with reference to the accompanying drawings.

FIG. 1 is a schematic view of a leading edge structure of a wing in a low speed configuration, according to some embodiments. FIG. 2 is a schematic view of a wing leading edge structure in a high speed configuration, according to some embodiments.

As shown in fig. 1 and 2, the wing leading edge 20 structure includes a deflector rib 10. The deflector rib 10 has an inner side 11 close to the fuselage and an outer side 12 remote from the fuselage. The inner side 11 of the guide rib protrudes from the wing leading edge 20, and the outer side 12 of the guide rib is flush with the wing leading edge 20 in the incoming flow direction (see fig. 1 and 2). The direction of the incoming air flow as used herein refers to the direction of the air flow. In some embodiments, the angle β between the projection of the inner side 11 of the guide rib on the airfoil surface of the airfoil and the leading edge 20 of the airfoil ranges from 30 ° to 120 °, such as 45 ° to 110 °, 60 ° to 100 °, 70 ° to 90 °, etc.

The inner side 11 of the guide rib is a smoothly curved or planar surface that connects to the airfoil surface of the wing. In some embodiments, the angle formed by the inner side 11 of the guide rib and the wing surface is in the range of 30-100 degrees. The outside 12 of the guide rib is an edge line which is connected with the wing surface of the wing.

In some embodiments, the inner side 11 of the guide rib and the outer side 12 of the guide rib are joined by a curved surface that is integrally sloped with respect to the airfoil of the wing. The curved surfaces of the inner side 11 of the guide rib and the outer side 12 of the guide rib are as shown in fig. 3A and 3B, and the curved surfaces taper from inside to outside. As shown in FIG. 3B, the curved surface shown in FIG. 3A is disposed against the leading edge 20 of the wing and extends to the upper wing surface and the lower wing surface of the wing. The front side and the rear side in the present specification refer to both sides along the direction of the incoming flow, and the direction from the front side to the rear side is the incoming flow direction. In some embodiments, the curved surface shown in FIG. 3A is tangential to the airfoil surface, providing a smooth connection, where the outside 12 of the guide rib may be considered the intersection of the curved surface with the airfoil surface.

In some embodiments, as shown in fig. 1, since the inner side 11 of the guide rib protrudes from the leading edge 20 of the wing, the outer side 12 of the guide rib is flush with the leading edge 20 of the wing in the incoming flow direction, and thus the projected length a of the inner side 11 of the guide rib on the wing surface of the wing is greater than the projected length b of the outer side 12 of the guide rib on the wing surface of the wing.

In some embodiments, the slat 30 is a movable wing that is reversible back and forth, where back and forth refers to back and forth in the direction of incoming flow (e.g., FIGS. 1 and 2).

In the low speed configuration of the aircraft, the slats 30 on the wing 100 are flipped open, as shown in fig. 1, with the deflector rib 10 disposed spaced apart from the slats 30 in the incoming flow direction. The inner side 11 of the guide rib and the inner side 11 of the guide rib form sharp angles protruding from the front edge 20 of the wing, and are convex saw teeth 13. The airflow along the incoming flow direction may generate a cross flow along the wing leading edge 20, and the cross flow is blocked by the convex saw teeth 13 formed by the flow guiding rib 10, so that the cross flow is prevented from continuing, and the drag reduction effect is achieved. Meanwhile, the blocked cross flow can be guided to the wing surface along the inner side 11 of the guide rib, and the turbulent flow generated by impacting the wing surface can be impacted.

In the high speed configuration of the aircraft, the slat 30 on the wing 100 is inverted and stowed, as shown in FIG. 2, with the slat 30 protruding from the wing leading edge 20 and the rib outer side 12 recessed from the slat 30 at the wing leading edge 20. At this time, the inner side 11 of the guide rib may protrude from the slat 30 or may be flush with the slat 30. The outer side 12 of the guide rib and the front side of the guide rib form sharp corners concave in the slat 30 and are concave saw teeth 14. The airflow along the incoming flow direction may generate a cross flow along the wing leading edge 20, and the cross flow is blocked by the concave saw teeth 14 formed by the flow guiding rib 10, so that the cross flow is prevented from continuing, and a drag reduction effect is achieved. Meanwhile, the blocked cross flow can be guided to the wing surface along the outer side 12 of the guide rib, and the turbulent flow generated by impacting the wing surface can be impacted. In some embodiments, when the slats 30 on the wing 100 are inverted to stow, a gap is provided between the outside 12 of the rib and the adjacent slat 30 to allow airflow therethrough.

In some embodiments, the slats 30 on the wing 100 include an inner slat 31 and an outer slat 32, with the inner slat 31 and the outer slat 32 being disposed on respective inner and outer sides of the rib 10. The slats 30 on the wing 100 are turned over and deployed, and the guide ribs 10 are disposed spaced apart from the inner slats 31 and the outer slats 32 in the direction of incoming flow. When the slats 30 on the wing 100 are turned over and retracted, the inner slats 31 are flush with the inner side 11 of the guide rib, and the outer slats 32 protrude relative to the outer side 12 of the guide rib to form concave serrations 14.

FIG. 4 is a schematic structural view of a wing in a low speed configuration shown in accordance with some embodiments. FIG. 5 is a schematic structural view of a wing in a high speed configuration shown in accordance with some embodiments.

As shown in fig. 4 and 5, the embodiment of the present disclosure proposes a wing 100 for controlling flow, where the wing 100 includes the guide rib 10 described in the above embodiment. The wing 100 also includes a slat 30 and a pylon 40, the pylon 40 being for connection to an engine 50.

The slat 30 is disposed adjacent the wing leading edge 20. The pylon 40 is used to attach an engine 50 and the slat 30 may be flipped or moved relative to the wing 100 itself. The pylon 40 is attached to the lower wing surface of the wing 100, the pylon extending outwardly from the wing leading edge 20, the pylon 40 being disposed in a convex manner with respect to the wing leading edge 20. The guide rib 10 is disposed at the wing leading edge 20 corresponding to the position of the hanger 40. In some embodiments, the deflector rib 10 is welded or integrally formed with the wing leading edge 20. In some embodiments, the slats 30 on the wing 100 include an inner slat 31 and an outer slat 32, with the inner slat 31 and the outer slat 32 being disposed on respective inner and outer sides of the rib 10.

When the slat 30 is deployed, the guide rib 10 and the wing leading edge 20 form convex saw teeth, and when the slat 30 is retracted, the guide rib 10 forms concave saw teeth relative to the slat 30. The structure of the conventional guide rib is shown in fig. 6, and both the inner and outer sides of the conventional guide rib 60 protrude from the wing leading edge 20.

The airflow flow of the upper wing surface of the wing using the conventional guide rib 60 and the guide rib 10 of the present invention was tested, respectively, to obtain airflow charts as shown in fig. 6 and 7.

As shown in fig. 6, when the conventional guide rib 60 is applied, turbulence is generated on the upper wing surface of the wing; as shown in fig. 7, when the guide rib 10 of the present invention is applied, the airflow flows along the upper surface of the wing in a substantially incoming flow direction. Therefore, the guide rib 10 can solve the problem of air flow congestion among the engine 50, the hanger 40 and the wing 100 (including the slat 30), reduce air flow separation of the wing surface on the wing 100, and optimize the aerodynamic effect.

Fig. 8 shows the lift coefficient of a wing using the existing guide rib 60 and using the guide rib 10 of the present invention, respectively, in a low speed configuration. As shown in fig. 8, the horizontal axis of fig. 8 represents the aircraft angle of attack, the vertical axis of fig. 8 represents the lift coefficient, curve 81 represents the lift curve tested when the present rib 10 is applied, and curve 82 represents the lift curve tested when the present rib 60 is applied. The lift coefficient at the highest point is higher and the angle of attack corresponding to the highest point is greater than that of curve 82. Therefore, the guide rib 10 can improve the low speed characteristics of the aircraft, increase the maximum lift coefficient, increase the stall attack angle, and improve the stall characteristics.

Figure 9 shows the drag coefficients of a wing using the existing rib 60 and using the rib 10 of the present invention, respectively, in a high speed configuration. As shown in fig. 9, the horizontal axis of fig. 9 represents the aircraft angle of attack, the vertical axis of fig. 9 represents the drag coefficient, curve 91 represents the drag curve tested when the present deflector rib 10 is applied, and curve 92 represents the drag curve tested when the present deflector rib 60 is applied. The drag coefficient of curve 91 is generally lower than that of curve 92. Therefore, the guide rib 10 can reduce the resistance of the wing 100 to achieve the drag reduction effect.

While the basic concepts have been described above, it will be apparent to those skilled in the art that the foregoing detailed disclosure is by way of example only and is not intended to be limiting. Furthermore, the order in which the specification processes elements and sequences, the use of numerical letters, or other designations are used is not intended to limit the order in which the specification flows and methods are performed unless explicitly recited in the claims. While certain presently useful inventive embodiments have been discussed in the foregoing disclosure, by way of various examples, it is to be understood that such details are merely illustrative and that the appended claims are not limited to the disclosed embodiments, but, on the contrary, are intended to cover all modifications and equivalent arrangements included within the spirit and scope of the embodiments of the present disclosure.

Claims

1. A flow-controlled wing leading edge structure, characterized in that the wing leading edge structure comprises a guide rib, the guide rib having an inner side close to the fuselage and an outer side away from the fuselage, the inner side of the guide rib protrudes from the wing leading edge, and the outer side of the guide rib is flush with the wing leading edge in the incoming flow direction;

The inner side of the guide rib is connected with the outer side of the guide rib through a curved surface or a plane that is tilted relative to the wing surface as a whole. The angle between the projection of the inner side of the guide rib on the wing surface and the leading edge of the wing is in the range of 30° to 120°.

2 . The flow-controlled wing leading edge structure according to claim 1 , wherein a projection length of an inner side of the guide rib on the wing airfoil is greater than a projection length of an outer side of the guide rib on the wing airfoil. 3 .

3. The flow-controlled wing leading edge structure according to claim 1, characterized in that when the slat on the wing is flipped and unfolded, the guide rib is spaced apart from the slat in the incoming flow direction.

4. The flow-controlled wing leading edge structure according to claim 1 is characterized in that when the slats on the wing are flipped and retracted, the slats protrude from the wing leading edge, and the outer side of the guide ribs is recessed from the slats at the wing leading edge.

5. The wing leading edge structure for flow control according to claim 1, characterized in that the slats on the wing include inner slats and outer slats, and the inner slats and the outer slats are respectively arranged on the inner and outer sides of the guide rib;

When the slats on the wing are flipped and retracted, the inner slats are flush with the inner side of the guide rib, and the outer slats protrude relative to the outer side of the guide rib.

6. A flow-controlled wing, characterized in that the wing comprises the wing leading edge structure according to claims 1-5, and further comprises a slat and a pylon;

The slat is arranged close to the leading edge of the wing;

The pylon is used to connect the engine, the pylon is connected to the lower wing surface of the wing, and the pylon extends outward from the leading edge of the wing;

The guide rib is arranged on the leading edge of the wing corresponding to the hanging position.

7. The flow-controlled wing according to claim 6, characterized in that the guide rib is connected to or integrally formed with the wing.