CN205059998U

CN205059998U - A high lift device for aircraft

Info

Publication number: CN205059998U
Application number: CN201520844268.3U
Authority: CN
Inventors: 宗宁; 邓立冬; 崔青; 聂鹏飞; 孙元昊; 李俊华; 王丹; 王卫明; 张家齐; 唐超
Original assignee: Shenyang Aircraft Design and Research Institute Aviation Industry of China AVIC; AVIC Shenyang Aerodynamics Research Institute
Current assignee: Shenyang Aircraft Design and Research Institute Aviation Industry of China AVIC; AVIC Shenyang Aerodynamics Research Institute
Priority date: 2015-10-28
Filing date: 2015-10-28
Publication date: 2016-03-02
Anticipated expiration: 2025-10-28

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

High lift device for airplane

Technical Field

The utility model relates to a structural component for increasing aircraft lift, especially a high lift device for aircraft.

Background

Aircraft take-off and landing require aircraft aerodynamic layouts capable of generating sufficient lift, and aircraft high lift devices such as trailing edge flaps are the primary components of high lift. The single-slit trailing edge flap is similar to a simple aileron in shape, and the single-slit trailing edge flap is put down, namely the shape of an airplane tangent plane is changed, so that the wing is more curved, the high lift effect is limited, and the high-speed airplane is less adopted. The double-slit trailing edge flap is improved on the basis of the single-slit trailing edge flap, and is provided with two slits, and a small airfoil surface is arranged in front of the flap, so that the double-slit trailing edge flap and the trailing edge of the wing form two slits when being put down. And (3) putting down the double-slit flap, forming a gap between the flap leading edge and the wing trailing edge on one hand, and leading the high-pressure airflow on the lower surface to flow to the upper surface trailing edge at a high speed through the gap, so that the airflow speed in the upper wing surface attaching layer is increased, the airflow separation is delayed, and the maximum lift coefficient is improved. On the other hand, the double-slit flap is put down, so that the wing is more bent, and the function of improving the lift is also realized. Therefore, the high lift effect of the double-slit flap is better.

SUMMERY OF THE UTILITY MODEL

The to-be-solved technical problem of the utility model is to provide a high lift device for aircraft of improvement structure to obtain better high lift effect.

In order to solve the technical problem, the utility model provides a high lift device for aircraft, wherein, high lift device is including the double slit wing flap and the aileron that are located the trailing edge of the wing of aircraft, the double slit wing flap sets up and is being close to fuselage one side of aircraft, the aileron sets up and is keeping away from fuselage one side of aircraft.

Preferably, the double-slotted flap comprises a first stage flap and a second stage flap, the first stage flap being disposed adjacent to the trailing edge of the wing and between the second stage flap and the trailing edge of the wing.

Preferably, the first stage flap has an opening equal to one half of the opening of the second stage flap.

Preferably, the maximum slotted gap between the first stage flap and the second stage flap is 40mm to 50 mm.

Preferably, the maximum downward deflection angle of the second stage flap relative to the first stage flap is 25 degrees.

Preferably, the maximum upward deflection angle of the second-stage flap relative to the first-stage flap is 0 degrees.

The utility model discloses a combination of the double slit wing flap that sets up at the trailing edge of aircraft wing and aileron can solve the contradiction between high lift and the roll-over control, satisfies the characteristic requirement that the aircraft takes off and land. The lift-increasing effect of the two-stage slotted flap can reach that the lift coefficient is increased by 0.3 at an attack angle of 10 degrees; and the layout of the double-slit flap and the aileron can provide certain transverse control capability and can be matched with the differential horizontal tail to ensure the requirement of the transverse control capability of the airplane.

Drawings

The drawings are only intended to illustrate and explain the present invention and do not limit the scope of the invention. Wherein,

fig. 1 shows a schematic structural view of a high lift device for an aircraft according to an embodiment of the present invention applied to an aircraft;

fig. 2 shows a schematic structural view of a high lift device for an aircraft according to an embodiment of the invention.

Detailed Description

In order to clearly understand the technical features, objects, and effects of the present invention, embodiments of the present invention will be described with reference to the accompanying drawings. Wherein like parts are given like reference numerals.

As shown in fig. 1-2, the present invention provides a high lift device for an aircraft with an improved structure, so as to obtain a better high lift effect, wherein fig. 1 shows a schematic structural diagram of the high lift device for an aircraft applied to the aircraft according to an embodiment of the present invention; fig. 2 shows a schematic structural view of a high lift device for an aircraft according to an embodiment of the invention.

As shown in the drawings, the high lift device of the present invention includes a double-slit flap 2 and an aileron 3 which are located at the trailing edge of a wing 1 of an aircraft, the double-slit flap 2 is disposed adjacent to a fuselage 4 side of the aircraft, and the aileron 3 is disposed away from the fuselage 4 side of the aircraft. In a particular embodiment, the double-slit flap 2 comprises a first-stage flap 21 and a second-stage flap 22, the first-stage flap 21 being arranged adjacent to the trailing edge of the wing 1 and between the second-stage flap 22 and the trailing edge of the wing 1.

The double-slit flap of the utility model consists of a first-stage flap and a second-stage flap, referring to fig. 2, the second-stage flap can be withdrawn backwards while deflecting, thereby increasing the chord length and the area of the flap; the deflection of the first-stage flap ensures that the surface of the wing profile changes smoothly after the double-slit flap deflects; in addition, airflow flows through the second-stage flap after being accelerated through gaps between the wings and the first-stage flap and between the first-stage flap and the second-stage flap, airflow separation of the second-stage flap is slowed down, and therefore the second-stage flap is allowed to use larger skewness to improve lift.

In a preferred refinement of the invention, the length of the first-stage flap 21 is equal to half the length of the second-stage flap 22. Further, the maximum slotted gap between the first-stage flap 21 and the second-stage flap 22 is 40mm to 50 mm.

In the high lift device with the improved structure, the second flap 22 is in a laid-down state during operation, and the maximum downward deflection angle of the second-stage flap 22 relative to the first-stage flap 21 can be 25 degrees. In addition, in the stowed position of the second flap 22, the maximum upward deflection angle of the second-stage flap 22 relative to the first-stage flap 21 is 0 degrees, i.e., in the stowed position, the second flap 22 is not angled relative to the first flap 21.

The utility model discloses a set up the combination of double slit wing flap and aileron at the trailing edge of aircraft wing, can solve the contradiction between high lift and the roll-over control, satisfy the characteristic requirement that the aircraft takes off and land. The lift-increasing effect of the two-stage slotted flap can reach that the lift coefficient is increased by 0.3 at an attack angle of 10 degrees; and the layout of the double-slit flap and the aileron can provide certain transverse control capability and can be matched with the differential horizontal tail to ensure the requirement of the transverse control capability of the airplane.

It is to be understood by those skilled in the art that while the present invention has been described in terms of several embodiments, it is not intended that each embodiment cover a separate embodiment. The description is given for clearness of understanding only, and it is to be understood that all matters in the embodiments are to be interpreted as including all technical equivalents which are encompassed by the claims.

The above description is only exemplary of the present invention, and is not intended to limit the scope of the present invention. Any equivalent changes, modifications and combinations that may be made by those skilled in the art without departing from the spirit and principles of the invention should be considered within the scope of the invention.

Claims

1. A high-lift device for an aircraft, characterized in that it comprises a double slit flap (2) at the trailing edge of a wing (1) of the aircraft and an aileron (3), the double slit flap (2) being arranged adjacent to the fuselage (4) side of the aircraft and the aileron (3) being arranged remote from the fuselage (4) side of the aircraft.

2. The high-lift device for an aircraft according to claim 1, characterized in that the double-slit flap (2) comprises a first-stage flap (21) and a second-stage flap (22), the first-stage flap (21) being arranged adjacent to the trailing edge of the wing (1) and between the second-stage flap (22) and the trailing edge of the wing (1).

3. The high-lift device for an aircraft according to claim 2, characterized in that the first-stage flap (21) has an opening length which is equal to half the opening length of the second-stage flap (22).

4. The high-lift device for aircraft as claimed in claim 2 or 3, characterized in that the maximum slotted gap between the first-stage flap (21) and the second-stage flap (22) is from 40mm to 50 mm.

5. The high lift device for an aircraft according to claim 2 or 3, characterized in that the maximum downward deflection angle of the second-stage flap (22) relative to the first-stage flap (21) is 25 °.

6. The high-lift device for aircraft as claimed in claim 2 or 3, characterized in that the maximum angle of deflection of the second-stage flap (22) relative to the first-stage flap (21) is 0 °.