• 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:
    In order to improve the overall performance of an aircraft wing (4), the latter comprises a main part (4a) and a wing tip (4b) mounted to move relative to the main part.
    公开号:FR3037560A1
    申请号:FR1555494
    申请日:2015-06-16
    公开日:2016-12-23
    发明作者:Olivier Cazals；Thierry Druot
    申请人:Airbus Operations SAS；
    IPC主号:
    专利说明:

    [0001] BACKGROUND OF THE INVENTION The present invention relates to the field of aircraft wings. Aircraft wings have already been the subject of many developments, aimed at improving their overall performance. This is for example the implementation of flaps or similar elements, in order to meet specific needs, according to the different phases of flight of the aircraft.
    [0002] However, most of the solutions provided by the prior art remain perfectible, in particular in that they are capable of generating unwanted drag during certain flight phases, and that they make the design of the wings integrating this type more complex. of solution. There is therefore a need to optimize the design of existing wings, and to meet at least partially this need, the invention relates to an aircraft wing comprising a main part and a wing tip mounted mobile in incidence relative to the main part. The invention thus provides a degree of freedom in incidence between the wing tip, also called "wing tip", and the main part of the wing. The implementation of this degree of freedom improves the overall performance of the wing, for the following reasons. Firstly, during the cruising phase of the aircraft, piloting the incidence of the wing tip makes it possible to better adapt the induced drag, as a function of the flight altitude and / or the mass. from the plane. In other words, thanks to this steering incidence, the wing has a variable lift distribution that makes it suitable for many conditions of mass and flight altitude, compared to a conventional wing adapted to only one optimal altitude for each total mass of the aircraft. In addition, during the approach and landing phases, when the wing tip can be oriented so that the local wing tip incidence is small or even zero (it is then referred to a deviation of the wing), this configuration causes an increase in the mechanical loading of the main part of the wing. This reduces the wake caused by the wing, the wake being less concentrated at the end of the wing. Because of the attenuation of this wake, the aircraft can advantageously land one after the other with a higher frequency. Still in the approach phase and with the wing tip providing a deflection of the wing, it becomes possible to generate a significant drag to improve the ability of the aircraft to descend with a steep slope. This particular position of the wing tip is also beneficial during landing, because it not only generates drag, but it also generates a better braking capacity of the aircraft by increasing the load transmitted to the landing gear. main landing.
    [0003] The invention also exhibits at least one of the following optional features, singly or in combination. The aircraft wing comprises a connecting device between the wing tip and the main part of the wing. The connecting device is configured to allow a rotation of the wing tip relative to the main portion along a first axis of rotation for steering the wing tip at a bearing, and to allow rotation of the wing tip. wing tip relative to the main part according to a second axis of rotation for raising the wing tip by folding. Preferably, the first axis of rotation is substantially parallel to a span direction of the wing or else oriented substantially in a transverse direction Y of the aircraft, and the second axis of rotation is substantially parallel to a direction of rotation. flow of air flow on the wing. The main part of the wing extends over a distance D1 in the span direction and the wing tip extends over a distance D2, the ratio between the distances D1 and D2 being fixed according to the needs. and constraints encountered. The wing tip is movably mounted in incidence relative to the main portion at a limited amplitude, preferably at a range of angles between 15 and -15 °, in particular when only the first axis of rotation is provided between wing tip and the main part thereof. On the other hand, this range of angles can be extended by -15 and -90 °, in particular in the case where the second axis of rotation is also provided.
    [0004] The invention also relates to an aircraft comprising at least one wing as described above, and a control device in incidence of the wing tip relative to the main part of the wing. Finally, the invention also relates to a method of controlling the aircraft wing described above, comprising the control in incidence of the wing tip relative to the main part of the wing, according to at least one flight parameter. Other advantages and features of the invention will become apparent in the detailed non-limiting description below. This description will be made with reference to the appended drawings among which; FIG. 1 represents a schematic front view of an aircraft comprising wings according to the invention; - Figure 2 shows a perspective view of the aircraft shown in the previous figure; FIGS. 3a, 4a and 5a show part of one of the two wings of the aircraft, with the wing tip adopting different bearings; - Figures 3b, 4b, 5b are views showing more specifically, in an enlarged manner, the junction between the wing tip and the main part of the wing respectively in the three positions shown in Figures 3a, 4a and 5a ; FIG. 6 shows a front view of the aircraft, with its right wing having a wing tip shown in a raised position; FIG. 7a shows a portion of the wing shown in the preceding figures, with its wing tip raised at an angle A1; - Figure 7b shows a portion of the wing shown in the preceding figures, with its wing tip lowered at an angle A2; FIG. 8 represents a half-front view of the aircraft, with its right wing having a tip raised with respect to the main part and also having an incidence with respect thereto; and - Figures 9a to 9e show an embodiment of a junction device between the tip of the wing and its main part.
    [0005] Referring firstly to Figures 1 and 2, there is shown an aircraft 1 according to the invention, comprising a fuselage 2, two wings 4, and a motor assembly 6 fixed under each wing 4. One features of the invention lies in the optimized design of each of the two wings 4, which will be described in detail below.
    [0006] Throughout the following description, by convention, the direction X corresponds to the longitudinal direction of the aircraft, the direction Y corresponds to the direction transversely oriented, while the direction Z corresponds to the vertical direction or the height. These three directions X, Y and Z are orthogonal to each other and form a direct trihedron. On the other hand, the terms "forward" and "rear" are to be considered in relation to a direction of travel of the aircraft, shown schematically by the arrow 8. The two wings 4 having a symmetrical design with respect to a the median vertical plane of the aircraft, only one of these two wings will be described in detail below. It extends in a direction of wingspan 10 from the fuselage 2. Specifically, the wing first comprises a main wing portion 4a which is attached to the fuselage, and which extends in the direction of the fuselage. span 10 over a distance Dl. The main wing portion 4a is connected by a connecting device 12 to a wing tip 4b which extends this portion 4a in the span direction, a distance D2. The tip 4b then constitutes the distal end of the wing. Each of the two portions 4a, 4b extends over the entire width of the wing 4 in the X direction, parallel to a flow direction 14 of the air flow on this wing during the flight. The junction device 12, an exemplary embodiment of which will be described with reference to FIGS. 9a to 9e, makes it possible to control the wing tip 4b in incidence relative to the main part 4a. To do this, a control device 16 embarked on the aircraft allows control in incidence of the tip 4b during the flight, according to different flight parameters such as the altitude of the aircraft or its overall mass. Referring to Figures 3a and 3b, the wing tip 4b is shown in a position of zero incidence relative to the main portion 4a. In other words, in this position, the wing tip 4b is in perfect continuity with the main portion 4a, in the span direction 10.
    [0007] In the cruising phase, piloting the incidence of the wing tip 4b makes it possible to better adapt the induced drag, in particular as a function of the flight altitude. It is therefore possible to pivot this wing tip 4b according to a first axis of rotation 15, which is here substantially oriented in the direction Y. Nevertheless, it is noted that the axis 15 can be oriented differently, for example in parallel or substantially inclined relative to the span direction 10. More generally, the axis of rotation 15 is orthogonal to a junction plane between the two parts 4a, 4b of the wing. For reasons of simplification and clarity of the description, it will be considered that the axis of rotation 15 is oriented substantially in the direction Y.
    [0008] FIGS. 4a and 4b show a positively incident position in which the wing tip 4b is rotated by an angle A'1 along the axis 15 so that its leading edge is 'upwards, and its trailing edge down. Conversely, in FIGS. 5a and 5b, a position of negative incidence has been represented in which the wing tip 4b is pivoted by an angle A'2 along the axis 15, so that its Leading edge 15 is oriented downward and its trailing edge upward. The angle A'1 is defined between the rope 16 of the endpiece when it occupies its fictional position of zero incidence, and the rope 16 'of this endpiece in its actual position of positive incidence. In the same way, the angle A'2 is defined between the rope 16 of the endpiece when it occupies its fictional position of zero incidence, and the rope 16 "of this endpiece in its actual position of negative incidence.
    [0009] The extent to which the wing tip 4b can be driven in incidence is limited. For example, the angle A'1 is limited 15 °, while the angle A'2 can be limited to about -90 °, so as to bring the wing tip 4b substantially vertically. This provides many advantages, especially in the approach and landing phases, because this position causes an increase in the mechanical loading 25 of the main part 4a of the wing, by discharging the forces applying to the tip 4b. This advantageously results in a decrease in the wake caused by the wing, the wake then being less concentrated wing tip. Because of the attenuation of this wake, the aircraft can thus land one after the other with a higher frequency. Similarly, it becomes possible to generate a significant drag 30 to improve the ability of the aircraft to descend with a steep slope. This particular position of the wing tip is also beneficial during landing, because it not only generates drag, but it also generates a better braking capacity of the aircraft by increasing the load transmitted to the aircraft. main landing gear.
    [0010] Referring now to FIGS. 6 to 8, it is shown that the junction device 12 is also designed to provide a second degree of freedom of rotation between the wing tip 4b and the main portion 4a. This second degree of freedom operates along a second axis of rotation 17, substantially parallel to the flow direction 14 of the flow of air on the wing. It allows to raise the wing tip 4b, especially during the taxi phase, and to reduce its scope and improve its compatibility with different airports. In the example of Figure 6, the wing tip 4b is raised to adopt a substantially vertical position, in which its wingspan is reduced to the maximum. However, it is noted that this second degree of freedom of folding confers many other advantages. Firstly, this makes it possible to have a wing with a high elongation that is beneficial for flight performance, while maintaining a satisfactory ground clearance in the taxi phase, thanks to the possibility of raising the tip and thus avoiding that the latter does not touch the ground because of the static deformation of the wing. This position partially raised by an angle A1 is shown in FIG. 7a. It is also possible to lower the wing tip 4b by an angle A2 20 during the cruising phase to increase the performance of the aircraft, as shown in FIG. 7b. In addition, it is noted that the control in rotation of the nozzle 4b along the axis 17 allows to distribute accurately the charges between the main part 4a and the wing tip 4b. This control is also carried out using the aforementioned control device 16, it being understood that the end piece 4b can be simultaneously controlled in incidence and in folding, as has been shown diagrammatically in FIG. 8. this figure showing a position adopted for example at landing, the tip 4b is not only raised along the axis 17 to maintain sufficient ground clearance, but also has a negative impact along the axis 15 so as to create a airbrake.
    [0011] Referring now to Figures 9a to 9e, there is shown an exemplary embodiment of the junction device 12, for obtaining the two degrees of freedom described above, associated with the first and second axes of rotation 15, 17 The junction device 12 comprises a first control jack 30 rotated along the axis 15. This jack 30 is placed perpendicularly to the chord of the wing, being at approximately 40% of the total length of this chord. in plan view as that of Figure 9a, starting from the leading edge. As indicated above, this control jack 30 controls the rotation of the wing tip 4b relative to the main portion 4a, a junction plane 32 orthogonal to the Y direction being defined between these two elements. In this regard, it is noted that different incidences of the wing tip 4b have been shown in Figures 9b to 9d. The junction device 12 also comprises a second cylinder 40 for controlling rotation along the axis 17. This second cylinder 40 is placed close to the first cylinder 30 and oriented substantially parallel to the flow direction 14 of the air flow. 15 as shown on the shaded part of FIG. 9e, the second jack 40 is arranged closer to the fuselage than the first jack 30, so that the latter is also rotated along the axis 17 with the wing tip 4b, by the second cylinder 40. Of course, various modifications may be made by those skilled in the art to the invention which has just been described, only as non-limiting examples.
    权利要求:
    Claims (8)
    [0001]
    REVENDICATIONS1. Aircraft wing (4) comprising a main portion (4a) and a wing tip (4b) mounted movably in incidence relative to the main portion.
    [0002]
    2. Aircraft wing according to the preceding claim, comprising a connecting device (12) between the wing tip (4b) and the main part (4a) of the wing.
    [0003]
    3. Aircraft wing according to the preceding claim, wherein the connecting device (12) is configured to allow a rotation of the wing tip (4b) relative to the main portion (4a) along a first axis of rotation (15) for steering the wing tip at an angle, and to allow rotation of the wing tip (4b) relative to the main portion (4a) along a second axis of rotation (17) allowing lift the wing tip by folding.
    [0004]
    4. Aircraft wing according to the preceding claim, wherein the first axis of rotation (15) is substantially parallel to a span direction (10) of the wing (4) or oriented substantially in a transverse direction (Y) of the aircraft, and in that the second axis of rotation (17) is substantially parallel to a direction (14) of flow of the air flow on the wing.
    [0005]
    5. Aircraft wing according to any one of the preceding claims, wherein the wing tip (4b) is movably mounted in incidence relative to the main portion (4a) by a limited amplitude.
    [0006]
    6. Aircraft wing according to the preceding claim, wherein said amplitude is limited to a range of angles between 15 and -15 ° or between 15 ° and -90 °. 3037560 9
    [0007]
    7. Aircraft (1) comprising at least one wing (4) according to any one of the preceding claims, and a device (16) for controlling the tip of the wing tip (4b) relative to the main part. (4a) of the wing. 5
    [0008]
    8. A method of controlling an aircraft wing (4) according to any one of claims 1 to 6, comprising the control in incidence of the wing tip (4b) relative to the main portion (4a) of the wing, depending on at least one flight parameter. 10 15
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    法律状态:
    2016-06-27| PLFP| Fee payment|Year of fee payment: 2 |
    2016-12-23| PLSC| Search report ready|Effective date: 20161223 |
    2017-06-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-06-26| PLFP| Fee payment|Year of fee payment: 4 |
    2020-06-19| PLFP| Fee payment|Year of fee payment: 6 |
    2021-06-22| PLFP| Fee payment|Year of fee payment: 7 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1555494A|FR3037560B1|2015-06-16|2015-06-16|AIRCRAFT WING INCLUDING A PILOTABLE WING FIT IN INCIDENCE|
    FR1555494|2015-06-16|FR1555494A| FR3037560B1|2015-06-16|2015-06-16|AIRCRAFT WING INCLUDING A PILOTABLE WING FIT IN INCIDENCE|
    US15/182,709| US10329010B2|2015-06-16|2016-06-15|Aircraft wing comprising a controllable-attack wing tip|
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