113 results about "High-lift device" patented technology

A mechanism for extending and supporting a high-lift device relative to an airfoil has a pair of support ribs coupled to the airfoil. A carrier track is pivotally coupled to the high-lift device and positioned between the pair of support ribs. The carrier track has a slot opening along a lower length thereof. A gear rack is coupled within the slot opening. A pinion gear is positioned between the support ribs and below the carrier track. The pinion gear engages with the gear rack for extending the high-lift device relative to the airfoil. A plurality of rollers is rotateably coupled to the support ribs and in bearing contact with the carrier track. At least one roller is positioned above the carrier track and a second roller is positioned below the carrier track. The second roller is positioned concentrically with the pinion gear.

A navigation system for an aircraft, including a calculator of an estimated flight path for the aircraft; a device for determining an estimated value of a flight parameter that corresponds to an estimated speed for the extension of at least a portion of the high-lift devices of the aircraft; and a display of an indication for such estimated value. A command process for such a system and an aircraft equipped with such a system are also disclosed.

An aircraft wing, wing assembly and method of reducing drag are provided. The wing asembly includes a main wing portion (10) and a leading edge high lift portion (12). The high lift portion is movable between a retracted position in which it generally merges with the main wing portion and a deployed position forwardly thereof. At least a substantial part of an upper surface (22) of the high lift portion is air permeable or perforated and in flow communication with a suction passage (30) in it. In flight, suction may be applied to the suction passage to reduce the chordwise extent of the turbulent boundary layer over the upper or lower wing surface.

The invention provides a rotor blade airplane with a variable flight mode, comprising an airplane body, a plurality of canards, a rotor blade, an empennage and a power system. The rotor blade airplane is characterized in that the canards are symmetrically arranged at two sides of the head of the airplane body; the empennage comprises a perpendicular empennage and a horizontal empennage, the perpendicular empennage is arranged at the back of the airplane body, and the horizontal empennage is arranged at the top end of the perpendicular empennage to form into the 'T'-shaped empennage; the canards, the rotor blade and the horizontal empennage are distributed with one another in the manner of a step from low to high along with the Z direction of the airplane; and a plurality of high lift devices are arranged on the canards and the horizontal empennage, and the lift force requirement for the controllable flight of the airplane can be met by a lift force generated on the canards and the horizontal empennage during transition flight. The rotor blade airplane can prevent the empennage from being directly impacted by the downwash of the rotor blade under a rotor blade flight mode, the distraction to a horizontal tail caused by the downwash of the rotor blade can be reduced, and the airplane can be controlled under the rotor blade flight mode during the transition flight.

The invention discloses a height-lift device provided with combined jet structure on a wing flap, comprising a wing leading edge slat, a main wing and the wing flap; wherein, the upper surface of the wing flap is provided with the combined jet structure which is provided with an air compressor used for controlling the flow and the speed of ejective airflow so as to adjust the influence of the airflow on the taking-off or landing performances of a plane. The high-lift device can obviously improve the flow quality above the wing flap of the plane, avoid the separation of the wing flap, improve the taking off, landing and stall performance of the plane, improve the maximum lift and furthermore, and achieve the taking off and landing of the plane at comparatively low speed.

The invention relates to a wing tip support device for wind tunnel test. The upper connecting surface and the lower connecting surface of a force measuring balance are respectively connected with a support beam top plate and a force platform, two variable attack angle mechanisms are respectively arranged at the top end of a support upright post positioned at the outer sides of two side walls of the middle part of the wind tunnel test section, passing holes of a flange spline shaft are symmetrically arranged on the wind tunnel side wall of the equal height part of the center line of the flangespline shaft of the variable attack angle mechanism, one end of the flange spline shaft passes through the passing hole arranged on the wind tunnel side wall and is positioned in a wind tunnel, the other end of the flange spline shaft is connected with the variable attack angle mechanism arranged outside the wind tunnel, two variable side slide angle mechanisms are positioned in the wind tunnel and are fixed on a flange plate arranged at the end surface of the flange spline shaft positioned in the wind tunnel through a slide plate, and slide flanges of the two variable side slide angle mechanisms are connected with the wing tip of an airplane model through a model connecting element. The wing tip support device is applicable to airplane airdrop and airborne wind tunnel test, and airplane fuselages, high lift devices and afterbody drag wind tunnel tests, and has the characteristics that the structure is simple, the use is convenient, and the test data is reliable.

A navigation system for an aircraft, including a calculator of an estimated flight path for the aircraft; a device for determining an estimated value of a flight parameter that corresponds to an estimated speed for the extension of at least a portion of the high-lift devices of the aircraft; and a display of an indication for such estimated value. A command process for such a system and an aircraft equipped with such a system are also disclosed.

A method of improving aerodynamic performance of foils by the application of conformal, elastomeric vortex generators. The novel use of elastomers allows the application of various forms of vortex generators to sections that have been problematic from engineering and cost considerations. A novel and efficient vortex generator profile is identified, which develops an additional co rotating vortex at low energy expenditure. The mechanisms allow for the application of transverse vortex generators, or Gurney Flaps / Lift Enhancement Tabs / Divergent Trailing Edges, to propellers, rotorblades, and to wings / flaps / control trailing edges. Cove Tabs are additionally described using an elastomeric transverse vortex generator to achieve performance improvements of a high lift device.

A vertical axis wind turbine (100) is provided according to an embodiment of the invention. The vertical axis wind turbine (100) comprises a rotatable shaft (101) and one or more arms (102) coupled to and extending from the rotatable shaft (101). The vertical axis wind turbine (100) further comprises one or more blades (103) coupled to the one or more arms (102). A high lift device (210) is coupled to each of the one or more blades (103). The high lift device (210) is adapted to control a lift-to-drag ratio of the blade (103).

An actuation system configured to deploy a high-lift device on a leading edge of an aircraft wing. The system comprises: a link pivotally connected to the wing at a first pivot point and to the high-lift device at a second pivot point; a first actuation mechanism configured to rotate the high-lift device about the first pivot point; and a second actuation mechanism configured to rotate the high-lift device about the second pivot point. The second actuation mechanism is operable independently of the first actuation mechanism, and can be operated in order to generate a sealing force between the high-lift device and the leading edge of the aircraft wing.

A wing arrangement of an aircraft has a wing and at least one pylon for suspending an engine below the wing. The wing has a leading edge with a high-lift device, which is able to move between a deployed position in which the high-lift device projects forward of the leading edge, and which is interrupted in a forward intermediate region of the wing located at the leading edge, the pylon having a forward edge extending forward of the leading edge of the wing between a forward upper portion connected to the wing in the forward intermediate region and a forward lower portion connected to a nacelle of the engine. An element of narrow elongate shape protrudes longitudinally from the forward edge and, during flight at a high angle of attack of the aircraft, generates a vortex of aerodynamic flow that is propagated toward the forward intermediate region above the wing.

The present invention provides high-lift devices, wings, and noise reduction structures for the high-lift devices capable of suppressing the occurrence of aerodynamic noise while restricting an increase in airframe weight. A high-lift device includes: a slat main body (4) that is disposed so as to be able to extend from and retract into a main wing; a concave part (5) that is formed on the slat main body (4) at a location that faces the main wing, so as to be able to accommodate at least a part of a leading edge of the main wing; and an airflow control part (6) that is disposed at an area in the concave part (5) facing an upper surface of the main wing, that is accommodated between the main wing and the concave part when the slat main body (4) is retracted into the main wing, and that suppresses turbulence colliding against the area in the concave part (5) facing the upper surface of the main wing when the slat main body (4) is extended from the main wing.

The invention belongs to the field of aviation flying control, and particularly relates to a control method of a high-lift device of an airplane. According to the invention, on the basis of a traditional simple control method of a high-lift device, the detection on the matching between the deviation angle of the high-lift device and the current flying speed of an airplane is added, so that the incorrect deviation angle of the high-lift device is avoided. The control method has the advantages that a pilot can control the high-lift device without worry at the take-off and landing stage with large load; even though wrong operation occurs, the operation of the pilot also can be automatically corrected in time, so that the flying load of the pilot is reduced, the flying performance is improved and the condition of endangering the flying safety of the airplane is avoided; the algorithm can be directly added in a high-lift device controller without any modification to a control mechanism or the high-lift device of the airplane, so that the modification cost is saved and the research and development period is shortened.

An aircraft assembly comprising: a pair of covers; a spar web extending between the covers in a thickness direction, the spar web having a length which extends in a span-wise direction; and a container which extends from the spar web and houses at least part of a system component. The container comprises first and second side walls which are spaced apart from each other across the spar web in the thickness direction, and inboard and outboard walls which are spaced apart from each other along the spar web in the span-wise direction. The spar web and at least part of the container are integrally formed as a single piece. Typically the assembly is a wing assembly with a fuel tank; a track; a high-lift device carried by the track; an actuation mechanism for moving the track and high-lift device between an extended high-lift position and a retracted low-lift position; and a track container which extends from the spar web into the fuel tank and houses at least part of the track when it is in its retracted low-lift position. The spar web and at least part of the track container are integrally formed as a single piece, typically from a laminar composite material.

The invention discloses a vertical take-off and landing aircraft with front wings and rear wings on the basis of a novel high-lift devices. The vertical take-off and landing aircraft comprises an aircraft body, wherein a front part high-lift device and a rear part high-lift device are configured correspondingly at the front part and the rear part of the aircraft body; the front part high-lift device as well as the rear part high-lift device comprises a spray pipe and a lift wing; each spray pipe is flat, a flat accelerating section is arranged at the outlet of each spray pipe in a matched manner, and the outlet of each spray pipe directly faces to the suction surfaces of the lift wings. The spray pipe adopted by the vertical take-off and landing aircraft is the flat spray pipe, and the flat accelerating section is arranged at the outlet of each spray pipe in matched manner so as to enable the air flow of the outlets of the spray pipes to further expand and accelerate, and eject out from a flat outlet section at high speed, meanwhile, the exhaust jet stream discharged by the flat accelerating sections directly faces to the suction surfaces of the lift wings to enable the area of the suction surfaces of the lift wings to be larger, under the combined action of the suction surfaces and the pressure surface, and the larger lift component is obtained.

The invention discloses a duct aerofoil system which comprises a duct aerofoil and a fan arranged on the front edge of the duct aerofoil. The duct aerofoil has an annular structure; a longitudinal cross section of the duct aerofoil is in an airfoil shape; when fan blades rotate to the lower half part of the duct aerofoil, blade tips of the fan blades are higher than the front edge of the lower half part of the duct aerofoil; when the fan blades rotate to the upper half part of the duct aerofoil, the fan blades are positioned in an outer space of the upper half part of the duct aerofoil; and the blade tips of the fan blades are higher than the outer wall of the front edge part of the upper half part of the duct aerofoil. The fan of the duct aerofoil system can simultaneously accelerate theair flow on the surface of the inner wall of the lower half part of the duct aerofoil of the annular structure and the air flow on the surfaces of the inner wall and the outer wall of the upper half part so as to generate a huge lifting force; high lift devices such as flap on the back edge of the duct aerofoil and the like downwards deflect so that the slip flow of the fan can be spurted backwards and a frontward-upward pushing force is generated; an aerial craft applying the duct aerofoil system can achieve vertical rise and fall, horizontal flying, and the stable transition between a vertical rise and fall state and a horizontal flying state.

The invention relates to a dynamic numerical simulation method for an external flow field of a multi-element airfoil of an airplane. The method comprises the steps that 1, an airplane model with a leading edge slat, a trailing edge flap and the multi-element airfoil is established and imported into fluent software; 2, a vertical descending motion function of the airplane model is constructed and imported into the fluent software; 3, a turbulence model is selected; 4, simulation parameters are set, including fluid parameters, airfoil material parameters, work environment parameters, boundary condition parameters, a dynamic mesh updating model, a solution method and solution precision; 5, the fluent software is run, and a flow parameter variation diagram, including a speed, pressure and temperature variation diagram, of fluid around the airfoil in the vertical descending process of the airplane is acquired. Compared with the prior art, dynamic numerical values of the external flow field in the landing process of the airplane can be effectively acquired, and reference can be conveniently provided for assessment of rising and landing performance of the airplane and design of a high lift device.

An aircraft wing assembly comprising: a spar; a fuel tank; a track container which is attached to the spar and extends into the fuel tank; a track which extends through the spar and into the track container; and a high-lift device, such as a slat or flap, carried by the track. The track container comprises a stiffening element encased in an elastomeric sheath. The track container is manufactured by placing a stiffening element and elastomeric material together in a mould; and compressing and heating them to cure and shape the elastomeric material.

The present invention relates to a device for adjusting the lift characteristics of an aircraft with a high lift device (2) that is movably attachable to a wing element (1) and that comprises at least one slot covering device (3; 4), wherein the at least one slot covering device (3; 4), is movably attachable to the wing element (1). The slot covering device (3; 4) is designed to regulate the size of a slot (7) between the wing element (1) and the high lift device (2).

The invention discloses a high-lift device optimum design method taking a motion locus into account. The method comprises the concrete steps as follows: 1. conducting a two-dimensional high-lift device aerodynamic configuration design on the basis of a two-dimensional airfoil profile; 2. conducting a two-dimensional motion mechanism motion locus design; 3. obtaining the aerodynamic configuration in a take-off state, the aerodynamic configuration in a landing state and the slot parameters of the airfoil profile; 4. computing the two-dimensional aerodynamic force of a high-lift device; 5. optimizing the slot parameters of the high-lift device, repeating Step 2 to Step 4, and optimizing the geometrical parameters of a motion mechanism meeting take-off and landing aerodynamic performance requirements as well as the drift angle of the airfoil profile until the optimal results are obtained. According to the method, the slot parameters of the take-off configuration and the landing configuration are obtained by simulating the whole motion locus curve of the motion mechanism of the high-lift device, and the synchronous optimum design of the take-off configuration and the landing configuration of the high-lift device can be realized on the basis of ensuring locus realization.

This application is directed to systems and methods for moving trailing edge high lift devices on an aircraft wing, and more particularly to moving inboard, outboard and midspan flaps differentially in order to produce better lift / drag characteristics during takeoff and landing of the aircraft.

The invention provides a two-dimensional high lift device parametrization design method based on an NURBS curve and meeting engineering constraints. Firstly, the positions of slat and main wing interfaces and flap and main wing interfaces are determined on a two-dimensional airfoil profile, and control nodes are arranged, deflection angles of slats and flaps and rotary shaft positions are determined according to aerodynamic design requirements; secondly, the control nodes are respectively fitted to obtain geometric profiles of the slat and main wing interfaces and the flap and main wing interfaces; thirdly, intersection points of the interfaces and the two-dimensional airfoil profile are found again and are utilized to split the two-dimensional airfoil profile, the geometric profiles of the interfaces are spliced with the split two-dimensional airfoil profile to form slat profiles, flap profiles and main wing profiles; finally, according to the deflection angles of the slats and flaps and rotary shaft positions, fixed-shaft rotation is conducted on the slats and flaps to obtain a high lift device profile. The method adopts a non-uniform rational B-spline method to parametrize a two-dimensional high lift device, a complicated geometric profile is fit at higher precision, and the problem that the engineering constraints and geometrical consistency constraints are difficult to meet is solved.

An actuation system configured to deploy a high-lift device on a leading edge of an aircraft wing. The system comprises: a link pivotally connected to the wing at a first pivot point and to the high-lift device at a second pivot point; a first actuation mechanism configured to rotate the high-lift device about the first pivot point; and a second actuation mechanism configured to rotate the high-lift device about the second pivot point. The second actuation mechanism is operable independently of the first actuation mechanism, and can be operated in order to generate a sealing force between the high-lift device and the leading edge of the aircraft wing.

The invention relates to the field of design of aviation systems, in particular to a method for load calculation of a high lift system of an aircraft, to solve the problem of incapability of meeting the design requirements due to the low efficiency of the existing computing method. A high lift device in the high lift system is connected to a plurality of connecting points of a suspension mechanism; the suspension mechanism is in point contact with a plurality of movement mechanisms in the high lift system; according to the stress and constraint condition of each link on a force transfer path, the force transfer path can be decomposed into two sub-systems, namely high lift device-suspension mechanism and suspension mechanism-movement mechanisms, which are organically related, and then the force transfer computing problem of a complex system is solved step by step based on the design philosophy and the mechanical characteristics of each sub-system. The method has the advantages of quick computing speed and accurate and reliable computing result, and is capable of completely avoiding a complicated and tedious process needed by finite element software.

An aircraft comprises a wing (2) defining an aerofoil surface, the wing (2) comprising a drooped leading edge flap (1) being moveable between a stowed position and a deployed position. The wing (2) is so arranged that during flight when the high-lift device is in the deployed position, air may flow through an opening (7) in the wing (2) and over the aerofoil surface. During flight, air preferably flows into the boundary layer (13) on the upper surface of the wing (2). This energises the boundary layer (13), aft of the trailing edge of the drooped leading edge flap increasing its stability allowing the maximum achievable lift coefficient to be increased and hence reducing aircraft take-off and approach speeds.