CN202320772U - High lift device of double-aisle large-type passenger plane - Google Patents

Abstract

The utility model proposes a high-lift device for a double-channel large passenger aircraft, which includes a leading edge slat, a main wing and a trailing edge flap. The shape of the inner side of the leading edge slat is the same as the shape of the head of the trailing edge of the main wing. Formed and set the chord length ratio of leading edge slat, main wing and trailing edge flap, and the slot parameters of leading edge slat and trailing edge flap in take-off state and landing state. The high-lift device ratio single airfoil proposed by the utility model realizes that the aircraft meets the requirement of a larger lift coefficient in the take-off state and has the largest lift ratio, and in the landing state, the aircraft can have the largest lift coefficient.

Description

A high-lift device for a double-aisle large passenger aircraft

technical field

The utility model belongs to the technical field of aviation aerodynamics, and in particular relates to a high-lift device of a double-channel large passenger aircraft. the

Background technique

The aerodynamic design of aircraft wings, on the one hand, must consider the requirements of high-speed flight; domain performance, usually this means that a high maximum lift coefficient is required for landing, and not only a high maximum lift coefficient is required for takeoff, but also a high lift-to-drag ratio is required, so various measures must be adopted on the original wing, such as High-lift devices are used to achieve this goal. For the development of airfoils with high lift, high lift-to-drag ratio, and low Reynolds number, multi-stage laminar flow airfoil design has become an important research direction. Compared with the single-stage laminar airfoil, although the multi-stage laminar airfoil increases some parasitic drag, it can bring a greater increase in available lift. the

Contents of the invention

The purpose of this utility model is to solve the problem that the dual-channel mainline airliner has a maximum lift-to-drag ratio while ensuring a large lift coefficient in the take-off state, and has the maximum lift coefficient in the landing state. A high-lift device for a dual-aisle mainline airliner. the

A high-lift device for a double-aisle large passenger aircraft, including leading edge slats, main wings and trailing edge flaps:

(1) The outer shape of the described leading edge slat is the same as the leading edge profile of the wing airfoil, the inner shape of the leading edge slat is formed by elliptic equation and quadratic curve, and the upper airfoil chord length of the leading edge slat is 15 %c, the chord length of the lower airfoil is 3%c, and the maximum thickness of the leading edge is 3.05%c. The leading edge deflection angle is 14.373°; in the landing state, the overlap is 1%c, the slot width is 2.7%c, and the leading edge deflection angle is 19.8°; where, c is the actual chord length of the wing airfoil;

(2) The shape of the leading edge of the main wing is identical to the shape of the inside of the leading edge slat, the shape of the trailing edge of the main wing is identical to the shape of the head of the trailing edge flap, the chord length of the main wing is 86.56% c, and the maximum thickness of the main wing is 13.4%c;

(3) The head shape of the trailing edge flap is formed by an elliptic equation and a quadratic curve. The relative chord length of the trailing edge flap is 30%c, and the maximum thickness of the trailing edge flap is 4.37%c. After setting The seam parameters of the edge flap are: in the take-off state, the overlap is 5%c, the seam width is 1%c, and the trailing edge deflection angle is 15°; in the landing state, the overlap is 1%c, the seam The track width is 4%c, and the leading edge deflection angle is 26.951°. the

The advantages and positive effects of the utility model are: (1) in the take-off state, while the aircraft can meet the requirements of a larger lift coefficient, it has the largest lift ratio, and has a larger lift coefficient and lift-to-drag ratio than a single airfoil ; (2) In the landing state, the aircraft can have a maximum lift coefficient, which is larger than a single airfoil. the

Description of drawings

Fig. 1 is a schematic diagram of the profile generation of the leading edge slat of the high-lift device of the present invention;

Fig. 2 is the profile generation schematic diagram of the trailing edge flap of high-lift device of the present utility model;

Figure 3 is a schematic diagram of the shape of the DFVLR R-4 supercritical airfoil;

Fig. 4 is the schematic diagram of the seam path parameter of the multistage airfoil of the high-lift device of the present utility model;

Fig. 5 is the three-dimensional schematic diagram of the high lift device of the present utility model;

Fig. 6 is the comparison chart of the change of the lift-drag ratio with the angle of attack under the take-off state in the embodiment of the utility model;

Fig. 7 is the change of the lift coefficient with the angle of attack under the take-off state in the utility model embodiment

Fig. 8 is the variation of the maximum lift coefficient with the angle of attack under the landing state in the embodiment of the utility model

Detailed ways

The utility model will be further described in detail below in conjunction with the accompanying drawings and embodiments. the

The utility model relates to a high-lift device of a double-channel large passenger aircraft comprising a leading edge slat 1, a main wing 2 and a trailing edge flap 3. The characteristics of the leading edge slat include the shape of the leading edge slat and the slot parameters of the leading edge slat; the characteristics of the main wing include the airfoil shape of the main wing, the chord length and the maximum thickness of the main wing; the characteristics of the trailing edge flap include the trailing edge The shape of the flap and the slot parameters of the trailing edge flap. the

The shape of the leading edge slat is cut on the basis of the overall airfoil of the aircraft (DFVLR R-4 supercritical airfoil). The shape of the DFVLR R-4 supercritical airfoil is shown in Fig. 3. The outer side of the slat has the same shape as the leading edge of the wing airfoil. Let the chord length of the wing be 1, take the leading edge point (point A) of the wing airfoil in Fig. Section is formed by following elliptic equation and quadratic curve, and the inner side of leading edge slat of the present utility model is made up of four section curves in Fig. 1, and the governing equation of each section curve is as follows:

1~2 paragraphs:

y=-1339.89254x ³ +194.0163x ² -8.9648x+0.1095 (1)

x=[0.03, 0.034850199]

2~4 paragraphs:

y ² +0.2578x ² -0.6033xy-0.0267x-0.2080＝0 (2)

x=[0.026, 0.06]

4~5 paragraphs:

y ² +0.1580x ² -0.7743xy-0.0017x+0.000069＝0 (3)

x=[0.06, 0.15]

5~6 paragraphs:

y＝-81.5149x ³ +39.6932x ² -6.2777x+0.3832 (4)

x=[0.15, 0.1786599]

According to the actual chord length c of the overall airfoil of the wing, determine the chord length s ₁ of the upper airfoil of the leading edge slat = 15%c, the chord length of the lower airfoil e = 3%c, and the maximum thickness of the leading edge t = 3.05%c . The slot parameters of the leading edge slat are selected as follows: in the take-off state, the overlap (O _S ) = 2% c, the slot width (G _S ) = 2.1% c, the leading edge deflection angle (δ _S ) = 14.373 °. In the landing state, the overlap (O _S )=1%c, the slot width (G _S )=2.7%c, and the leading edge deflection angle (δ _S )=19.8°.

According to the actual chord length c of the overall airfoil of the wing, the main wing chord length c ₁ =86.56%c is determined, and the maximum thickness of the main wing is t=13.4%c. The shape of the leading edge of the main wing is the same as the shape of the inner side of the leading edge slat, and the shape of the trailing edge of the main wing is the same as the shape of the head of the trailing edge flap.

The shape of the trailing edge flap is cut on the basis of the overall airfoil of the aircraft. The head shape of the trailing edge flap of the present utility model is generated by the control of four sections of curves in Fig. 2 . Let the chord length of the wing airfoil be 1, take the leading edge point (point A) of the wing airfoil in Fig. Each segment is formed by the following elliptic equation and quadratic curve:

1~3 paragraphs:

y ² +0.49691x ² -0.95354xy-0.02528x＝0 (5)

x=[0.7, 0.715]

3 to 4 paragraphs:

y ² +0.13149x ² -0.01450xy-0.20803x+0.08145＝0 (6)

x=[0.715, 0.8]

4~5 paragraphs:

y ² +0.00295x ² -0.05492xy-0.00197x＝0 (7)

x=[0.8, 0.8593455]

5~6 paragraphs:

y＝ ^{2.13706x3-6.85283x2 +} 6.96361x-2.2477 (8)

x = [0.8593455, 0.91963261]

According to the actual chord length c of the overall airfoil of the wing, the relative chord length b ₁ of the trailing edge flap is determined to be 30%c, and the maximum thickness of the trailing edge is t=4.37%c. The slot parameters for setting the trailing edge flap are selected as follows: in the take-off state, the overlap (O _f ) = 5% c, the slot width (G _f ) = 1% c, and the trailing edge deflection angle (δ _f ) = 15 °; in the landing state, overlap (O _f ) = 1% c, slot width (G _f ) = 4% c, leading edge deflection angle (δ _f ) = 26.951°.

Taking a 300-seat dual-aisle mainline aircraft as an example, the local airfoil chord length at the turning point in the middle of the wing is 6.6m. According to the definition of the high-lift device of the utility model described above, it is determined that the high-lift device provided on this aircraft is:

1. Leading edge slats:

a) Determine the inner shape of the leading edge slat according to the above equations (1) to (4), and scale the generated shape by 6.6 times. the

b) Determine the upper airfoil chord length s ₁ of the leading edge slat = 0.99m, the lower airfoil chord length e = 0.198m, and the maximum thickness of the leading edge slat is t = 0.2013m.

c) In take-off state, overlap (O _S ) = 0.132m, slot width (G _S ) = 0.1386m, leading edge deflection angle (δ _S ) = 14.373°; in landing state, overlap (O _S ) = 0.066m, slot width (G _S ) = 0.1782m, leading edge deflection angle (δ _S ) = 19.8°.

2. Main wing:

According to the local overall airfoil chord length of 6.6m, the main wing chord length c ₁ =5.71296m is determined, and the maximum thickness of the main wing is t=0.8844m. The shape of the leading edge of the main wing is the same as the shape of the inner side of the leading edge slat, and the shape of the trailing edge of the main wing is the same as the shape of the head of the trailing edge flap.

3. Trailing edge flap:

a) Determine the shape of the trailing edge flap according to the shape governing equation of the trailing edge flap, and scale the generated shape by 6.6 times. the

b) According to the local airfoil chord length of 6.6m, the relative chord length of the trailing edge flap is determined to be b ₁ =1.98m, and the maximum thickness of the trailing edge is t=0.02622m.

c) According to the local overall airfoil chord length of 6.6m, in the take-off state, the overlap (O _f ) = 0.33m, the slot width (G _f ) = 0.066m, and the trailing edge deflection angle (δ _f ) = 15°; In the landing state, the overlap (O _f )=0.066m, the slot width (G _f )=0.264m, and the leading edge deflection angle (δ _f )=26.951°.

As shown in FIG. 5 , it is a three-dimensional schematic diagram of the formed high-lift device. the

Through carrying out CFD (computational fluid dynamics) test and verification to the high-lift device of multistage laminar flow airfoil configuration of the present utility model and the high-lift device of existing single section airfoil, test result is shown in Fig. 6, Fig. 7 and Fig. 8 place Show. As shown in Figures 6 and 7, in the take-off state, although the maximum lift-drag ratio of the multi-stage laminar airfoil is slightly lower than that of the single-stage laminar airfoil, the maximum lift coefficient is significantly higher than that of the single-stage laminar airfoil. airfoil. In Fig. 8, in the landing state, as the angle of attack increases, the maximum lift coefficient of the multi-stage laminar airfoil increases significantly. The test results show that the multi-stage laminar flow airfoil configuration high-lift device in the utility model can obviously improve the maximum lift coefficient in the take-off and landing states. the

Claims (3)

1. the high-lift device of a binary channel airliner comprises leading edge slat, main wing and trailing edge flap, it is characterized in that:

(1) outer shape of described leading edge slat is identical with the leading edge profile of Airfoil, and the inboard shape of leading edge slat is formed by elliptic equation and quadratic curve, the top airfoil chord length 15%c of leading edge slat; Lower aerofoil chord length 3%c; Leading edge maximum ga(u)ge 3.05%c, the seam road parameter that leading edge slat is set is: under the takeoff condition, lap is 2%c; Seam road width is 2.1%c, and the leading edge drift angle is 14.373 °; Under the landing state, lap is 1%c, and seam road width is 2.7%c, and the leading edge drift angle is 19.8 °; Wherein, c is the actual chord length of Airfoil;

(2) the inboard shape of the leading edge shape of described main wing and leading edge slat is identical, and the trailing edge shape of main wing is identical with the nose shape of trailing edge flap, and the main wing chord length is 86.56%c, and the maximum ga(u)ge of main wing is 13.4%c;

(3) nose shape of described trailing edge flap is formed by elliptic equation and quadratic curve; The relative chord length of trailing edge flap is 30%c; The maximum ga(u)ge of trailing edge flap is 4.37%c, and the seam road parameter that trailing edge flap is set is: under takeoff condition, lap is 5%c; Seam road width is 1%c, and the trailing edge drift angle is 15 °; Under landing state, lap is 1%c, and seam road width is 4%c, and the leading edge drift angle is 26.951 °.

2. the high-lift device of a kind of binary channel airliner according to claim 1 is characterized in that: the inboard of described leading edge slat is provided with a little 1～6 in shape, and inboard shape is divided into 5 sections, and each section formed by following elliptic equation and quadratic curve:

1～2 section:

y＝-1339.89254x ³+194.0163x ²-8.9648x+0.1095，x＝[0.03，0.034850199]

2～3 sections and 3～4 sections:

y ²+0.2578x ²-0.6033xy-0.0267x-0.2080＝0，x＝[0.026，0.06]

4～5 sections:

y ²+0.1580x ²-0.7743xy-0.0017x+0.000069＝0，x＝[0.06，0.15]

5～6 sections:

y＝-81.5149x ³+39.6932x ²-6.2777x+0.3832，x＝[0.15，0.1786599]

Wherein, the chord length of establishing Airfoil is 1, be initial point with the Airfoil leading edge point, 1～6 be leading edge slat the inboard in shape.

3. the high-lift device of a kind of binary channel airliner according to claim 1 is characterized in that: be provided with a little 1～6 on the nose shape of described trailing edge flap, inboard shape is divided into 5 sections, each section formed by following elliptic equation and quadratic curve:

1～2 section and 1～3 section:

y ²+0.49691x ²-0.95354xy-0.02528x＝0，x＝[0.7，0.715]

3～4 sections:

y ²+0.13149x ²-0.01450xy-0.20803x+0.08145＝0，x＝[0.715，0.8]

4～5 sections:

y ²+0.00295x ²-0.05492xy-0.00197x＝0，x＝[0.8，0.8593455]

5～6 sections:

y＝2.13706x ³-6.85283x ²+6.96361x-2.2477，x＝[0.8593455，0.91963261]

Wherein, the chord length of establishing Airfoil is 1, is initial point with the Airfoil leading edge point.

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