• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    Distributed and high stability wing load aircraft comprising a main body (1), propulsion means (2) of the aircraft, stabilization and control means (5) of the aircraft, a front airfoil (3) with a wing configuration, a rear support surface (4) with a wing-shaped configuration, and longitudinal side beams (6) extending in a direction parallel to the longitudinal axis (a) of the main body (1) and which joining the bearing surfaces together, wherein the front lifting surface (3) is disposed at one end of the longitudinal side beams (6) and the rear bearing surface (4) is disposed at the opposite end of the longitudinal side beams (6), such that the supporting surfaces (3, 4) are spaced a horizontal distance apart.
    公开号:ES2660910A1
    申请号:ES201631249
    申请日:2016-09-26
    公开日:2018-03-26
    发明作者:Manuel Torres Martinez
    申请人:Manuel Torres Martinez；
    IPC主号:
    专利说明:

    DISTRIBUTED ALAR LOAD AIRCRAFT AND HIGH STABILITY
    5 Technical sector
    The present invention is related to the aeronautical sector, proposing an aircraft with an improved design that allows homogenizing and distributing the supported aerodynamics along its supporting surfaces, allowing a simplification and a
    10 weight reduction of the aircraft structure together with an improvement in stability.
    State of the art
    The transport aircraft sector is dominated by an aircraft concept
    15 that comprises a fuselage oriented to the transport of people or merchandise and two slender lateral supporting surfaces that project horizontally from the lateral sides of the fuselage and that support the weight of the aircraft.
    Said aircraft concept implies that the effective bearing surface is limited with
    20 with respect to the total plant of the aircraft, which leads to a relationship between the weight of the aircraft and the supporting surfaces, also known as very high wing load.
    On the other hand, the loads generated on these traditional support surfaces are not homogeneous in the length or chord of said support surfaces, but rather
    25 generate areas of greater aerodynamic load in the areas near the leading edge of the bearing surface and smaller at the trailing edge of it.
    Traditional aeronautics has favored this type of configuration of two slender support surfaces projected horizontally from the sides of the fuselage,
    30 leading to a system with an application point of aerodynamic loads that tends to be close to the center of gravity of the aircraft. To balance the system of two generated forces (gravity force and supporting aerodynamic force) and the moment associated with them, traditional aircraft have a stabilizer, located at the rear of the fuselage of the plane, commonly called rear instep.

    Said rear stabilizer incorporates vertical and horizontal stabilizing surfaces that generate an aerodynamic load capable of compensating the moment generated by the force of gravity and the aerodynamic bearing force. The aerodynamic load generated by the rear stabilizer has a significant contribution to stability, but not to lift. In addition, the union of the rear vertical and horizontal stabilizers with the fuselage involves a very complex and heavy structural design to be able to transmit the loads and torsions generated in flight. All this implies a very important weight and additional cost for a very limited functionality.
    There are aircraft configurations that do not tend to use this type of rear stabilizer, such as those known as flying wings, where almost all of the aircraft is a supporting surface. In general, these systems have shown some instability inherent in their configuration, which must finally be resolved using stabilizers.
    There are other configurations of aircraft that seek to balance the system of forces generated using more than two supporting surfaces that project horizontally from the sides of the fuselage, as for example observed in documents DE4140139, US6626398, WO97 / 07020 or FR2313263, however all these Solutions are based on complex systems that significantly increase the structural weight of the aircraft.
    Document DE4140139 presents an airplane configuration with monoplane lateral wings that have the ability to modify its geometry and transform into a biplane system, moving the upper part of the profile in height with respect to the lower profile, being able to propose different configurations between offset and relative angles , although the final positioning is from one profile to another.
    Document US6626398 presents an unmanned flight system with wings in a traditional configuration, although using biplane wings, joined by a side plate at its ends, to each side of the main fuselage, having a notable height separation between profiles
    WO97 / 07020 also presents a concept of a commercial airplane with a biplane wing configuration, although the biplane wings fit into a traditional configuration and the profiles also maintain a notable height separation.
    Document FR2313263 presents an airplane concept with multiple lift surfaces with the aim of achieving reduced flight speeds through a large
    5 alar surface, with planes at different positions and heights with respect to the aircraft, although it maintains the concept of traditional wings incorporated to the sides of a central fuselage.
    Object of the invention
    In accordance with the invention, an aircraft with an improved configuration with respect to the traditional concept of aircraft is proposed by means of which the distribution of the generated lift loads is optimized, so that an aircraft is obtained that has lower structural requirements and greater stabilization capacity from the
    15 improved configuration of its supporting surfaces, without resorting to complex rear stabilizers outside those supporting surfaces.
    The distributed alar and high stability cargo aircraft of the invention comprises:
    20 • a main body,
    • means of propulsion of the aircraft,
    • means of stabilization and control of the aircraft,
    • a front support surface with a wing-shaped configuration,
    • a rear support surface with a wing-shaped configuration, and
    25 • lateral longitudinal stringers extending in a direction parallel to the longitudinal axis of the main body and joining the supporting surfaces to each other, where the front bearing surface is disposed at one end of the lateral longitudinal stringers and the rear bearing surface is arranged at the opposite end of the lateral longitudinal stringers, such that the surfaces
    30 supporters are separated a horizontal distance from each other.
    In this way, the use of two supporting surfaces longitudinally joined together by the lateral longitudinal stringers allows to obtain a bearing surface that behaves as a single rigid structure, which is capable of
    35 distribute the two lift loads generated in a controlled manner and

    substantially homogeneous, which makes it possible to reduce the structural requirements of the support surfaces themselves with respect to the traditional aircraft with two slender lateral support surfaces that project horizontally from the lateral sides of the fuselage. In addition, the configuration of the two longitudinally bonded support surfaces avoids the need to use rear stabilizer complexes arranged at the rear of the aircraft fuselage.
    According to another embodiment of the invention, the aircraft additionally comprises at least one intermediate support surface with a wing-shaped configuration that is attached to the two lateral longitudinal stringers and disposed between the front support surface and the rear support surface.
    In order to achieve a reduction of the wake effect generated by one supporting surface over the other, but maintaining the structural advantages offered by the invention, it is provided that the horizontal distance in which the supporting surfaces are separated is less than the average rope of the supporting surface that has a lower average rope, the average distance being understood as the average distance from the leading edge to the leading edge of a supporting surface.
    The supporting surfaces are arranged in approximately the same horizontal plane with a maximum vertical offset that is less than 20% of the overall average rope of the supporting surfaces, defined between the leading edge of the front supporting surface and the trailing edge of the rear support surface.
    The supporting surfaces comprise aerodynamic profiles that preferably have a relative thickness of less than 6%, wherein said aerodynamic profiles are formed by an upper cover, or extrados, and a lower cover, intrados, joined together by the leading edge and the leading edge of the supporting surface. The reduced thickness of the aerodynamic profiles allows to minimize the aerodynamic drag of the aircraft. The invention allows to be able to use aerodynamic profiles of reduced thickness thanks to the stiffness of the supporting surfaces is achieved by means of the longitudinal union between them with the lateral longitudinal stringers.
    The supporting surfaces may be slightly inclined, such that the imaginary line that joins the leading edge with the leading edge of a supporting surface is inclined at an angle of up to 15 ° in relation to the longitudinal axis of the main body of the aircraft.
    Preferably, the propulsion means of the aircraft are disposed between the edge of
    5 front bearing surface outlet and the leading edge of the surfacerear support, so that a better balance of the weight of theaircraft when the propulsion means are arranged in an intermediate zone of the aircraft,besides that the air flow generated by the propulsion means is directed to therear support surface improving its aerodynamic behavior. However,
    10 the propulsion means could be arranged in other locations of the aircraft.
    It is envisioned that the propulsion means have a turboprop engine system, where each turboprop preferably has two rotors with opposite directions of rotation.
    15 In order to improve the direction of the air at the exit of a supporting surface, it is provided that at least the front support surface has air channeling means that comprise projections that project vertically from the extrades of the front support surface and that extend from parallel to the axis
    20 longitudinal of the main body of the aircraft. According to another embodiment, the projections have an upper cover to create a closed air duct.
    In order to improve maneuverability and stability in flight, it is envisaged that the aircraft may additionally comprise front horizontal stabilization surfaces
    25 which are joined at the end of the lateral longitudinal stringers where the front support surface is arranged, as a canard type stabilizer.
    The stabilization and control means comprise rear horizontal stabilization surfaces and rear vertical stabilization surfaces that project
    30 vertically down from the end of the lateral longitudinal beams where the rear bearing surface is arranged. The rear horizontal stabilization surfaces may be arranged at the trailing edge of the rear bearing surface, or at the rear of the main body of the aircraft in a position inferior to the rear bearing surface.
    With all of this, an aircraft with lower structural requirements and greater stabilization capacity is obtained from the improved configuration of its supporting surfaces.
    5 Description of the figures
    Figure 1 shows a perspective view of a preferred embodiment of the aircraft of the invention.
    10 Figure 2 shows a perspective view of the interior structure of the supporting surfaces and the main body of the aircraft of the previous figure.
    Figure 2A shows the interior structure of the previous figure with the floor of the main body of the aircraft arranged in the frames. 15 Figure 3 shows a schematic side view of the aircraft of Figure 1.
    Figure 4 shows a front view of the aircraft of Figure 1.
    20 Figure 5 shows a rear view of the aircraft of Figure 1.
    Figure 6 shows a perspective view of another embodiment of the aircraft of the invention with three supporting surfaces.
    Figure 7 shows a perspective view of another embodiment of the aircraft of the invention with rear horizontal stabilization surfaces arranged at the trailing edge of the rear bearing surface.
    Figures 8 and 9 show perspective views of the aircraft of Figure 1 with about 30 air ducting means arranged on the front bearing surface.
    Detailed description of the invention
    A perspective view of an exemplary embodiment of the distributed wing and high stability aircraft of the invention is shown in Figure 1, which comprises a

    main body (1) intended to transport to the crew, passengers and cargo, propulsion means (2) of the aircraft, a front support surface (3), a rear support surface (4) and stabilization and control means of the aircraft (5).
    The supporting surfaces (3, 4) are joined together by means of lateral longitudinal stringers (6) extending in a direction parallel to the longitudinal axis (a) of the main body (1) of the aircraft. The front support surface (3) is arranged at one of the ends of the lateral longitudinal beams (6) while the rear support surface (4) is arranged at the opposite end of the lateral longitudinal beams (6), so that according to the longitudinal direction of the aircraft the front bearing surface (3) is ahead of the rear bearing surface
    (4) with a horizontal separation distance between them.
    The supporting surfaces (3, 4) have a wing-shaped configuration comprising aerodynamic profiles that are composed of an upper cover and a lower cover joined together by the leading edge and the trailing edge of the supporting surfaces (3, 4 ).
    Figure 2 shows the interior structure of the bearing surfaces (3, 4) and the main body (1) of the aircraft, for reasons of clarity in Figure 2 the upper and lower covers of the bearing surfaces are not shown ( 3. 4). The main body (1) of the aircraft has in its interior some frames (7) that are arranged transversely to the longitudinal axis (a) of the main body (1) to provide rigidity. The supporting surfaces (3, 4) have transverse stringers (8) inside which the upper and lower covers that form the supporting surfaces (3, 4) are arranged. The crossbars (8) extend in a direction perpendicular to the main body (1) of the aircraft and are configured to join the ends of the supporting surfaces (3, 4) to the lateral longitudinal stringers (6). The supporting surfaces (3, 4) are attached to the main body (1) of the aircraft by means of a connecting beam (9) that extends along the main body (1) of the aircraft in a direction parallel to its longitudinal axis (to). The transverse stringers (8) of the supporting surfaces (3, 4) are connected to the frames (7) of the main body (1) of the aircraft by means of ribs (10) that are arranged in the connecting stringer (9) .
    In this way, the union of the supporting surfaces (3, 4) with each other at their ends

    it allows to achieve that the supporting surfaces (3, 4) behave like a unique and simplified rigid structure, avoiding the need to use additional structural reinforcements that increase the weight and cost of the aircraft. On the other hand, the joining of the supporting surfaces (3, 4) to the main body (1) by means of the connecting beam (9) and its ribs (10) allows obtaining an aircraft with a rigid structure and of low weight, being able to reach avoid the introduction of stringers inside the main body (1) of the aircraft to obtain said stiffness.
    As seen in Figure 2A, the frames (7) establish a support base for arranging a floor (15) of the aircraft, so that the ground itself (15) is an additional stiffening element of the main body (1) of the aircraft, also helping to avoid having to use stringers to provide rigidity, which decreases the weight of the aircraft.
    As can be seen in figure 3, the weight of the whole of the aircraft generates a gravitational force (Fg) approximately in the center of mass of the aircraft, while each supporting surface (3, 4) generates a respective supporting aerodynamic force (Fs ) that balances the system of forces generated in flight and the moment associated with them, so that the stability needs of the aircraft are practically covered only with the two supporting surfaces (3,4) rigidly joined together by the lateral longitudinal stringers (6).
    The rear support surface (4) is separated from the front support surface
    (3) a sufficient distance so that the rear support surface (4) is not excessively affected by the front support surface (3), and that the air adequately reaches its leading edge with the least possible turbulence. It is envisaged that the horizontal distance in which the bearing surfaces (3, 4) are separated, specifically the distance in which the leading edge of the leading bearing surface (3) and the leading edge of the bearing surface are separated rear (4), be lower than the middle rope of the supporting surface (3, 4) that has a smaller middle rope, with average rope being understood as the average distance between the leading edge and the leading edge of a supporting surface, to that rigidity and structural simplicity do not suffer.
    The supporting surfaces (3, 4) are arranged one in front of the other

    approximately in the same horizontal plane, however they may be slightly offset from each other vertically, that is to say offset in a direction perpendicular to the longitudinal axis (a) of the main body (1) of the aircraft, where the maximum vertical offset to which they may have less than 20% of the overall average rope of the bearing surfaces (3, 4), this is 20% of the average distance between the leading edge of the front bearing surface (3) and the trailing edge of the rear support surface (4). The vertical offset is determined by the flight conditions, and mainly by the cruising speed at which the aircraft will navigate.
    It is intended that the bearing surfaces (3, 4) have a substantially identical geometry, so that they generate similar aerodynamic bearing forces (Fs), while simplifying the manufacturing process. However, they could have slightly different geometries both at the rope level and at the level of relative thicknesses and curvatures of the aerodynamic profiles that make them up. Said differentiated geometries will allow the generation of aerodynamic loads on the different supporting surfaces to be according to the needs of the aircraft design; thus, the aerodynamic support forces (Fs) generated by the different support surfaces (3, 4) may be adjustable and adjustable according to the mass distribution of the aircraft itself and its load.
    The bearing surfaces can be arranged substantially parallel to the longitudinal axis (a) of the main body (1) of the aircraft and therefore to the lateral longitudinal stringers (6), or they can be arranged with a slight inclination to achieve a distribution of bearing aerodynamic forces ( Fs) according to the design needs of the aircraft, so that the imaginary line that joins the leading edge with the leading edge of a supporting surface (3,4) can be inclined at an angle of up to 15º in relation to the longitudinal axis (a) of the main body (1) of the aircraft.
    As seen in Figure 6, the aircraft can additionally comprise at least one intermediate support surface (11) with a wing-shaped configuration with the same characteristics as the front (3) and rear (4) support surfaces. The intermediate support surface (11) is disposed between the front support surface
    (3) and the rear bearing surface (4) and is joined at its ends to the lateral longitudinal stringers (6) and to the main body (1) of the aircraft in the same way as the front (3) and rear ( 4). The supporting surface

    Intermediate (11) is separated from the front (3) and rear (4) support surfaces a horizontal distance less than the middle rope of the support surface (3, 4, 11) that has a smaller average rope.
    The aerodynamic profiles that make up the supporting surfaces (3, 4, 11) have a relative thickness preferably less than 6%, that is to say that the ratio between the thickness of an aerodynamic profile and its average chord is less than 0.06, so that minimizes the aerodynamic resistance of the bearing surfaces (3, 4, 11), since the lower the thickness of the aerodynamic profiles, the better the cutting effect they perform on the incident air.
    Preferably, the propulsion means (2) of the aircraft are disposed between the leading edge of the front bearing surface (3) and the leading edge of the rear bearing surface (4). In this way the propulsion means (2) are located in an intermediate zone between the aerodynamic lifting forces (Fs) generated by the supporting surfaces (3, 4) and approximately in the center of gravity of the aircraft, which favors the distribution of cargo and the stability of the aircraft. On the other hand, the arrangement of the propulsion means in this intermediate zone makes it possible to reduce the effect of the wake of the front support surface (3) by re-boosting the air flow on the rear support surface (4), being able to favorably modify the flow distribution to achieve a more homogeneous distribution of the aerodynamic supporting forces (Fs) generated.
    Preferably the propulsion means (2) comprise a turboprop engine system, where each turboprop has two rotors rotating each of them in the opposite direction to the other, within the same turboprop, which eliminates the rotational component of the driven flow by the turboprop, so that the support surface (11.4) behind a propulsion means (2) receives a more directed air flow in the direction of the aerodynamic profile of the support surface (4, 11) , thus improving its behavior and efficiency.
    Additionally, the intermediate arrangement of the propulsion engines (2) allows a better control of the shedding of the boundary layers of both the front bearing surface (3) that lies ahead of the propulsion means (2), since the suction of the rotor will absorb the flow of air that can try to detach in the

    upper cover of the front support surface (3), reattaching it to the upper cover, while also on the rear support surface (4), since the direction of air flow can reduce the equivalent angle of attack observed by the surface rear support (4).
    In any case, and without this altering the concept of the invention, the means of propulsion
    (2) can be arranged in other locations of the aircraft and depending on different parameters such as cruising speed, so they can be arranged in the area of the leading edge of the front bearing surface (3), or in the area of the edge of rear support surface outlet (4).
    As can be seen in Figure 6, when the aircraft comprises a front support surface (3), an intermediate support surface (11) and a rear support surface (4), propulsion means (2) are preferably arranged in the area of the leading edge of the front support surface (3) and other means of propulsion (2) between the trailing edge of the intermediate support surface (11) and the leading edge of the rear support surface (4).
    The arrangement of the propulsion means (2) with respect to the supporting surfaces (3, 4, 11) can vary in angle, incorporating mechanical, hydraulic or pneumatic means into the support structure of the propulsion means that allow its rotation , so that the air flow generated by the propulsion means (2) can be distributed homogeneously on the supporting surfaces (3, 4, 11) according to different flight configurations.
    The aircraft may comprise additional support for transverse or warping stability in the form of front horizontal stabilization surfaces (12) that are joined at the end of the lateral longitudinal beams (6) where the front bearing surface (3) is arranged. ), by way of lateral extension of the front support surface (3). The front horizontal stabilization surfaces (12) are a canard-type stabilizer, preferably with a turning capacity with respect to the lateral longitudinal stringers (6) on which they are arranged. The front horizontal stabilization surfaces (12) can be fixed to the lateral longitudinal stringers (6) and have controls at their trailing edge. These surfaces (12) allow to facilitate the control of the aircraft in conditions of greater complexity and even favor

    maneuvers in flight, in addition the relative positioning of the same ones will be able to replace possible lack of support in processes like the takeoff of the aircraft, reducing the take-off distances to values below 100m.
    The stabilization and control means (5) comprise rear vertical stabilization surfaces (51) and rear horizontal stabilization surfaces (52) that are capable of modifying their relative angle between them, thus offering the necessary controllability capabilities of the aircraft . These surfaces (51, 52) make it possible to distribute and reduce even more if the alar load observed by each of the supporting surfaces (3,4,11) and therefore the loads on the aircraft.
    The rear vertical stabilization surfaces (51) are not directly attached to the main body (1) of the aircraft like the rear stabilizers of traditional state-of-the-art aircraft, but project vertically downward from the end of the lateral longitudinal stringers (6) where the rear support surface (4) is arranged, so that said surfaces (51) allow to improve the transmission of loads between these vertical stabilization surfaces (51) by being directly connected to the lateral longitudinal beams (6) .
    As can be seen in Figure 7, the rear horizontal stabilization surfaces (52) can be at the trailing edge of the rear support surface (4), as a "flaps", which allows the generated lift to be modified, either by increasing it or reducing it, thus achieving a more homogeneous system with greater stabilization capacity than in the case of a traditional aircraft.
    However, as seen in the other figures, preferably the rear horizontal stabilization surfaces (52) are arranged at the rear of the main body (1) of the aircraft in a position lower than the rear bearing surface (4), of so it is not necessary to make complex mechanical designs to be able to integrate them into the rear support surface (4). Each rear horizontal stabilization surface (52) is fixed between the rear part of the main body (1) of the aircraft and a rear vertical stabilization surface (51), so that a much more rigid structure is achieved that simplifies and lightens the structural components used in the rear area of the aircraft.
    As can be seen in Figure 8, in one of the preferred configurations of the invention the front support surface (3) has air ducting means comprising projections (13) projecting vertically from the upper cover, or extrados, of the front bearing surface (3) and extending parallel to the longitudinal axis (a) of the main body (1) of the aircraft. The air channeling means allow to reduce the turbulence of air generated on the front support surface (3), so that a smoother and more favorable air flow is obtained that will receive the immediately posterior support surface (4.11), getting a better aerodynamic behavior of it. As seen in Figure 9, the protrusions
    10 (13) can have a cover (14) that closes them superiorly, so that a closed air duct is generated that improves the direction of the air flow. When the aircraft has an intermediate support surface (11), the air ducting means can be arranged both on the front support surface (3) and on the intermediate support surface (11).
    权利要求:
    Claims (10)
    [1]
    1.-Aircraft of distributed alar cargo and high stability comprising:
    • a main body (1),5 • propulsion means (2) of the aircraft,
    • stabilization and control means (5) of the aircraft,
    • a front support surface (3) with a wing-shaped configuration, and
    • a rear support surface (4) with a wing-shaped configuration, characterized in that the aircraft additionally comprises lateral longitudinal beams 10 (6) extending in a direction parallel to the longitudinal axis (a) of the main body (1) and which join the supporting surfaces to each other, where the front support surface (3) is arranged at one end of the lateral longitudinal beams (6) and the rear support surface (4) is disposed at the opposite end of the lateral longitudinal beams ( 6), such that
    15 the bearing surfaces (3,4) are separated a horizontal distance from each other.
    [2]
    2.-Aircraft of distributed alar load and high stability, according to claim 1, characterized in that it additionally comprises at least one intermediate bearing surface (11) with a wing-shaped configuration that is attached to the two stringers
    20 lateral longitudinal (6) and arranged between the front support surface (3) and the rear support surface (4).
    [3]
    3.-Aircraft of distributed alar load and high stability, according to any one of the preceding claims, characterized in that the horizontal distance in which they are
    25 separate the supporting surfaces (3, 4, 11) is lower than the middle rope of the supporting surface having a smaller middle rope.
    [4]
    4.-Aircraft of distributed alar load and high stability, according to any one of the preceding claims, characterized in that the supporting surfaces (3, 4, 11) are
    30 have approximately the same horizontal plane with a maximum vertical offset that is less than 20% of the overall average chord of the bearing surfaces, defined between the leading edge of the front bearing surface (3) and the trailing edge of the rear support surface (4).
    35.-Aircraft of distributed alar load and high stability, according to any one of the preceding claims, characterized in that the supporting surfaces (3, 4, 11) comprise aerodynamic profiles having a relative thickness of less than 6%.
    [6]
    6.- Aircraft of distributed alar load and high stability, according to any one of the
    5 previous claims, characterized in that the supporting surfaces (3, 4, 11)they are slightly inclined, such that the imaginary line that joins the leading edge with thetrailing edge of a supporting surface (3, 4, 11) is tilted an angle of up to15º in relation to the longitudinal axis (a) of the main body (1) of the aircraft.
    7. Aircraft of distributed alar load and high stability, according to any one of the preceding claims, characterized in that the propulsion means (2) of the aircraft are arranged between the trailing edge of the front bearing surface (3) and the leading edge of the rear bearing surface (4).
    15. Aircraft of distributed alar load and high stability, according to any one of the preceding claims, characterized in that the propulsion means (2) have a turboprop engine system, wherein each turboprop has two rotors with directions of rotation opposites
    20. Aircraft of distributed alar load and high stability, according to any one of the preceding claims, characterized in that at least the front support surface (3) has air ducting means comprising projections
    (13) that project vertically from the extrados of the front support surface (4) and
    which extend parallel to the longitudinal axis (a) of the main body (1) of the aircraft.
    [10]
    10.-Aircraft of distributed alar load and high stability, according to the preceding claim, characterized in that the projections (13) have an upper cover (14) to create a closed air duct.
    11. Aircraft of distributed alar load and high stability, according to any one of the preceding claims, characterized in that the aircraft additionally comprises front horizontal stabilization surfaces (12) that are joined at the end of the lateral longitudinal stringers (6 ) where the surface is arranged
    35 front support (3).
    [12]
    12.-Aircraft of distributed alar load and high stability, according to any one of the preceding claims, characterized in that the stabilization and control means (5) comprise rear horizontal stabilization surfaces (52) and rear vertical stabilization surfaces ( 51) that project vertically down from the
    5 end of the lateral longitudinal stringers (6) where the surface is arrangedrear support (4).
    [13]
    13.-Aircraft of distributed alar load and high stability, according to the preceding claim, characterized in that the rear horizontal stabilization surfaces (52) are
    10 arranged at the trailing edge of the rear bearing surface (4).
    [14]
    14.-Aircraft of distributed alar load and high stability, according to claim 12, characterized in that the rear horizontal stabilization surfaces (52) are arranged at the rear of the main body (1) of the aircraft in a lower position
    15 to the rear bearing surface (4).
    [15]
    15. Aircraft of distributed alar load and high stability, according to any one of the preceding claims, characterized in that the main body (1) comprises frames (7) arranged transversely to the longitudinal axis (a) of the main body (1) and
    20 the bearing surfaces (3,4,11) comprise transverse stringers (8) extending in a direction perpendicular to the main body (1) of the aircraft, the bearing surfaces (3,4,11) being attached to the main body (1) by means of a connecting stringer (9) extending along the main body (1), and incorporating the connecting stringer (9) ribs (10) that join the transverse stringers (8) to the frames ( 7).

    DRAWINGS
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    同族专利:
    公开号 | 公开日
    ES2660910B1|2019-01-16|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US1879338A|1928-06-17|1932-09-27|Handley Page Ltd|Aeroplane wing with guide blades|
    US2406625A|1941-12-10|1946-08-27|Thomas W Oglesby|Airplane|
    US3985317A|1975-01-31|1976-10-12|Alexander Geraci|Short coupled airplane with variable wing lift|
    US6626398B1|2001-05-10|2003-09-30|Mission Technologies, Inc.|Unmanned biplane for airborne reconnaissance and surveillance having staggered and gapped wings|
    US20060060696A1|2004-08-26|2006-03-23|Cordy Clifford B Jr|Link between the wing and canard for flutter reduction|
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