巴西专利BR102013007856B1 FLIP SYSTEM FOR AN AIRCRAFT AND METHOD OF IMPROVING THE PERFORMANCE OF AN AIRCRAFT

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专利摘要:
Improved performance fin system and method. The present invention relates to a fin system for an aircraft wing which may include an upper fin and a lower fin mounted on a wing tip. the fin may have a static position when the wing is subjected to a static earth load. the lower fin may be configured such that the upward deflection of the wing under an approximate 1-g flight load causes the lower fin to move from a static position to an in-flight position, resulting in a relative increase in airflow. wing span.
公开号:BR102013007856B1
申请号:R102013007856-5
申请日:2013-04-01
公开日:2022-01-11
发明作者:Dino L. Roman；John Charles Vassberg；Douglas M. Friedman；Adam P. Malachowski；Cristopher A. Vegter
申请人:The Boeing Company；
IPC主号:

专利说明:

FIELD
[0001] The present description relates generally to aerodynamics and more particularly to wing tip devices, such as for the wings of an aircraft. BACKGROUND
[0002] Induced drag is generated by the wing of an aircraft due to redirection of air during lift force generation as the wing moves through the air. Air redirection may include a wingspan flow along the underside of the wing along a generally outward direction to the wingtips where the air then flows upwardly over the wingtips. The air flowing over the tips turns on an airflow towards the chord over the wing, thus resulting in the formation of wingtip vortices. The wingtip vortices are powered by other vortices that are launched from the trailing edge of the wing. The downdraft of vortices dragging from the wing reduces the effective angle of attack of the wing, which results in a reduction in the lift force generated.
[0003] The fins provide a means to reduce the negative effects of induced drag, such as by effectively increasing the length of the trailing edge of the wing. The effective increase in trailing edge length can disperse the vortex distribution, which can reduce induced drag losses. In this regard, fins can provide a significant reduction in induced drag, which can improve aircraft performance. Additionally, the fins can provide an increase in the effective length of the trailing edge without increasing the length of the leading edge of the wing. Additionally, by adding fins to the wings, rather than increasing the wing span in the conventional manner by extending the wingtips, the increased weight, cost and complexity associated with stretching force-enhancing devices can be avoided. leading edge support (e.g. slats, Krueger flaps.
[0004] However, conventional fins can increase the aerodynamic load on the wing tips, which can result in an increase in wing camber under high lift conditions. The increase in wing camber may require strengthening or stiffening of the wing structure, which adds weight and can negate the drag reduction benefits provided by the fins. In addition, the center of gravity of conventional fins can be located at a relatively long distance from the wing's axis of twist, which can affect the wing's flutter characteristics. In an attempt to counteract the inertial effects of conventional fins, ballast may be added to the leading edge of the wingtip. Unfortunately, the addition of ballast can negate some of the drag reduction benefits provided by the fin. Conventional fins can also suffer from reduced aerodynamic efficiency due to flow separation that can occur under high load conditions even at low speeds.
[0005] As can be seen, there is a need in the art for a wing tip device that can reduce the induced drag of a wing without increasing the wing curvature. In addition, there is a need in the art for a wing tip device that minimizes the impact on the wing flapping characteristics. Additionally, there is a need in the art for a wing tip device that does not require the addition of ballast to overcome the inertial effects of a fin on the wing's flutter characteristics. SUMMARY
[0006] Any one or more of the aforementioned needs associated with conventional fins may be specifically addressed and alleviated by the present disclosure that a fin system for an aircraft wing, wherein the fin system includes an upper fin and a lower fin mounted on the tip of a wing. The lower fin may be in a static position when the wing is subjected to a static earth load. The lower fin may be configured such that the upward deflection of the wing under an approximate 1-g flight load causes the lower fin to move from a static position to an in-flight position, thus resulting in a relative increase in the wingspan. wing. Also described is an aircraft having a pair of wings with each wing having a wingtip. The aircraft may include an upper fin and a lower fin mounted on each of the wingtips. The lower fins can be sized and oriented such that the upward deflection of the wings under an approximate 1-g flight load results in a relative increase in wing span.
[0007] In a further embodiment, a method of improving the performance of an aircraft is described including the step of providing an upper fin and a lower fin on a wing. The lower fin may be in a static position when the wing is subjected to a static earth load. The method may additionally include upward deflection of the wing under an approximate 1-g flight load. Furthermore, the method may include moving the lower fin from a static position to an in-flight position during upward deflection of the wing. The method may also include a relative increase in wing span when moving the lower fin from the static position to the in-flight position.
[0008] A fin system may comprise an upper fin and a lower fin mounted on a wing, the lower fin having a static position when the wing is subjected to a static ground load, and the lower fin being configured in such a way. that the upward deflection of the wing under an approximate 1-g flight load causes the lower fin to be moved from a static position to an in-flight position and resulting in a relative increase in wing span. The fin system may include a lower fin that is oriented at an anhedral angle of less than approximately 15 degrees during upward deflection of the wing under approximate 1-g flight load. The top fin may be oriented at a dihedral angle of at least approximately 60 degrees during upward deflection of the wing under approximate 1-g flight load.
[0009] The fin system may include a lower fin having a center of pressure, the wing having a wing torsion axis, and the lower fin center of pressure being located aft of the wing torsion axis. The fin system may include a wing having a wing tip including a wingtip chord, the upper fin and the lower fin each having a root chord, and the upper fin root chord and the of the lower fin, each having a length of at least approximately 50 percent of the wingtip chord. The upper fin root chord and the lower fin root chord may each have a length of approximately 60 to 100 percent of a wingtip chord length.
[00010] The fin system may have at least one fin, the top fin or the bottom fin, which features a leading edge root sleeve mounted at a junction of a wing tip with the respective top fin and bottom fin. The lower fin may have a length of at least approximately 50 percent of a length of the upper fin. The top fin and bottom fin can have a tip chord-root chord taper ratio in a range of approximately 0.15 to 0.50. The top fin and bottom fin can have a leading edge sweep angle between approximately 20 and 70 degrees.
[00011] The wing may have an axis of torsion, the upper fin and the lower fin having a combined fin area and a combined center of gravity located at a longitudinal displacement from the axis of torsion of the wing, the upper fin and the bottom fin being configured such that the longitudinal displacement is less than a longitudinal displacement of a center of gravity of a single top fin having a fin area that is substantially equivalent to the combined fin area and having an edge sweep angle which is substantially equivalent to the upper fin leading edge sweep angle.
[00012] One embodiment of the invention involves an aircraft comprising a pair of wings, each having a wingtip, and an upper fin and a lower fin mounted on each of the wingtips, the lower fins being sized and oriented in such a way. such that the upward deflection of the wings under an approximate 1-g flight load results in a relative increase in wing span.
[00013] A method of improving the performance of an aircraft may comprise the steps of providing an upper fin and a lower fin on a wing, the lower fin having a static position, when the wing is subjected to a static ground load, so as to upward deflect the wing under an approximate 1-g flight load, to move the lower fin from a static position to an in-flight position during upward deflection of the wing, and to produce a relative increase in wing span upon fin movement bottom from the static position to the in-flight position. The method may also comprise the steps of deflecting the lower fin upwardly during the approximate 1-g flight load, and of increasing the effective span of the wing during upward deflection of the lower fin.
[00014] To improve performance, the method may comprise the step of orienting the lower fin at an anhedral angle of less than approximately 15 degrees during upward deflection of the wing. The method may further comprise the step of orienting the upper fin at a dihedral angle of at least approximately 60 degrees during upward deflection of the wing. To improve aerodynamics, the method may further comprise the steps of locating the lower fin such that a center of pressure is aft of a wing torsion axis, of increasing the lift force of the lower fin during a gust load , and of exerting a nose-down moment on a wingtip in response to an increase in the lift force of the lower fin. To increase efficiency, the method may further comprise the step of dividing a wingtip aerodynamic load between the top fin and the bottom fin, the top fin and the bottom fin, each having a root chord having a length of at least approximately 50 percent of a wingtip chord. To improve performance, the method may further comprise the step of minimizing the parasitic drag of the aircraft with the use of a leading edge root sleeve on at least one fin, the top fin or the bottom fin. To improve aerodynamics, the method may additionally comprise the steps of providing the upper fin and the lower fin with a combined fin area and a combined center of gravity that is longitudinally offset from a wing torsion axis, and of reducing flutter. with the longitudinal displacement of the center of gravity combined by a degree that is less than a longitudinal displacement of the center of gravity of a single upper fin having a fin area that is substantially equivalent to the combined fin area and having an angle leading edge sweep angle which is substantially equivalent to the top fin leading edge sweep angle.
[00015] The features, functions and advantages that have been discussed can be independently obtained in various embodiments of the present description or can be combined in still other embodiments, the further details of which can be seen with reference to the following description and the drawings below . BRIEF DESCRIPTION OF THE DRAWINGS
[00016] These and other features of the present description will become more apparent with reference to the drawings, in which like numerals refer to like parts from beginning to end and in which:
[00017] Figure 1 is a perspective illustration of an aircraft featuring a fin system mounted on each wingtip of the wings;
[00018] Figure 2 is a front view of the aircraft illustrating an upper fin and a lower fin included with the fin system mounted on each wingtip;
[00019] Figure 3 is a side view of one of the fin systems taken along line 3 of Figure 2 and illustrating the top fin and bottom fin mounted on a wingtip;
[00020] Figure 4 is a top view of the top fin taken along line 4 of Figure 3 and illustrating an angle of twist or twist which may optionally be incorporated into the top fin;
[00021] Figure 5 is a top view of the lower fin taken along line 5 of Figure 3 and illustrating an angle of twist which may optionally be incorporated into the lower fin;
[00022] Figure 6 is a schematic front view of one of the wings in a jig shape, in a downwardly deflected static ground load shape, and in an upwardly deflected 1-g flight load shape (e.g. wing 1-g);
[00023] Figure 7 is a schematic view of the relative positions of the upper and lower fins for the wing in the three different shapes illustrated in Figure 6;
[00024] Figure 8 is a front view of the aircraft illustrating the lower fin on each wingtip being moved from a static position, where the wing is subjected to a static ground load, to an in-flight position, where the wing is subjected to the approximate 1-g flight load, and which further illustrates an increase in effective wing span that occurs in response to movement of the lower fins from the static position to the in-flight position;
[00025] Figure 9 is a side view of an embodiment of a single upper fin having a center of gravity located at a longitudinal displacement of a torsional axis of the wing;
[00026] Figure 10 is a side view of the fin system described here, where the combination of the top fin and the bottom fin results in a combined center of gravity located at a reduced longitudinal displacement with respect to the axis of torsion relative to the longitudinal displacement. larger for the single upper fin and which advantageously minimizes the inertial effects of the fin system on the wing agitation;
[00027] Figure 11 is a side view of an alternative embodiment of the fin system where the trailing edges of the top fin and bottom fin are generally aligned with the trailing edge of the wing;
[00028] Figure 12 is a side view of a further embodiment of the fin system featuring leading edge root sleeves mounted at a wingtip junction on each fin, the top fin or the bottom fin;
[00029] Figure 13 is a perspective view of an embodiment of the fin system illustrating a lower fin center of pressure located aft of the wing torsion axis due to a relatively large sweep angle of the lower fin and due to a relatively small anhedral angle of the lower fin;
[00030] Figure 14 is a side view of the fin system taken along line 14 of Figure 13 and illustrating a nose-down moment exerted on the wingtip in response to an increase in lift force of the lower fin in response to a burst load; and
[00031] Figure 15 is a flow diagram showing one or more operations that may be included in a method of operating an aircraft. DETAILED DESCRIPTION
[00032] Referring now to the drawings, where the demonstrations are intended to illustrate the various embodiments of the present description, there is shown in Figure 1 a perspective view of an aircraft 10 having a fuselage 12. The fuselage 12 may include a cabin for passengers and flight crew. The fuselage 12 may extend from a nose at a forward end 24 of the aircraft 10 to an empennage 18 at a aft end 26 of the fuselage 12. The empennage 18 may include one or more tail surfaces, such as a vertical stabilizer 22 and /or a horizontal stabilizer 20 for controlling the aircraft 10. The aircraft 10 may additionally include a pair of wings 50, one or more propulsion units 16, and nose and main landing gear 14 (Figure 2). Wings 50 may include one or more fin systems 98, as described herein. Each fin system 98 may comprise an upper fin 100 and a lower fin 200 which can be mounted on a wing tip 56 of a wing 50.
[00033] It will be appreciated that although the fin system 98 of the present description is described in the context of a fixed-wing passenger aircraft 10, such as the tube and wing aircraft 10 illustrated in Figure 1, any of the various embodiments of the system 98 fin can be applied to any aircraft of any configuration without limitation. For example, the 98 fin system can be applied to any civil, commercial or military aircraft. Furthermore, the embodiments of the fin system 98 described herein can be applied to alternative aircraft configurations and are not limited to the embodiment of the tube and wing aircraft 10 illustrated in Figure 1. For example, the described embodiments can be applied to an aircraft. hybrid body-wing aircraft or an aircraft with an integrated fuselage.
[00034] The vane system 98 can also be applied to aerodynamic surfaces or airfoils other than the wings 50. For example, the vane system 98 can be applied to a canard to a control surface, such as a horizontal stabilizer. , or to any airfoil where it is desired to mitigate the adverse effects of induced drag and/or improve aerodynamic performance. Advantageously, the upper and lower fins 100, 200, as described herein, may be provided in relatively large sizes with relatively long root chords and relatively high degrees of sweep and/or taper. The lower fin 200 is advantageously provided with a relatively limited degree of anhedral angle 224 (Figure 8), which will result in an increase in the effective span of the wing 80 (Figure 8), when the wings 50 are aeroelastically deflected upwards, such as under an approximate 1-g flight load 78 (Figure 6) in cruise. In addition, the lower fin 200 can also be configured to aeroelastically deflect upward under the approximate 1-g flight load 78, which can result in a relative increase in wingspan 84 (Figure 7) and can contribute to increasing the effective wingspan of the aircraft. wing 80 (Figure 7) of the wings 50, as illustrated in Figures 6-8 and described in greater detail below. Advantageously, as the effective wing span 80 increases due to upward deflection of wing 50 and/or due to upward deflection of lower fin 200, the lift-drag performance of aircraft 10 can be improved.
[00035] In Figure 1, the installation of the fin system 98 on the aircraft 10 can be defined with respect to a coordinate system having a longitudinal axis 28, a lateral axis 30, and a vertical axis 32. The longitudinal axis 28 can be defined as extending through a common center of fuselage 12 between forward end 24 and aft end 26. Lateral axis 30 may be oriented orthogonally to longitudinal axis 28 and may extend generally along the outer directions of the wing. 50 with respect to a center of the fuselage 12. Vertical axis 32 may be oriented orthogonally with respect to longitudinal and lateral axes 28, 30. Each of the wings 50 of the aircraft 10 shown in Figure 1 may extend from a wing root 52 showing a root chord 54 on a wing tip 56 having a tip chord 58. Each wing 50 may have upper and lower surfaces 64, 66 and may include a wing leading edge 60 and a wing trailing edge 52. and wing 62. In the embodiment shown, the leading edge of wing 60 may be formed at a sweep angle of wing 68. Each wing 50 may extend upwardly at a dihedral angle 70. However, the wings 50 upon which may be mounted the vane systems 98 may be provided in any geometric configuration and are not limited to the above-described arrangement for the aircraft 10 shown in Figure 1.
[00036] Figure 2 is a front view of the aircraft 10 supported by the landing gear 14 and illustrating a fin system 98 mounted on the wing tip 56 of each wing. The wings 50 are shown in a template shape 74 (Figure 6), where the wings 50 are relatively straight, as might occur when the wings 50 are constrained by the assembly tooling during manufacture of the aircraft 10. In one example, a template shape (eg template shape 74 - Figure 6) can be defined as an equilibrium state (eg an unloaded state) of the elastic member (eg a wing 50). As indicated in greater detail below, when the aircraft 10 is supported by the landing gear 14, the wings 50 will typically assume a slightly downwardly deflected shape under a static ground load 76 (Figure 6) due to the gravitational force acting on the mass. of the wings 50, the propulsion units 16, and/or other systems supported by the wings 50.
[00037] Each wing tip 56 may include a fin system 98 comprising upper fin 100 and lower fin 200. Upper fin 100 may have an upper fin root 102 which may be affixed or otherwise coupled to the wing 50 on the wing tip 56. The upper fin 100 may extend as a relatively straight member towards the upper fin tip 106. Likewise, the lower fin 200 can have a lower fin root 202 that can be affixed to the wing. 50 at wing tip 56. In one embodiment, lower fin root 202 may intersect or be connected with upper fin root 102 at wing tip 56. Lower fin 200 may extend as a relatively straight member in the direction the tip of the lower fin 206. However, the upper fin 100 and/or the lower fin 200 may be provided in a non-straight shape and may include curved shapes or contoured shapes and may additionally include combinations of straight shapes, curved shapes and contoured shapes. adas.
[00038] The upper fin 100 may have an upper fin length 118 (i.e., a semi-span) that extends from the upper fin root 102 to the upper fin tip 106. In the embodiment shown, the length of the upper fin 118 may be longer than the lower fin 218 length of the lower fin 200. In one embodiment, the lower fin 200 may have a lower fin 218 length of at least approximately 50 percent of the upper fin 118 length of the upper fin 100. In a further embodiment, the lower fin 200 may have a lower fin length 218 in the range of approximately 50 to 80 percent of the upper fin 118 length of the upper fin 100. In one embodiment of a commercial transport aircraft 10, the fin upper fin 100 may be provided in an upper fin length 118 of approximately 1.27 to 3.81 m (50 to 150 inches). For example, the upper fin 100 may be provided in an upper fin length 118 of 2.286 to 2.794 m (90 to 110 inches). The lower fin length 218 may extend from the lower fin root 202 to the lower fin tip 206 and may be provided in a lower fin length 218 of approximately 0.762 to 2.54 m (30 to 100 inches). For example, lower fin 200 may be provided in a length of lower fin 218 of (1.27 to 1.778 m (50 to 70 inches). However, upper fin 100 and lower fin 200 may be provided in any length and are not limited to the aforementioned length ranges. Additionally, although not shown, the fin system 98 may be provided in an embodiment where the lower fin 200 is longer than the upper fin 100. Furthermore, in one or more of the In embodiments, the lower fin 100 may be configured such that the lower fin tip 206 is located approximately at the intersection of the gate span threshold 38 (Figure 6) and the maximum transverse and longitudinal swing height line 42 (Figure 6). ), as described below.
[00039] In Figure 3, a side view of fin system 98 mounted on wing tip 56 of wing 50 is shown. Top fin root 102 is attached to wing tip 56 at a wing-top fin junction 150. Likewise, the lower fin root 202 is connected to the wing tip 56 at a wing-lower fin junction 152. Although the illustration shows the upper fin root 102 and the lower fin root 202 being respectively mounted on the upper portions and bottom of a wing tip 56, the fin system 98 may be configured such that the top fin 100 at least partially intersects the bottom fin 200 at an upper fin-lower fin junction 154. In this regard, the root top fin 102 and bottom fin root 202 may be mounted to wing tip 56 at any location vertical to each other. Furthermore, although the figures of the present description show the upper fin root 102 and the lower fin root 202 as being generally aligned with each other at the junction of the upper and lower fin roots 102, 202 with the wing tip 56, the root upper fin root 102 may be attached to wingtip 56 such that upper fin root 102 is located forward of lower fin root 202. Alternatively, lower fin root 202 may be attached to wingtip 56 in such a manner. so that the lower fin root 202 is located forward of the upper fin root 102. In this regard, the upper fin root 102 may be attached to the wing tip 56 such that the upper fin leading edge 112 is located forward of lower fin leading edge 212, or vice versa. Likewise, the upper fin root 102 may be attached to the wing tip such that the upper fin trailing edge 112 is located forward of the lower fin trailing edge 212, or vice versa.
[00040] Additionally, although the present description illustrates the upper fin root 102 and the lower fin root 202 as being generally aligned with each other in a lateral direction (e.g., along a direction parallel to the lateral axis 30 - Figure 2 ), the upper fin root 102 (Figure 3) and the lower fin root 202 (Figure 3) can be attached to the wing tip 56 such that the upper fin root 102 is additionally located on the outside (e.g. , further away from the wing root 52 - Figure 1) than the lower fin root 202. Alternatively, the lower fin root 202 may be located additionally on the outside than the upper fin root 202. In this regard, the wing tip 56 can be defined as approximately the extreme ten (10) percent of the length of wing 50 from wing root 52 (Figure 1) to wing tip 56 (Figure 1). The upper fin root 102 and the lower fin root 202 are not limited to be attached to the wing 50 at the extreme end of the wing tip 56. For example, the upper fin root 102 and the lower fin root 202 of the upper fins and lower fins 100, 200 may be attached to the wing(s) 50 at any location such that the lower fins 200 (Figure 8) on the oppositely arranged wing tips 56 (Figure 8) of the aircraft 10 (Figure 8) define the effective wing span 82 (Figure 8), when the wings 50 are under approximate 1-g flight load 78 (Figure 8). In one embodiment, upper fin root 102 and lower fin root 202 may be attached to wing 50 at any location from the extreme end of wingtip 56 to any location in the extreme ten (10) percent of the length of the wing. wing 50.
[00041] In Figure 3, the upper fin 100 and the lower fin 200 can be trailed aft and can be further formed with a taper relationship of tip chord 108, 208 - corresponding root chord 104. 204. In one embodiment , the taper ratio of upper fin 100 and/or lower fin 200 may be in the range of approximately 0.15 to 0.50. For example, the taper ratio of upper fin 100 and/or lower fin 200 may be in the range of approximately 0.20 to 0.25. However, the upper fin 100 and/or the lower fin 200 may be formed with a taper ratio that is outside the range of 0.15 to 0.50 and may be selected in conjunction with an angle of twist 122 or kink that may optionally be included in upper fin 100 and/or lower fin 200 as described below to provide a desired load distribution.
[00042] The top fin 100 and the bottom fin 200 each have a leading edge 110, 210 and a trailing edge 112, 212. In one embodiment, the intersection of the leading edge of top flap 110 and/or leading edge of lower fin 210 with wing tip 56 can be located aft of the leading edge of wing 60 at wing tip 56, which can minimize flow separation in certain flight conditions. In the embodiment shown in Figure 3, the upper and lower fins 100, 200 are configured such that the upper fin leading edge 110 intersects the lower fin leading edge 210 at a location that is aft of the leading edge of the wing 60. It is contemplated that the intersection of upper fin leading edge 110 and/or lower fin leading edge 210 with wing tip 56 may be generally coincident with, or located approximately, wing leading edge 60. Upper fin trailing edge 112 and/or lower fin trailing edge 212 may join or intersect wingtip 56 at a location that is forward of wing trailing edge 62, as shown in the Figure 3 embodiment. Upper fin trailing edge 112 and/or lower fin trailing edge 212 may join or intersect wingtip 56 at any location that is not further aft than wing trailing edge 62.
[00043] Furthermore, the fin system 98 may be provided in alternative embodiments where the upper fin trailing edge 112 and/or the lower fin trailing edge 212 may intersect the wingtip 56 at a location that is approximately coincident with the trailing edge of wing 62 or at a location that is generally aft of trailing edge of wing 62, as described below. In any embodiment described herein, the fin system 98 can be configured such that the upper fin root chord 104 or the lower fin root chord 204 can be longer than the wingtip chord 58. In addition In addition, the fin system 98 can be configured such that the upper fin root chord 104 and/or the lower fin root chord 204 can be shorter than the wingtip chord 58. In one embodiment , the fin system 98 may be configured such that a portion of the upper fin root chord 104 and/or lower fin root chord 204 extends forward from the leading edge of wing 60. Similarly, the fin system may be configured such that a portion of the upper fin root chord 104 and/or lower fin root chord 204 extends aft of the trailing edge of wing 62.
[00044] In Figure 3, the top fin 100 and the bottom fin 200 each have a root chord 104, 204 at the location where the top fin 100 and the bottom fin 200 respectively connect the wing tip 56. A wing tip 56 has a wing tip chord 58. The fin system 98 may be configured such that the upper fin root chord 104 has a length that is at least approximately 50 percent of the length of the tip chord 58. Likewise, the lower fin 200 may be configured such that the lower fin root chord 202 has a length that is at least approximately 50 percent of the length of the wing tip chord 58. In a In one embodiment, the upper fin root chord 104 and/or the lower fin root chord 204 may each have a length in the range of approximately 60 to 100 percent or more of the length of the wingtip chord 58. An additional parasitic drag that can The result of a relatively long root cord from the top fin 100 and/or the bottom fin 200 can be mitigated by including a leading edge root sleeve 138, 238 (Figure 12) at a junction 150 of the top fin 100 to the wing tip 56 and/or at a junction 152 from lower fin 200 to wingtip 56.
[00045] Leading edge sleeves 138, 238 can minimize the additional parasitic drag generated by the upper and lower fin root cords 104, 204 at their junction with the wingtip 56, as described below, by preventing the need for leading the length of the upper and lower fin root cords 104, 204 all the way to the respective upper and lower fin tip 106, 206. Advantageously, by sizing the upper fin 100 and/or lower fin 200 in such a way that the upper fin root chord 104 and/or the lower fin root chord 204 have a length of at least approximately 50 percent of the length of the wing tip chord 58, the aerodynamic load of the wing tip 56 can be divided between the upper fin 100 and the lower fin 200, as opposed to an arrangement where a single upper fin 280 (Figure 9) is provided to carry all the aerodynamic load of the wing tip 56.
[00046] In an example of the embodiment of Figure 3, for a wingtip 56 having a section lift coefficient of 1.0 and where the upper fin root chord 104 and lower fin root chord 204 are substantially equal in length with respect to the length of the wingtip chord 58, the upper fin root 102 conducts a section lift coefficient of 0.5 and the lower fin root 202 conducts a section lift coefficient of 0.5 . In contrast, in an arrangement where a single upper fin 280 (Figure 9) is provided without any lower fin, the single upper fin 280 would drive the full section lift coefficient to 1.0. A larger section lift coefficient at the root of the single upper fin 280 may correspond to a greater propensity for flow separation, as may occur in cruise and/or high lift conditions. Such fluid separation can result in reduced effectiveness of the single lower fin 280 and can lead to severe turbulence or other undesired characteristics. A further advantage of the combination of upper and lower fins 100, 200 of the present disclosure rather than a single upper fin 280 is that a single upper fin 280 cannot provide an effective increase in wing span because a single upper fin tip would be moved inward (e.g. toward an opposite top fin tip mounted on an opposite wing of the aircraft) as the wings are deflected upward under a 1-g wing load.
[00047] Figure 4 is a top view of top fin 100 mounted on wing tip 56. Top fin leading edge 110 may be oriented at a leading edge sweep angle 114 of between approximately 20 and 70 degrees. The sweep angles 1114, 214 in Figures 4, 5 can be measured with respect to the lateral axis 30 (Figure 1) of the aircraft 10 (Figure 1). The upper fin leading edge 110 may optionally be provided with a leading edge sweeping angle 114 which is outside the range of 20-70 degrees. Figure 4 further illustrates a top fin 122 or twist angle that may optionally be incorporated into the top fin 100. The twist angle 122 can be incorporated into the top fin 100 as a means to control face distribution along the fin. top 100. In Figure 4, the angle of twist of top fin 122 at any point along top fin 100 can be defined with respect to the bottom surface reference line of root chord 105 representing the angle of incidence of the bottom surface of the upper fin root 102. In one embodiment, the upper fin 100 may be provided with an upper fin 122 twist angle of up to approximately -7 degrees where the upper fin tip 106 can be oriented at a greater negative angle of incidence. than the upper fin root 102. For example, the upper fin 100 may be provided with an upper fin twist angle 122 of approximately -3 to -5 degrees. The upper fin twist angle 122 along the top fin root 102 toward the top fin tip 106 may be at a constant rate along the length of the top fin 118. However, the top fin twist angle 122 may be applied at a variable rate along the length of top fin 118.
[00048] Figure 5 is a top view of the lower fin 200 mounted on the wing tip 56. The leading edge of the lower fin 210 may be oriented at a relatively large leading edge sweep angle 214 between approximately 20 and 70 degrees, although the leading edge sweep angle 214 may be greater or less than the range of 20-70 degrees. Advantageously, the relatively large leading edge sweep angle 214 of the lower fin 200 provides an angled arrangement for the lower fin 200 which locates the center of pressure 230 (Figure 14) of the lower fin 200 relatively well aft of the axis of torsion 72 (Fig. Figure 14) of the wing 50. As described in more detail below, under certain flight conditions, such as during a gust of wind 46 (Figure 14), the location of the center of pressure 230 of the lower fin 200 at a point that is to the aft of the axis of twist 72 of the wing 50 advantageously results in a nose-down moment 250 (Figure 14) which effectively rotates the wingtip 56 in a nose-down direction about the axis of twist 72 (Figure 9) and temporarily reduces the effective angle of incidence 48 (Figure 14) on the wing tip 56. The reduction in the effective angle of incidence 48 on the wing tip 56 results in a reduction in the camber load that would otherwise be imposed on the wing 50.
[00049] In addition, a relatively large leading edge sweep angle 214 of the lower fin 200 combined with a relatively thick leading edge airfoil (not shown) of the lower fin 200 can result in a well-defined constant vortex (not shown) that develops in the lower fin 200 and which can reduce the bias in the direction of flow separation and strong turbulence at low speed, high lift conditions. As indicated above with respect to upper flap 100, lower flap 200 may be provided with a twist angle 222. In Figure 5, the angle of twist of lower flap 222 at any point along lower flap 200 may be defined with respect to to a root chord lower surface reference line 205 which is a line representing the angle of incidence from the lower surface of the lower fin root 202. The lower fin 200 may be provided with an angle of twist 222 of up to approximately - 7 degrees, such as a twist angle 222 of approximately -3 to -4 degrees and which may provide a means for controlling the distribution of load along the length of the lower fin 200.
[00050] Figure 6 is a schematic front view of the aircraft 10 showing a wing 50 in one of three different shapes that represent limitations that may dictate the size and orientation of the upper and lower fins 100, 200. The aircraft wing 50 is shown in solid lines in a template shape 74 which may represent a theoretical shape of the wing 50 when constrained by assembly tooling, such as during manufacture of aircraft 10 as described above. Wing 50 is also shown in imaginary lines in a form of downwardly deflected static earth load 76 that wing 50 may assume, such as when aircraft 10 is parked at an airport terminal gate. The static ground charge 76 of the wing 50 is in response to the gravitational force acting on the mass of the wings 50, the propulsion units 16 (Figure 1), and/or other systems. Wing 50 is also shown in imaginary lines in a form of upwardly deflected 1-g flight load 78 (e.g., a 1-g wing load), as can occur when aircraft 10 is in level cruise and subjected to aerodynamic lift loads.
[00051] Figure 6 illustrates the rigging or fin system configuration 98 on a typical aircraft 10 where the upper fin 100 and the lower fin 200 are located in the maximum outer position subject to various restrictions. For example, aircraft 10 is supported on static ground line 40 which may represent an airport ramp (not shown) on which aircraft 10 may be parked at a gate near a terminal. Aircraft 10 may be subjected to a gate span threshold 38 represented by the imaginary vertical line in Figure 6. The gate span threshold 38 may be a predefined threshold. For example, the gate span limit may be pre-set by a regulatory agency as the maximum wing span of an aircraft that can safely operate within or adjust the geometric constraints of an airport terminal gate location. Gate span limits 38 can be categorized into groups or codes based on maximum wing span. In this regard, the Federal Aviation Administration (FAA) and the International Civil Aviation Organization ICAO) categorize an aircraft as one from Group I to Group VI (FAA), or as one from Code A to Code F (ICAO). For example, a Code C aircraft has a gate span limit of up to 36 meters, but not including 36 meters. In the context of the present description, a Code C aircraft featuring 98 fin systems, as discussed herein, would be limited to operating at airport gates where the effective wing span 80 (Figure 6) between the extreme points at the lower fin tips 206 will be less than 36 meters when the wings 50 are under the static load of earth 76.
[00052] Also shown in Figure 6 is a line of maximum transverse and longitudinal roll height 4 which is illustrated as an angled line extending upward from the landing gear 14 to provide clearance for the wings 50 of the aircraft 10 to preventing tip collision of a wingtip 56, such as during take-off and/or landing. Top fin 100 and bottom fin 200 are sized and oriented such that neither top fin 100 nor bottom fin violates (e.g. extends beyond) the span span limit 38. Top fin 100 and bottom fin lower fin 200 may be configured such that upper fin tip 106 and lower fin tip 206 terminate at approximately the same lateral location as gate span limit 38 when wing 500 is under a static ground load 76. Bottom fin 200 is also sized and oriented to prevent violation of maximum transverse and longitudinal overhang height line 42. In one embodiment, bottom fin 200 may be sized and configured such that bottom fin tip 206 is located approximately at the intersection of the gate span limit 38 and the maximum transverse and longitudinal swing height line 42. Figure 6 further illustrates the upward deflection of the wing 50 under approximate 1-g flight load 78 representing the wing shape in cruise.
[00053] Figure 7 illustrates an increase in absolute span 86 that can be provided by the lower fin 200 as the wing 50 moves from the static ground load form 76 to the approximate 1-g flight load form. Figure 7 further illustrates the relative increase in span 84 of lower fin 200 with respect to upper fin 100. In one embodiment, lower fin 200 may be configured such that the upward deflection of wing 50 on flight load 1- approximate g 78 causes lower fin 200 to move from static position 240 to an in-flight position 242 and resulting in the relative increase in span 84 of wing 50. In one embodiment, as shown in Figure 7, upper fin tip 106 may be substantially vertically aligned with the lower fin tip 206 such as at the gate span limit 38 under the static ground load 76 of the wing 50. The relative span increase 84 may be defined as the horizontal distance between the fin tip 106 and the lower fin tip 206, when the lower fin 200 is in the in-flight position 242. The fin system 98 may also be provided in an embodiment where the upper fin tip r 106 will not be vertically aligned (not shown) with lower fin tip 206 when wing 50 is under static ground load 76 such that the relative increase in span 84 is the difference between the horizontal distance between the upper and lower fin tips 106, 206 when the lower fin 200 is in the static position 240, and the horizontal distance between the upper and lower fin tips 106, 206 when the lower fin 200 is in the in-flight position 242. Advantageously , the orientation and sizing of the lower fin 200 can result in an increase in the effective span of the wing 80 during the upward deflection of the wing 50 under the approximate 1-g flight load 78 relative to the reduction in effective span that would occur with a single upper fin 280 (Figure 9) mounted on each of the wing tips 56 (Figure 8). The fin system 98, as described herein, may also be configured such that the relative increase in span 84 or the increase in the effective span of the wing 80 is due, at least in part, to the deflection or aeroelastic curvature of the lower fin 200. and/or due to movement (e.g. pivoting) of lower fin 200 at the junction of lower fin root and wing tip 56.
[00054] Figure 8 is a front view of the aircraft 10 illustrating the lower fin 200 on each wingtip 56 moved from a static position 240, where the wing 50 is subjected to a static ground load 76, to a position in flight 242, where wing 50 is subjected to approximate 1-g flight load 78. Flight position 242 may be the result of upward and outward movement of lower fin tip 206 from static position 240 along the arc, as shown in Figure 6. Also shown in Figure 8 is the effective wing span 80 of wings 50 at static ground load condition 76 and effective wing span 82 of wings 50 at approximate 1-g flight load 78. in wing span occurs in response to movement of lower fins 200 from static position 240 to in-flight position 242 along the arc illustrated in Figure 6. Effective wing span 82 is measured between the outermost portions of the lower fin tips 206 on opposite wingtips 56 of an aer ship 10.
[00055] In Figure 8, lower fin 200 is also advantageously oriented at an anhedral angle 224 of less than approximately 15 degrees during upward deflection of wing 50 under approximate 1-g flight load 78. In a further embodiment, the lower fins 200 may be configured such that anhedral angle 224 is in the range of approximately 15 to approximately 30 degrees when wing 50 is under approximately 1-g flight load 78. However, lower fin 200 may be oriented at any 224° anhedral angle, without limitation. Upper fin 100 may be oriented at a dihedral angle 124 of at least approximately 60 degrees during upward deflection of wing 50 under approximate 1-g flight load 78. However, upper fin 100 may be oriented at any dihedral angle 124 , without limitation. Referring to Figures 9-10, in Figure 9, a single upper fin 280 is shown which is provided for comparison only to the fin system 98 of Figure 10. In this regard, the single upper fin 280 is not representative of an embodiment of the invention. vane system 98 described here. The single upper fin 280 in Figure 9 is mounted on a wing tip 56 and has a fin area 290 and center of gravity 284 located at relatively large longitudinal displacement 286 and relatively large radial displacement 288 from axis of torsion 72 of the wing 50. The single top fin 280 in Figure 9 has substantially the same height 282 as the combined height 252 of the top fin 100 and bottom fin 200 in Figure 10. In addition, the single top fin 280 in Figure 9 shows the area of combined vane 260 of upper vane 100 and lower vane 200 in Figure 10 and has a leading edge sweep angle 292 that is substantially equivalent to sweep angle 114 of upper vane 100.
[00056] Figure 10 shows an embodiment of the fin system 98 as described herein, featuring an upper fin 100 having a center of gravity 126 and a lower fin 200 having a center of gravity 226. The top fin 100 and the bottom fin 200 have a combined height 252. Advantageously, the upper fin 100 and the lower fin 200 have a combined fin area and a combined center of gravity 254 which is located at reduced longitudinal displacement 256 and reduced radial distance 258 from the axis of torsion. wing 72 with respect to the longitudinal displacement 286 of the single upper fin 280 of Figure 9. The upper fin 100 and the lower fin 200 in Figure 10 are configured such that the longitudinal displacement 256 of the combined center of gravity 254 is less than the longitudinal displacement 286 of the center of gravity of upper fin 284 of the single upper fin 280 in Figure 9. Advantageously, the reduced degree of displacement longitudinal alignment 256 of the combined center of gravity 254 of the currently described fin system 98 of Figure 10 can provide more favorable agitation characteristics than the single lower fin 280 shown in Figure 9. For example, the currently described fin system 98 of Figure 9 10 can minimize the need for modification or adjustment of the wing 50 that may be required by the single upper fin 280 of Figure 9, such as stiffening the wing frame 50 or adding ballast weight (not shown) relative to the leading edge. 60 wing to counteract the inertial effects of the single 280 upper fin.
[00057] Figure 11 shows an alternative embodiment of the fin system 98 where the trailing edges 112, 212 of the top fin 100 and/or the bottom fin 200 are shown generally aligned or coincident with the trailing edge of wing 62. However, the top fin 100 and bottom fin 200 may be configured such that trailing edges 112, 212 of top fin 100 and/or bottom fin 200 may intersect wingtip 56 at any location with respect to trailing wing edge 62 and can extend beyond the trailing edge of wing 62 as indicated above. In addition, the top fin 100 and the bottom fin 200 may be provided with trailing edge fairings (not shown) to transition the top fin 100 or the bottom fin 200 to the wingtip 56 and prevent abrupt changes in shape that may result in an increase in drag.
[00058] Figure 12 shows a further embodiment of the fin system 98, where each fin, the top fin 100 or the bottom fin 200, includes leading edge root sleeves 138, 238 mounted at the junction of the top fin 100 and the fin. bottom 200 with wing tip 56. Leading edge sleeves 138, 238 may be installed in a location close to the leading edges of top and bottom fins 110, 210 of top and bottom fins 100, 200. As described above, sleeves of leading edge root 138, 238 can provide an additional chord at the leading edges of upper and lower fins 110, 210 with a minimal increase in area and which can minimize parasitic drag of aircraft 10. Upper fin 100 and/or lower fin 200 may be configured such that the respective upper fin root chord 104 and lower fin root chord 204 have a length that is at least approximately 50 percent of the length of the wingtip chord 58. For example, upper fin 100 and/or lower fin 200 may be configured such that the respective upper fin root chord 104 and lower fin root chord 204 are in the range of approximately 60 to 100 per cent. one hundred or more of the length of the wingtip cord 58.
[00059] Figures 13 and 14 illustrate an embodiment of the vane system 98 in which the lower vane 200 is oriented such that the aerodynamic center of pressure 230 of the lower vane 200 is located on a relatively large moment arm 234 from the intersection of the wing torsion axis 72 with the wing tip 56. In this regard, the upper fin 200 is provided with a relatively large leading edge sweep angle 214 (Figure 5) which results in the location of the lower fin 200 to the aft of wing torsion axis 72. For example, Figure 13 illustrates an embodiment of fin system 98 where lower fin 200 and upper fin 100 are arranged such that a most aft point 236 of the lower fin tip 206 is located aft of the aftmost point 136 of the upper fin tip 106.
[00060] Figure 14 illustrates a gust of wind 46 which acts on the wing 50 and which results in a greater increment of lift force of the lower fin 200 during the gust of wind 46. Due to the relatively small anhedral angle 224 (eg , less than 30 degrees - Figure 8) of lower fin 200, when wing 50 is under approximate 1-g flight load 78, the gust load will result in an increase of lower fin lift force 232 of lower fin 200, which results in a nose-down moment 250 at wingtip 56. Upper fin 100 may also generate an increase in upper fin lift 132 at an upper fin center of pressure 130 due to gust loading. . The increase in upper fin lift force 132 can be applied around the relatively short moment arm 134 and which can contribute to the nose-down moment 250 at wingtip 56. However, the magnitude of the lift force increase top fin 132 may be small relative to the lift force increase of bottom fin 232 due to the relatively large dihedral angle 124 (e.g., at least 60 degrees - Figure 8) of top fin 100 when wing 50 is under the approximate 1-g flight load 78.
[00061] Figure 15 is a flow diagram of a method 300 of operating an aircraft 10 or improving the performance of the aircraft 10 using the vane system 98 described herein.
[00062] Step 302 of method 300 may include providing an upper fin 100 and a lower fin 200 on a wing 50. As shown in Figure 7, the lower fin 200 will have a static position 240 when the wing 50 is subjected to a static earth load 76. As indicated above, the wings 50 may assume a generally downwardly deflected shape under the static earth load 76 due to the gravitational force acting on the wings 50 and the attached structure and systems.
[00063] Step 304 of method 300 may comprise aeroelastically deflecting wings 50 (Figure 1) upwards. For example, the wings 50 may be deflected upwards under an approximate 1-g cruise constant-state flight load of the aircraft 10. The degree to which the wings 50 are deflected may be dependent on the flexibility of the wings 50. In this regard, the sizing and orientation of the upper fin 100 (Figure 1) and the lower fin 200 (Figure 1) may be based in part on the extent of vertical deflection of the wing tips 56 (Figure 1) under the approximate 1-g flight load .
[00064] Step 306 of method 300 may comprise moving the lower fin 200 from the static position 240 of the lower fin 200 to an in-flight position 242 of the lower fin 200 during the upward deflection of the wing, as shown in Figure 7. The upward deflection of the wing 50 can also include the aeroelastic upward deflection (not shown) of the lower fin 200, which can increase the effective span of the bottom fin 200. The relative increase in span 84 or the increase in effective span 80 can also be provided. at least in part by the movement (e.g. pivoting) of the lower fin 200 at the junction of the lower fin root 202 and the wing tip 56.
[00065] Step 308 of method 300 may comprise orienting lower fin 200 (Figure 8) at an anhedral angle 224 (Figure 8) of less than approximately 15 degrees when wing 50 (Figure 8) is deflected upwardly under load approximate 1-g flight speed 78 (Figure 8). For example, lower fin 200 may be oriented at an anhedral angle 224 of between approximately 15 degrees and 30 degrees when wing 50 is under approximate 1-g flight load 78 of the wing. However, lower fin 200 may be oriented at any anhedral angle 224, without limitation, when wing 50 is under approximate 1-g flight load 78.
[00066] Step 310 of method 300 may comprise increasing an effective wing span 80 of wing 50 upon movement of lower fin 200 from static position 240 (Figure 7) to in-flight position 242 (Figure 7). For example, Figure 8 illustrates the wing 50 having an effective wing span 80, when the wing 50 is under static ground load 76. Figure 8 also illustrates the effective greater wing span 82 of the wing 50, when the wing 50 is under approximate 1-g flight load 78.
[00067] Advantageously, the increase in effective wing span 80 (Figure 8) due to upward deflection of the wings 50 (Figure 8) and/or the lower fin 200 (Figure 8) results in an improvement in lift-force performance. drag of the aircraft 10 (Figure 8) due to the reduction in induced drag provided by the upper fin 100 (Figure 8) and the lower fin 200. In addition, the fin system 98 advantageously separates or divides the wingtip aerodynamic load 56 from the wing tip 56 between upper fin 100 and lower fin 200. Due to the root chord of upper and lower fins 104, 204 (Figure 3) which is longer than approximately 50 percent of the wing tip chord 58 ( Figure 3), splitting or separating the aerodynamic load of the wingtip 56 between the upper fin 100 and the lower fin 200 reduces the probability of flow separation, such as when the wing 50 is at high angles of attack.
[00068] Additionally, the relatively low anhedral angle 224 (Figure 8) of the lower fin 200 provides a passive means to exert a nose-down moment 250 (Figure 14) on the wingtip 56 (Figure 8) during gust loads over the 50 wing (Figure 8) with the benefit of minimizing wing curvature. Furthermore, as indicated above, a relatively large leading edge sweep angle 214 (Figure 5) on the lower fin 200 (Figure 5) can promote the development of a constant vortex (not shown) on the lower fin 200 that can reduce separation. flow and strong turbulence in conditions of low speed and high lift force. Furthermore, with the inclusion of an upper fin 100 and a lower fin 200 (Figure 10) with the fin system instead of providing a single top fin 280 (Figure 9), the longitudinal displacement 256 (Figure 10) of the center of Combined gravity 254 to wing torsion axis 72 (Figure 10) provides a reduced wing flutter from the inertial effects of the upper fin 100 and lower fin 200 with respect to wing flutter caused by the inertial effects of a longer longitudinal displacement of a single upper fin 280 (Figure 9) of equivalent area. [00069] Further modifications and improvements of the present disclosure may be apparent to those skilled in the art. Accordingly, the specific combination of parts described and illustrated is intended to represent only certain embodiments of the present description and is not intended to serve as limitations of alternative embodiments or devices within the spirit and scope of the description.

权利要求:
Claims (9)
[0001]
1. Fin system (98) for an aircraft (10) comprising a wing (50) having a wing tip including a wing tip cord, the fin system (98) comprising: an upper fin (100) and a lower fin (200) mounted on a wing (50); the lower fin (200) having a static position when the wing (50) is subjected to a static earth load; and the lower fin (200) being configured such that the upward deflection of the wing under a 1-g flight load causes the lower fin (200) to move from a static position to an in-flight position and resulting in a relative wing span increase (50), wherein the lower fin (200) is oriented at an anhedral angle from 15 degrees to 30 degrees during upward deflection of the wing under a 1-g flight load, wherein the upper fin ( 100) is oriented at a dihedral angle of at least 60 degrees during upward deflection of the wing under a 1-g flight load, where the lower fin (200) has a length of 50 to 80 percent of a fin length. top (100) extending from the top fin root (102) to an top fin tip (106), wherein the top fin (100) and bottom fin (200) each have a root chord; and characterized in that: the upper fin root chord (100) and the lower fin root chord (200) each have a length of 60 to 100 percent of a wing tip chord length.
[0002]
2. Fin system, according to claim 1, characterized in that: the lower fin (200) has a center of pressure; the wing has a wing torsion axis; and the center of pressure of the lower fin (200) is located aft of the wing torsion axis.
[0003]
3. Fin system, according to claim 1 or 2, characterized in that: at least between the upper fin (100) and the lower fin (200), it has a leading edge root sleeve mounted on a joint of a wing tip with respective upper (100) and lower (200) fins.
[0004]
4. Fin system, according to any one of claims 1 to 3, characterized in that: the upper fin (100) and the lower fin (200) each have a rope taper ratio from end to end. root chord in a range of 0.15 to 0.50.
[0005]
5. Fin system, according to any one of claims 1 to 4, characterized in that: the upper fin (100) and the lower fin (200) have a front edge sweep angle of 20 and 70 degrees.
[0006]
6. Method (300) of improving the performance of an aircraft (10), the method characterized in that it comprises the steps of: providing (302) an upper fin (100) and a lower fin (200) on a wing, the bottom fin (200) having a length of 50 to 80 percent of a length of the top fin (100) extending from the root of the top fin (102) to a tip of the top fin (106), the bottom fin (200) ) having a static position when the wing is subjected to a static earth load; upwardly deflecting (304) the wing under a 1-g flight load; moving (306) the lower fin (200) from the static position to an in-flight position during upward deflection of the wing; and producing (308, 310) a relative increase in wing span upon movement of the lower fin (200) from the static position to the in-flight position; orienting the lower fin (200) at an anhedral angle of at least 15 degrees to at least 60 degrees during upward deflection of the wing; orienting the upper fin (100) at a dihedral angle of at least 60 degrees during upward deflection of the wing; and dividing a wingtip aerodynamic load between the upper wing (100) and the lower fin (200), the upper fin (100) and the lower fin (200) each having a root chord having a length of 60 to 100 percent of a length of each wingtip string.
[0007]
7. Method according to claim 6, characterized in that it additionally comprises the steps of: deflecting the lower fin (200) upwards during flight load 1-g; and increasing an effective wing span during upward deflection of the lower fin (200).
[0008]
8. Method according to claim 6 or 7, characterized in that it additionally comprises the step of: locating the lower fin (200) in such a way that a center of pressure is aft of a wing torsion axis; increasing the lift force of the lower fin (200) during a burst load; and exerting a nose-down moment on a wingtip in response to an increase in the lift force of the lower fin (200).
[0009]
9. Method according to any one of claims 6 to 8, characterized in that it additionally comprises the step of: minimizing the parasitic drag of the aircraft with the use of a leading edge root sleeve on at least one fin, the top fin (100) or the bottom fin (200).

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同族专利:

公开号 | 公开日

US20130256460A1|2013-10-03|

EP2644498A2|2013-10-02|

CA3061569A1|2013-09-30|

US20160229528A1|2016-08-11|

CN103359277B|2018-03-13|

CN103359277A|2013-10-23|

US20160009380A1|2016-01-14|

EP3202661A1|2017-08-09|

EP2644498B2|2022-01-26|

CA2800627C|2020-01-14|

US9637226B2|2017-05-02|

EP3202661B1|2020-03-11|

US9216817B1|2015-12-22|

US8936219B2|2015-01-20|

ES2638907T3|2017-10-24|

JP2013212834A|2013-10-17|

US20170203830A1|2017-07-20|

BR102013007856A2|2015-06-16|

CA2800627A1|2013-09-30|

US9346537B2|2016-05-24|

US9463871B2|2016-10-11|

EP2644498A3|2014-01-15|

EP2644498B1|2017-05-31|

RU2013113631A|2014-10-10|

RU2628548C2|2017-08-18|

US20170015406A1|2017-01-19|

US20160068259A1|2016-03-10|

EP3597534A1|2020-01-22|

USD924119S1|2021-07-06|

JP6196795B2|2017-09-13|

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法律状态:
2015-06-16| B03A| Publication of a patent application or of a certificate of addition of invention [chapter 3.1 patent gazette]|

2018-12-04| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|

2020-02-18| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|

2021-07-27| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|

2021-11-03| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|

2022-01-11| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 01/04/2013, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

申请号 | 申请日 | 专利标题

US13/436,355|US8936219B2|2012-03-30|2012-03-30|Performance-enhancing winglet system and method|

US13/436,355|2012-03-30|

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