奥地利专利AT14484U2 WING TIP DEVICE AND METHOD

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专利摘要:
A wing-end device for mounting to an outboard end of a wing (401), the wing defining a wing, having an upper wing-like member (404) which projects upwardly with respect to the wing plane and has a trailing edge, and a lower wing-like member (407). fixed with respect to the upper wing-like member (404) and having a root chord (412) and a trailing edge, wherein the root chord (412) of the lower wing-like member intersects with the upper wing-like member (404) and the lower wing-like member (407) protrudes downwardly from the interface, the upper wing-like member (404) being larger than the lower wing-like member (407) and the trailing edge of the lower wing-like member (407) at the interface at the trailing edge of the upper one wing-like element (404) is adjacent, and wherein an included angle between the upper (404) and the lower (407) fl is gel-like element at the interface is less than or equal to 160 degrees.
公开号:AT14484U2
申请号:TGM213/2015U
申请日:2011-07-07
公开日:2015-11-15
发明作者:Christopher Wright；Jan Himisch；James K Chu
申请人:Airbus Operations Ltd；
IPC主号:

专利说明:

description
FIELD OF THE INVENTION
The present invention relates to an airfoil end device for attaching to the outboard end of an airfoil. Also, an airfoil having the airfoil end device, an aircraft having the airfoil, a method of installing or retrofitting the airfoil end device to a wing, a method of modifying an existing airfoil end device, and a method of operating an airfoil with the airfoil device.
GENERAL PRIOR ART
An airfoil end device is mounted at the outboard end of an airfoil to reduce the induced drag on the airfoil. In the case of, for example, an aircraft wing this can result in improved fuel efficiency and reduced carbon emissions.
[0003] Airfoil end devices can take a variety of forms.
A winglet is a wing-like element that extends from the wing end. A winglet may extend up or down from the wing end. NASA TN D-8260 entitled "A Design Approach and Selected Wind Tunnel Results at High Subsonic Speeds for Wing-Tip Mounted Winglets (A Design Approach and Selected Wind Tunnel Results at High Subsonic Speeds for Wing-Mounted Winglets)", Whitcomb, RT 1976 describes a wing-end device having a lower winglet (which extends downwardly from the wing tip) from an upper winglet (which extends upwardly from the wing tip). The design of these end devices is described in NASA ™ 81230 under the title "Effect of Winglets or the Induced Drag of Ideal Wing Shapes (Effect of Winglets or the Induced Resistance of Ideal Wing Forms)", R.T. Jones and T.A. Lasinski, 1980, recommended.
An airfoil endplate is a particular form of airfoil end device that extends vertically above and below the airfoil end. US 4,714,215 describes a winged fence.
Another example of a wing-end device is an uneven wing extension, that is, it extends out of the plane of the wing to which it is attached. A winglet may be considered as a particular example of uneven wing extension. US2002 / 0162917 discloses an uneven wing extension having a continuously increasing curvature of the local thief, a continuously increasing sweep (both at the leading and trailing edges), and a chord continuously decreasing in the outboard direction.
A winglet may include a substantially planar portion joined by a curved transition region to the aerofoil end to form an integral winglet, such as described in US 5,348,253. The transition region has a constant radius of curvature. It is said that the specified integration reduces overlay drag effects at the aerofoil end.
Alternatively, a winglet may include a substantially planar portion joined to the wing tip by an uneven wing end extension portion as described, for example, in WO 2008/061739. The uneven wing end extension portion has a continuously increasing curvature of the local thief in the outboard direction. It is said that the wing-end extension area further reduces overlay drag effects at the aerofoil end compared to a built-in winglet with a constant radius transition.
Another example of an airfoil end device is a substantially planar one
Airfoil end extension, such as the tapered airfoil end described in US 6,089,502, which does not extend substantially out of the plane of the airfoil. Beveled wing tips can achieve similar drag reduction performance as winglets.
Span limits for aircraft, e.g. due to airfield compatibility gate limits or aircraft category flight restrictions, winglets or uneven wing extensions, rather than beveled wing tips, must be used to reduce induced drag on the wing. Since winglets (and more generally uneven wing end extensions) extend from the plane of the wing to which they are attached, an effective increase in wing extension can be achieved (which reduces vortex-induced drag on the wing) without significantly increasing the wing span ,
The problem of span limitations is conventionally solved by optimizing the aerofoil span of the aircraft in the ground form (full fuel charge) when the span constraints apply. However, due to the flexing induced on the wing shape by aeroelastic effects during flight, the wing span of the resulting flight shape is usually reduced and is therefore no longer optimal. This problem is even more noticeable with greater use of relatively flexible wings to reduce the structural weight which, compared to stiffer constructions, tends to result in increased wing flex under aerodynamic loading.
BRIEF SUMMARY OF THE INVENTION
A first aspect of the invention provides an aerofoil end assembly to be fixed to the outboard end of an airfoil, the airfoil defining a wing plane, the aerofoil end assembly comprising: an upper wing-like member which projects upwardly with respect to the wing plane and has a trailing edge, and a lower wing-like member fixed with respect to the upper wing-like member and having a root chord and a trailing edge, wherein the root chord of the lower wing-like member intersects with the upper wing-like member and the lower wing-like member from the intersection downwardly protrudes, wherein the upper wing-like element is greater than the lower wing-like element and the trailing edge of the lower wing-like element at the interface adjacent to the trailing edge of the upper wing-like element and wherein an included angle between the upper and the u niger wing-like element at the interface is less than or equal to 160 degrees.
A second aspect of the invention provides an airfoil mounting an outboard end and an airfoil end device according to the first aspect of the invention at its outboard end.
A third aspect of the invention provides an aircraft having a wing according to the second aspect.
A fourth aspect of the invention provides a method of installing or retrofitting an airfoil end device to an airfoil, the method comprising attaching a airfoil end device according to the first aspect to the airborne end of the airfoil.
A fifth aspect of the invention provides a method for modifying a wing end device that is attached or attachable to the outboard end of a wing, the wing defining a wing plane, the existing wing termination comprising an upper wing-like member that is in relation to the wing plane upwardly protruding and having a trailing edge, and the method comprises providing a lower wing-like element smaller than the upper wing-like element and having a root chord and a trailing edge, and fixing the lower wing-like member to the upper wing-like member so in that: the root chord of the lower wing-like member intersects with the upper wing-like member and the lower wing-like member protrudes downwardly from the interface, and the trailing edge of the lower wing-like member at the intersection with the trailing edge of the above Beren wing-like element adjacent and that an included angle between the upper and the lower wing-like element at the interface is less than or equal to 160 degrees.
A sixth aspect of the invention provides a method of operating an airfoil having an airfoil end device attached to the outboard end of the airfoil, wherein the airfoil defines a wing plane and the airfoil end device comprises: an upper wing-like element that is movable with respect to the wing plane protrudes upwards and has a trailing edge, and a lower wing-like element which is fixed with respect to the upper wing-like element and has a root chord and a trailing edge, wherein the root chord of the lower wing-like element with the upper wing-like Element intersects and the lower wing-like element protrudes from the interface down, the upper wing-like element is greater than the lower wing-like element and the trailing edge of the lower wing-like element at the interface adjacent to the trailing edge of the upper wing-like element and where at an included angle between the upper and lower wing-like elements at the interface is less than or equal to 160 degrees, and wherein the method comprises exposing the wing to aerodynamic loads such that the wing shape undergoes aeroelastic deformation in a state in the wing flexure Rotation of the aerofoil end device around the aerofoil root caused such that the end of the lower wing-like element in the spanwise direction extends further outboard than the end of the upper wing-like element.
The invention is advantageous in that the lower wing-like element acts to compensate for at least some of the reduction in wing wing span which occurs due to aeroelastic deformation in the flight shape, while the upper and lower wings compensate wing-like element can still be optimized to meet any valid span restrictions in the bottom shape.
[0019] It has been shown that adding the lower member to an airfoil end device comprising only an upper wing-like element (eg, a winglet) reduces the total drag on the wing and winglet end combination by about 1.9%, with a reduction in vortex resistance of a further 25 to 40% in relation to that ensured by the lower element alone.
The approximate conformity of the trailing edges of the upper and lower members is important to avoid wake turbulence effects. The trailing edges do not have to match exactly, but must be adjacent so as to avoid the vortex entrainment of one element acting on the interface acting on the flow over the other element.
The included angle between the upper and lower wing-like elements at the interface is important such that in flight form the lower element provides an increase in span. The angle of inclination of the lower element (i.e., the angle between the vertical x-z plane and the element) can be optimized to achieve the maximum span increase in flight shape, with due regard to minimizing overlay effects at the interface. It should be noted that an airfoil end has an included angle between vertical upper and lower elements of approximately 180 degrees and thus the lower element provides a negligible increase in span in flight shape.
The upper wing-like element is larger than the lower wing-like element. The lower wing-like element may have an element floor area of less than about 25% of the floor area of the upper wing-like element. It should be noted that the floor plan area of each element is considered in a plane that differs from that of the
Wing floor plan area different. The floor plan area of the lower member may be designed to provide the required span load while minimizing the cruise frictional drag penalty, and to provide good low-speed, high-lift performance. Bottom limits for height clearance may limit the size of the lower element.
The lower wing-like element is immovable with respect to the upper wing-like element. The aerofoil end device is immovable with respect to the wing. The invention relates to non-movable wing terminal devices, as these are generally heavier than stationary devices, which can compensate for a performance advantage. In addition, solving the problem of span limitations with movable wing terminal devices is somewhat trivial.
An included angle between the wing plane and the lower wing-like element may be at least 110 degrees. The lower member therefore extends outboard from the outboard end of the wing and interference effects between the wing bottom and the lower member can be minimized.
The included angle between the upper and lower wing-like elements at the interface may be at least 80 degrees, and is preferably at least 90 degrees. This helps minimize overlay effects between the top and bottom elements at the interface.
The lower wing-like element may be substantially planar.
Alternatively, the lower wing-like element may be substantially uneven. In particular, the lower element may have a wing twist, e.g. a negative twist. The lower member may have a span curvature of increasing negative V-shape from root to tail.
The lower element may have a toe angle in relation to the vertical x-z plane.
The lower element may have a positive arrow angle.
Specifically, the lower element may have a positive swept leading edge. The positive sweep angle of the leading edge of the lower member may be similar to that of the upper member.
The upper wing-like element may include a substantially planar portion.
The upper wing-like element may be substantially planar. The upper element may be a winglet.
In another embodiment, the upper wing-like member may include a substantially planar portion and an arcuate transition region adapted to smoothly extend the outboard end of the wing into the substantially planar portion of the upper wing-like member. The upper wing-like element may be an integrated winglet. The transition region may have a constant radius of curvature. The course helps reduce overlay drag effects at the aerofoil end.
In yet another embodiment, the upper wing-like element may include a substantially planar portion and an uneven curved wing extension which is adapted to smoothly extend the outboard end of the wing into the substantially planar portion of the upper wing-like member. The upper wing-like element may be a winglet that extends through an uneven wing end extension into the wing. The uneven wing extension may have an increasing curvature of the local thief in the outboard direction. The wing extension adds to overlay-drag effects compared to an integrated one
Winglet with a transition with constant radius, further decrease.
The upper wing-like element may be a substantially uneven curved wing extension. The extension may have a continuously increasing curvature of the local thief, a continuously increasing sweep (both at the leading and trailing edges), and a chord continuously decreasing in the outboard direction.
The upper wing-like element may have a wing twist, e.g. a negative twist, from the root to the end.
The upper wing-like element may have a toe angle in relation to the vertical x-z plane.
The upper wing-like element may have a positive sweep angle. Specifically, the top member may have a positive swept leading edge. The positive sweep angle of the leading edge of the upper element may be similar to that of the lower element.
The interface between the lower wing-like element and the upper wing-like element may be located at the outboard end of the wing.
Alternatively, the interface between the lower wing-like element and the upper wing-like element may be located outboard of the outboard end of the wing. This may be particularly advantageous if the upper element will evenly extend into the outboard end of the wing. In this case, the interface may be on the lower surface of the upper element.
The root chord of the lower member may extend at the interface along only a portion of the local chord of the upper member.
When the aircraft is on the ground and the wing is downwardly deflected due to full fuel charge, the end of the lower wing-like member in the spanwise direction does not extend further outboard than the end of the upper wing-like member. In this way, for example, the ends of both the upper and lower elements may be at an airport gate border.
When the aircraft is on the ground and the wing is downwardly deflected due to full fuel charge, the spanwise extent of the end of the lower wing-like member may be substantially equal to the spanwise extent of the end of the upper wing-like member. Alternatively, the span extension of the end of the lower wing-like member may be greater than the spanwise extension of the end of the upper wing-like member when the span of the end of the upper member is substantially less than the airport gate limit.
When the aircraft is in flight, the end of the lower wing-like member in the spanwise direction may extend farther outboard than the end of the upper wing-like member due to aeroelastic deformation of the wing shape.
BRIEF DESCRIPTION OF THE DRAWINGS
Embodiments of the invention will now be described with reference to the accompanying drawings, in which: Figure 1 shows a prior art aircraft wing with an upper one
Winglet illustrated, shown a) in its bottom shape and b) in its flight form, Figure 2 illustrates the detail A of Figure 1 showing the span limit at the Bo and the loss of span due to wing deformation under aerodynamic loading, [0048 FIG. 3 illustrates an aircraft wing / wing end device according to a first embodiment, having a planar upper winglet and a planar lower winglet, shown a) in its bottom shape and b) in its flight shape and that of the lower element in FIG FIG. 4 illustrates the aircraft wing / wing end device after the first flight. FIG
Illustrated embodiment in detail, FIGS. 5 and 6 graphically illustrate the further reduction in resistance due to the lower one
FIG. 7 illustrates an aircraft wing / wing-end device (in the ground form) according to a second embodiment, having a planar upper winglet and an uneven lower winglet; FIG. 8 shows an aircraft wing; [0053] FIG. 9 illustrates an aircraft wing / wing end device (in the bottom form) according to a fourth embodiment. FIG. 9 illustrates an airfoil / wing (bottom shape) according to a third embodiment having an integrated upper winglet and a flat lower winglet Fig. 10 is a perspective view of the aircraft wing, having an upper winglet that will extend into the wing with an uneven wing extension and a flat lower winglet (although an uneven lower winglet may also be used) Aerofoil end device of the fourth embodiment illustrate Fig. 11 illustrates a plan view of the aircraft wing / wing-end device of the fourth embodiment; Fig. 12 illustrates an aircraft wing / wing-end device according to a fifth embodiment comprising an uneven (upper) wing extension and a flat lower one Winglet, and Figure 13 illustrates a perspective view of the aircraft wing / wing end device of the fifth embodiment. DETAILED DESCRIPTION OF THE EMBODIMENT (S) FIG. 1 illustrates a prior art aircraft wing 1 having an inboard wing root 2 and an outboard wing end 3. A wing end device comprising an upwardly extending winglet 4 is at the outboard end 3 of the wing 1. The wing 1 is shown in Figure 1 in a) its bottom shape (ie, with the aircraft on the ground and with a full fuel charge in the wing) and b) its flight shape (ie, with deformation due to aerodynamic loading).
Figure 2 illustrates detail A of Figure 1, and the broken line 5 illustrates a span restriction imposed on the aircraft, e.g. due to airfield compatibility gate limits or aircraft category flight restrictions. The span width limit 5 applies to the bottom shape shown in FIG. 2a). FIG. 2b) illustrates the loss 6 at wing wing span due to wing deformation in flight shape. This loss 6 in the span can be up to 3%.
FIG. 3 illustrates an aircraft wing 101 according to a first embodiment, comprising a planar upper winglet 104 and a planar lower winglet 107. The upper winglet 104 is attached to the outboard end 103 of the wing 101. The wing 101 defines a wing plane 108. The upper winglet 104 projects upwardly with respect to the wing plane 108. The upper winglet 104 has an end 109 and a root 110. The lower
Winglet has an end 111 and a root 112. The chord 112 of the lower winglet intersects with the upper winglet 104, and the lower winglet 107 projects downwardly from this interface. The upper and lower winglets 104, 107 each have a leading edge and a trailing edge, and the trailing edges adjoin one another at the interface. FIG. 3a) illustrates the aircraft wing 101 in its bottom shape, with the end 109 of the upper winglet 104 and the end 111 of the lower winglet 107 coinciding at the span boundary 105. Figure 3b) illustrates the aircraft wing 101 in its deformed flight shape and shows how a possible loss 106 in span due to the upper winglet 104 is mitigated by an increase 113 in span gained by the lower winglet 107. This increase 113 in span due to the lower winglet 107 is about 2%.
Figure 4 illustrates the aircraft wing 101 of the first embodiment in greater detail. The lower winglet 107 is sized and oriented to maximize flight-range span increase while minimizing overlay effects at the interface between the lower winglet 107 and the upper winglet 104. In addition, a ground clearance height G between the ground and the tip 111 of the lower winglet 107 is considered. The resulting geometry ensures an included angle of about 132 ° between the upper and lower wing members and an included angle between the wing plane 108 and the lower winglet 107 of about 128 °. The lower winglet 107 has a winglet ground plan area of approximately 20% of the ground plan area of the upper winglet 104. The relatively small size of the lower winglet 107 minimizes the frictional drag penalty in travel while providing the required optimal span load.
FIGS. 5 and 6 graphically illustrate the effect of adding the lower wringing member 107 to the buoyancy and vorticity characteristics of the wing 101. In FIGS. 5 and 6, the line with circular markings represents a datum wing corresponding to the wing 101; with one end near an imposed span limit without any airfoil end device. The line with cross markings illustrates the wing 101 with only the upper winglet element 104 (as described in NASA T 81230 under the title "Effect of Winglets on the Induced Drag of Ideal Wing Shapes" (Effect of Winglets on the Induced Resistance of Ideal Wing Forms) " ; RT Jones and TA Lasinski, 1980), and the line with the triangular marks represents the wing 101 with both the upper and lower winglet elements 104, 107. Figure 5 illustrates the relationship between buoyancy and drag coefficients (CL, CD) and shows an improvement in the lift-to-drag ratio for the wing 101 with both the upper and lower winglet members 104, 107 compared to both the datum wing and the wing with only one upper winglet member. FIG. 6 illustrates a resistance saving due to the addition of the lower winglet element 107 of about 1.9% in the middle weight lift coefficient (CL = 0.5) relative to the wing with only the upper element 104. The lower winglet element 107 Guaranteed vortex reduction is a further reduction of around 25 to 40%.
FIG. 7 illustrates an aircraft wing 201 according to a second embodiment, comprising a planar upper winglet 204 and an uneven lower winglet 207. The wing 201 defines a wing plane 208, and the upper winglet 204 protrudes with respect to the wing plane 208 above. The upper winglet 204 is attached to the outboard end 203 of the wing 201. The lower winglet 207 has a root chord 212 which intersects with the upper winglet 204. The lower winglet 207 protrudes down from the interface. The upper winglet 204 has an end 209 and a root 210. The lower winglet 207 has an end 211 that coincides with the end 209 at the span limit 205 in the spanwise direction. The upper and lower winglets 204, 207 each have a leading edge and a trailing edge, and the trailing edges adjoin one another at the interface. The wing 201 is shown in its bottom shape in FIG. 7, the span width 205 being established.
The lower winglet 207 has an increasing curvature of the local thief from the root 212 to the end 211. The lower winglet 207 may have a toe-in or toe-in angle to optimize the low-speed performance of the airfoil end device.
The airfoil end device for the wing 201 has been optimized to maximize the span increase under aerodynamic flight loads while minimizing the overlapping effects between the lower winglet 207 and the lower surface of the wing 201 and between the lower and upper winglets 204, 207 become. The resulting optimized geometry has an included angle of about 120 degrees between the upper and lower winglets 204, 207 and an included angle between the wing plane 208 and the lower winglet 207 of about 138 degrees. In flight shape, the lower winglet 207 provides a further gain in span compared to the lower winglet 107 of the wing 101, principally due to the increased height of the lower winglet 207 from the root 212 to the end 211 and the flexibility of the lower winglet 207 straightening under flight loads.
Figure 8 illustrates an aircraft wing 301 according to a third embodiment comprising an integral upper winglet 304 and a flat lower winglet 307. The wing 301 has an outboard end 303 to which the integrated upper winglet 304 is attached. The upper winglet 304 has an end 309 and a root 310. The upper winglet 304 is secured by its root end 310 to the outboard end 303 of the wing 301. The upper winglet 304 has a substantially planar portion 314 and an arcuate transition region 315. The transition region 315 is suitable for allowing the outboard end 303 of the wing 301 to extend uniformly into the essentially flat subregion 314. The arcuate transition region 315 has a substantially constant radius of curvature R.
The lower winglet 307 is attached to the lower surface of the transitional portion 315 of the upper winglet 304. The lower winglet has an end 311 and a root 312. The root chord of the lower winglet 307 intersects with the upper winglet 304, and the lower winglet protrudes downwardly from the interface. The upper and lower winglets 304, 307 each have a leading edge and a trailing edge, and the trailing edges abut each other at the interface.
The transition region 315 helps reduce overlay effects between the substantially planar portion 314 and the airfoil 301.
The end 309 of the upper winglet 304 coincides with the end 311 of the lower winglet 307 at the span boundary 305 substantially in the vertical x-z plane. An included angle between the upper and lower winglets 304, 307 is about 84 °. It is preferable that this angle is at least 80 ° so as to avoid overlapping effects between the upper and lower winglets 304, 307. Since the interface is on the bottom surface of the integrated transition region 315, the angle between the tangent of the lower transition region surface and the lower winglet 307 is measured. An included angle between the wing plane 308 and the lower winglet 307 is about 125 °. The substantially planar portion 314 of the upper winglet 304 has an inclination angle in relation to the vertical x-z plane of about 7 ° to 15 °.
The lower winglet member 307 has an elementary ground plan area of about 25% of the ground plan area of the upper winglet member 304. While the upper winglet 307 is substantially planar, it may have some wing twist from the root 312 to the end 311. The lower winglet 307 may additionally or alternatively have a toe-in or toe-in angle to optimize low-speed performance. Similarly, the upper winglet 304 may have some wing twisting and may have a forward or toe-in angle. The lower winglet 307 has a positive sweep angle, and in particular the leading edge is positively swept. The upper winglet 304 is also positively swept and has a positive swept leading edge and a positive swept trailing edge.
If the ground clearance limits allow, the lower winglet member 307 could be replaced by an uneven bottom winglet member similar to that described above with reference to FIG.
Figure 9 illustrates a combination of aircraft wing and wing terminal device including a wing 401, an integral upper winglet 404 and a flat lower winglet 407. The wing 401 has an outboard end 403 and defines a wingplane 408. The upper winglet 404 includes a substantially planar portion 414 and an integrated transition region 415. The transition region 415 allows the outboard end 403 of the wing 401 to smoothly extend into the substantially planar portion 414 of the upper winglet 404. The transition region 415 is an uneven curved wing extension having a continuously increasing curvature of the local thief, a continuously increasing positive sweep (both at the leading and trailing edges), and a chord continuously decreasing in the outboard direction. The uneven curved wing end extension portion 415 provides improved drag performance for the upper winglet 404 as compared to the integrated upper winglet 304 shown in FIG.
The upper winglet 404 has a root 410 and an end 409. The substantially planar portion 414 of the upper winglet 404 has an inclination angle of approximately 7 ° to the vertical x-z plane. A substantially planar lower winglet 407 is attached to the lower surface of the uneven curved wing-end extension portion 415 of the upper winglet 404. The lower winglet 407 has an end 411 and a root 412. The root chord of the lower winglet 407 intersects with the upper winglet 404 and the lower winglet projects down from the interface.
An included angle between the upper and lower winglets 404, 407 at the interface is about 86 °. Since the interface is on the lower surface of the uneven curved wing-end extension portion 415 of the upper winglet 404, this angle is measured from a local surface tangent to the lower surface of the uneven curved wing-end extension portion 415 at the interface. This included angle is preferably greater than 80 ° to avoid overlay effects between the upper and lower winglets 404, 407. An included angle between the wing plane 408 and the lower winglet is about 124 °. The end 409 of the upper winglet 404 coincides with the end 411 of the lower winglet 407 at the span boundary 405 substantially in the vertical x-z plane.
FIGS. 10 and 11 illustrate a perspective view and a plan view, respectively, of the combination of the aircraft wing and the wing terminal device of the fourth embodiment. In particular, it can be seen from Figure 10 that the trailing edge 416 of the upper winglet 404 and the trailing edge 417 of the lower winglet 407 are substantially contiguous at the interface. The trailing edges 416, 417 are sufficiently close that the wake from the lower winglet 407 does not substantially overlay the flow over the upper winglet 404. The upper winglet 404 has a leading edge 418 that is positively swept, and the lower winglet 407 also has a leading edge 419 that is positively swept. The trailing edge 416 of the upper winglet 404 is positively swept, and the trailing edge 417 of the lower winglet 407 is also positively swept.
In Figure 11, the top view (i.e., top-down view in the x-y plane) illustrates how top winglet 404 "shadows" at least a portion of bottom winglet 407.
This is due to the coincidence of the ends 409, 411 of the upper and lower
Winglets 404, 407 in the vertical x-y plane due. As best seen in FIG. 10, the root chord 412 of the lower winglet 407 occupies only a portion of the local chord of the upper winglet 404 at the interface. On and close to the trailing edges 416, 417, the leading edge 419 of the lower winglet 407 is located substantially behind the leading edge 418 of the upper winglet 404.
FIG. 12 illustrates a combination of aircraft wing and wing-end device according to a fifth embodiment comprising a wing 501 with a wing-end device comprising an upper uneven wing-end extension 504 and a lower plane winglet 507. The wing 501 has an outboard end 503 and defines a wing plane 508. The uneven wing end extension 504 has a root 510 and an end 509 and is secured by its root 510 to the outboard end 503 of the wing 501. The uneven wing extension 504 has a continuously increasing curvature of the local thief, a continuously increasing positive sweep (both at the leading and trailing edges 518, 516), and a chord that is continuously decreasing in the outboard direction, y.
The uneven wing extension 504 is substantially uneven from the root 510 to the end 509. The end 509 forms an angle of inclination of approximately 8 ° with the vertical x-z plane. The lower winglet 507 has an end 511 and a root 512, and the chordal line intersects with the uneven curved wing extension 504, with the lower winglet 507 projecting downwardly from the interface. An included angle between the uneven wing extension 504 and the lower winglet 507 is about 82 °. This angle is measured between the lower winglet 507 and a local surface tangent to the lower surface of the uneven curved wing extension 504 at the interface. An included angle between the wing plane 508 and the lower winglet 507 is about 126 °. The ends 509, 511 of the uneven curved wing extension 504 and the lower winglet 507 substantially coincide at the span boundary 506 in the x-z vertical plane.
Figure 13 illustrates the airfoil end device of the fifth embodiment in a perspective view and clearly shows that the trailing edge 516 of the uneven curved wing extension 504 at the interface substantially coincides with the trailing edge 517 of the winglet 507. Both the uneven curved wing extension 504 and the lower winglet 507 have a positive sweep angle, and the leading and trailing edges 516, 517, 518, 519 each have a corresponding positive sweep angle.
The lower winglet 507 may only be substantially planar and may have a winglet twist from root to tail and a toe or toe angle in relation to the free flow flow. Similarly, the uneven curved wing extension 504 may have a wing twist and a toe or toe angle relative to the free flow flow. The lower winglet 507 may be replaced by a substantially uneven curved lower winglet, similar to that described above with reference to FIG. 7, if the ground height clearance limits permit.
Each of the second to fifth embodiments described above with reference to Figs. 7 to 13 is shown in its bottom form with the respective combination of the wing and the aerofoil end device. Due to aerodynamic loading on the wing during flight, the wing deformation will cause the wing root to rotate about the wing root such that the end of the wing lower member extends farther outboard than the end of the winglet upper member. The lower wing-like element therefore always ensures an increase in the wing span compared to the wing end devices, which in each case have only the upper wing-like element.
The wing terminal devices described in the first to fifth embodiments may be installed or retrofitted at the outboard end of an aircraft wing that either has no wing terminal device or as a replacement for an existing wing terminal device. Further, the lower wing-like member may be provided as a retrofit modification for an existing wing terminal device having only an upper wing-like member so as to form a wing terminal device according to this invention.
Although the invention has been described above with reference to one or more preferred embodiments, it will be recognized that various changes or modifications may be made without departing from the scope of the invention as defined by the appended claims.

权利要求:
Claims (34)
[1]
Claims 1. An airfoil end device for attaching to an outboard end (103, 203, 303, 403, 503) of an airfoil (101, 201, 301, 401, 501) so as to engage with respect to the outboard end (103, 203, 303, 403, 503) of the wing (101, 201, 301, 401, 501) is immovable, the wing (101, 201, 301, 401, 501) defining a wing plane (108, 208, 308, 408, 508), the wing termination device comprising: an upper wing-like element (104, 204, 304, 404 , 504) which projects upwardly with respect to the wing plane (108, 208, 308, 408, 508) and has a trailing edge (416, 516) characterized by a lower wing-like element (107, 207, 307, 407, 507 ) fixed with respect to the upper wing-like member (104, 204, 304, 404, 504) and having a root chord (112, 212, 312, 412, 512) and a trailing edge (416, 516) the root chord (112, 212, 312, 412, 512) of the lower wing-like element (107, 207, 307, 407, 507) with the ob the wing-like element (104, 204, 304, 404, 504) and the lower wing-like element (107, 207, 307, 407, 507) protrudes downwards from the interface, wherein the interface between the lower wing-like element (107, 207, 307, 407, 507) and the upper wing-like member (104, 204, 304, 404, 504) outboard of the end (103, 203, 303, 403, 503) of the wing (101, 201, 301, 401, 501), the upper wing-like member (104, 204, 304, 404, 504) is larger than the lower wing-like element (107, 207, 307, 407, 507) and the trailing edge (417, 517) of the lower wing-like element (107, 207, 307, 407, 507) abuts the trailing edge (416, 516) of the upper wing-like member (104, 204, 304, 404, 504) at the interface, and wherein an included angle between the upper (104, 204, 304, 404, 504) and the lower (107, 207, 307, 407, 507) wing-like element at the interface is less than or equal to 160 degrees.
[2]
A wing end device according to claim 1, characterized in that the lower wing-like element (107, 207, 307, 407, 507) has an elementary ground plan area of less than about 25% of the ground plan area of the upper wing-like element (104, 204, 304, 404, 504 ) having.
[3]
A wing end device according to claim 1 or 2, characterized in that the included angle between the wing plane (108, 208, 308, 408, 508) and the lower wing-like element (107, 207, 307, 407, 507) is such that the lower wing-like member (107, 207, 307, 407, 507) extends in an outboard direction.
[4]
A wing-end device according to any one of claims 1 to 3, characterized in that the included angle between the wing plane (108, 208, 308, 408, 508) and the lower wing-like element (107, 207, 307, 407, 507) is at least 110 Degree is.
[5]
A wing end device according to any one of claims 1 to 4, characterized in that the included angle between the upper and lower wing-like elements (104, 204, 304, 404, 504, 107, 207, 307, 407, 507) at the interface is such in that the lower member (107, 207, 307, 407, 507) provides an increase in span when the wing (101, 201, 301, 401, 501) is aeroelastically deformed into flight shape.
[6]
A wing end device according to any one of claims 1 to 5, characterized in that the included angle between the upper and lower wing-like elements (104, 204, 304, 404, 504, 107, 207, 307, 407, 507) is optimized at the interface in order to maximize the increase in span when the wing is deformed aeroelastically into flight shape, with due consideration of minimizing overlay effects at the interface.
[7]
A wing end device according to any one of claims 1 to 6, characterized in that the included angle between the upper (104, 204, 304, 404, 504) and the lower (107, 207, 307, 407, 507) wing-like element on the Interface is at least 80 degrees.
[8]
8. wing end device according to one of claims 1 to 7, characterized in that the lower wing-like element (107, 307, 407, 507) is substantially planar.
[9]
A wing end device according to any one of claims 1 to 7, characterized in that the lower wing-like element (207) is substantially uneven.
[10]
An aerofoil end device according to any one of claims 1 to 9, characterized in that the lower wing-like element (107, 207, 307, 407, 507) has a toe angle in relation to the vertical x-z plane.
[11]
The wing end device according to any one of claims 1 to 10, characterized in that the lower wing-like element (107, 207, 307, 407, 507) and / or the upper wing-like element (104, 204, 304, 404, 504) has a positive Has arrow angle.
[12]
A wing end device according to claim 11, characterized in that the positive sweep angle of the lower wing-like member (107, 207, 307, 407, 507) is similar to that of the upper wing-like member (104, 204, 304, 404, 504).
[13]
A wing end device according to any one of claims 1 to 12, characterized in that the upper wing-like element (304) includes a substantially planar portion (314, 414).
[14]
14. A wing end device according to one of claims 1 to 13, characterized in that the upper wing-like element (104, 204, 504) is substantially planar.
[15]
A wing-end device according to claim 13, characterized in that the upper wing-like member (304, 404) further includes an arcuate transition region (315, 415) adapted to smoothly extend the outboard end of the wing (301, 401) into the substantially planar one Partial region (314, 414) of the upper wing-like element (304, 404) to run.
[16]
A wing-end device according to claim 15, characterized in that the upper wing-like element (304, 404) is an integral winglet.
[17]
17. wing end device according to claim 15 or 16, characterized in that the transition region (315, 415) has a constant radius of curvature.
[18]
A wing-end device according to any one of claims 15 to 17, characterized in that the root chord of the lower wing-like element (307, 407) intersects the curved transition area (315, 415).
[19]
A wing-end device according to claim 13, characterized in that the upper wing-like element (504) further includes an uneven curved wing extension which is adapted to smooth the outboard end of the wing (501) into the substantially planar portion of the upper wing-like element (504). to let go.
[20]
A wing-end device according to any one of claims 1 to 19, characterized in that the upper wing-like element (104, 204, 304, 404, 504) has a toe angle in relation to the vertical x-z plane.
[21]
A wing end device according to any one of claims 1 to 20, characterized in that the root chord of the lower member (107, 207, 307, 407, 507) is located at the interface along only a part of the local chord of the upper member (104, 204, 304, 404, 504).
[22]
A wing-end device according to any one of claims 1 to 21, characterized in that it is arranged so that, when attached to a wing (101, 201, 301, 401, 501), the lower wing-like element (107, 207, 307, 407, 507) at least partially compensates for a reduction in span resulting from the aerofoil (101, 201, 301, 401, 501) undergoing an aeroelastic bend during flight.
[23]
A wing-end device according to any one of claims 1 to 22, characterized in that it is arranged so that, when attached to a wing (101, 201, 301, 401, 501) of an aircraft, it is attached to the ground and the wing (101, 201, 301, 401, 501) is deflected downwardly due to full fuel charge, the end (111, 211, 311, 411, 5111) of the lower wing-like member (107, 207, 307, 407, 507) does not extend farther outboard in the spanwise direction than the end (109, 209, 309, 409, 509) of the upper wing-like element (104, 204, 304, 404, 504).
[24]
A wing end device according to claim 23, characterized in that the spanwise extent of the end (111, 211, 311, 411, 5111) of the lower wing-like element (107, 207, 307, 407, 507) is substantially equal to the spanwise extension of the end (109, 209, 309, 409, 509) of the upper wing-like member (104, 204, 304, 404, 504).
[25]
An aerofoil end device according to any one of claims 1 to 24, characterized in that it is arranged so that when attached to an aerofoil (101, 201, 301, 401, 501) of an aircraft and when the aircraft is flying, the end (111, 211, 311, 411, 511) of the lower wing-like member (107, 207, 307, 407, 507) further outboard in the spanwise direction than the end (109, 209, 309, 409, 509) due to the aeroelastic deformation of the wing shape ) of the upper wing-like member (104, 204, 304, 404, 504).
[26]
An airfoil having an outboard end (103, 203, 303, 403, 503) and an airfoil end device according to any one of claims 1 to 25 attached to its outboard end.
[27]
27. Airplane with a wing (101,201,301,401,501) according to claim 26.
[28]
An aircraft according to claim 27, characterized in that when the aircraft is on the ground and the wing (101, 201, 301, 401, 501) is deflected downwards due to full fuel charge, the end (111, 211, 311, 411, 511) the lower wing-like element (107, 207, 307, 407, 507) in the spanwise direction is no further outboard than the end (109, 209, 309, 409, 509) of the upper wing-like element (104, 204, 304, 404, 504 ) and / or the spanwise extension of the end (111, 211, 311, 411, 511) of the lower wing-like element (107, 207, 307, 407, 507) substantially equal to the spanwise extension of the end (109, 209, 309, 409) , 509) of the upper wing-like element (104, 204, 304, 404, 504).
[29]
29. Aircraft according to claim 27 or 28, characterized in that the spanwise extension of the wing (101, 201, 301, 401, 501) in the ground shape is substantially equal to an aerodrome compatibility flight gate boundary.
[30]
30. Aircraft according to one of claims 27 to 29, characterized in that, when the aircraft is in flight, the end (111, 211, 311, 411, 511) of the lower wing-like element (107, 207, 307, 407, 507) in the spanwise direction extends outboard than the end (109, 209, 309, 409, 509) of the upper wing-like member (104, 204, 304, 404, 504) due to ae-roelastic deformation of the airfoil shape.
[31]
A method of installing or retrofitting an airfoil end device to an airfoil (101, 201, 301, 401, 501), the method comprising attaching an airfoil end device according to any one of claims 1 to 25 to the outboard end (103, 203, 303, 403, 503) of Wing (101,201,301,401,501) includes.
[32]
A method of modifying an airfoil end device for fixing to the outboard end (103, 203, 303, 403, 503) of an airfoil (101, 201, 301, 401, 501) so as to be immovable with respect to the outboard end of the airfoil (101, 201, 301, 401, 501) wherein the wing (101, 201, 301, 401, 501) defines a wing plane (108, 208, 308, 408, 508), wherein the existing wing termination device comprises an upper wing-like member (104, 204, 304, 404, 504) which is movable with respect to Wing level (108, 208, 308, 408, 508) projects upwards and has a trailing edge (416, 516), characterized in that the method comprises providing a lower wing-like element (107, 207, 307, 407, 507), the smaller than the upper wing-like member (104, 204, 304, 404, 504) and having a root chord (112, 212, 312, 412, 512) and a trailing edge (416, 516), and fixing the lower wing-like Elements (107, 207, 307, 407, 507) on the upper wing-like n member (104, 204, 304, 404, 504), such that the root chord (112, 212, 312, 412, 512) of the lower wing-like element (107, 207, 307, 407, 507) with the upper wing-like element (104, 204, 304, 404, 504) intersects that the interface between the lower wing-like element (107, 207, 307, 407, 507) and the upper wing-like element (104, 204, 304, 404 , 504) outboard of the end (103, 203, 303, 403, 503) of the wing (101, 201, 301, 401, 501), the lower wing-like member (107, 207, 307, 407, 507) from the interface downwardly protrudes that the trailing edge (417, 517) of the lower wing-like element (107, 207, 307, 407, 507) at the interface to the trailing edge (416, 516) of the upper wing-like element (104, 204, 304, 404 , 504) and that an included angle between the upper (104, 204, 304, 404, 504) and the lower (107, 207, 307, 407, 507) wing-like element at the interface is small r is equal to or equal to 160 degrees.
[33]
33. The method according to claim 32, characterized in that the lower wing-like element (107, 207, 307, 407, 507) is designed so that the modified wing terminal device is the wing discharge device according to one of claims 1 to 25.
[34]
34. A method for operating a wing (101, 201, 301, 401, 501) having a wing end device fixed to the outboard end (103, 203, 303, 403, 503) of the wing (101, 201, 301, 401, 501) so that these is immovable with respect to the outboard end of the wing (101, 201, 301, 401, 501), the wing (101, 201, 301, 401, 501) defining a wing plane (108, 208, 308, 408, 508) and the wing termination device an upper wing-like element (104, 204, 304, 404, 504) which projects upwardly with respect to the wing plane (108, 208, 308, 408, 508) and has a trailing edge (416, 516), and a lower wing-like member (107, 207, 307, 407, 507) fixed relative to the upper wing-like member (104, 204, 304, 404, 504) and having a root chord (112, 212, 312, 412, 512) and a trailing edge (417, 517), wherein the root chord (112, 212, 312, 412, 512) of the lower wing-like element (107, 207, 307, 407, 507) intersects with the upper wing-like member (104, 204, 304, 404, 504) and projects the lower wing-like member (107, 207, 307, 407, 507) downwardly from the interface, the interface between the lower wing-like member Element (107, 207, 307, 407, 507) and the upper wing-like element (104, 204, 304, 404, 504) outboard of the end (103, 203, 303, 403, 503) of the wing (101,201,301,401,501) is located, the upper wing-like element (104, 204, 304, 404, 504) is larger than the lower wing-like element (107, 207, 307, 407, 507) and the trailing edge (417, 517) of the lower wing-like element (107, 207, 307, 407, 507) abuts the trailing edge (416, 516) of the upper wing-like member (104, 204, 304, 404, 504) at the interface, and wherein an included angle between the upper (104, 204, 304, 404 , 504) and the lower (107, 207, 307, 407, 507) wing-like element at the interface less than or equal to 160 degrees bet characterized in that the method comprises exposing the wing (101, 201, 301, 401, 501) to aerodynamic loads, and in that the wing shape undergoes aeroelastic deformation in a condition where wing deflection causes the wing wing to rotate about the wing root such that the end (111, 211, 311, 411, 511, 211, 311, 411, 511) of the lower wing-like element (107, 207, 307, 407, 507) extends farther outboard than the end (109, 209, 309) , 409, 509) of the upper wing-like element (104, 204, 304, 404, 504). For this 11 sheets of drawings

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法律状态:
2021-09-15| MK07| Expiry|Effective date: 20210731 |

优先权:

申请号 | 申请日 | 专利标题

GBGB1011843.8A|GB201011843D0|2010-07-14|2010-07-14|Wing tip device|

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