• 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:
    An aircraft (40) comprising a fuselage (42) having a longitudinal axis (44), a wing (46) extending from the fuselage (42) and having a leading edge and a trailing edge, a reactor (48) ) mounted on the flange (46) and having an output shaft (50) rotating, and a propeller (52) operably coupled to the output shaft (50) and generating a rotating flow field to define a wake of rotation. when the propeller (52) is rotated by the rotating output shaft (50).
    公开号:FR3038583A1
    申请号:FR1656582
    申请日:2016-07-08
    公开日:2017-01-13
    发明作者:Angela Marie Knepper；Paul Nicholas Methven
    申请人:GE Aviation Systems LLC；
    IPC主号:
    专利说明:

    Aircraft and method of counterbalancing the aerodynamic effects of propeller wake
    Current turboprop aircraft may include one or more propellers attached to the wings of the aircraft. When a propeller is installed on an airplane, it significantly changes the flow field around the cell. This is due to the rotating propeller and generates a helical or spiral flow field, known as "propeller wake", which acts on the downstream airflow field.
    The helical wake comprises axial and rotational speed components. The rotational components can either increase or decrease the lift generated by the wing, creating localized areas of increased or reduced lift along the wing span, compared to the lift generated by the wing without the wake. Thus, the installed propeller significantly changes the flow field around the cell which is immersed in the propeller wake.
    The turboprop aircraft of the current generation were designed as an assembly of components, where each component is created in isolation and with minimal consideration of the environment created on the other components of the aircraft. More particularly, the helix and the cell are designed independently of one another. Thus, current wing designs do not attempt to compensate for propeller wake. Instead, the compensation for wake effects is mainly addressed by the aircraft trim settings.
    According to one aspect, an embodiment of the invention relates to an aircraft comprising a fuselage having a longitudinal axis, a wing extending from the fuselage and having a leading edge and a trailing edge, a reactor mounted on the wing and having a rotating output shaft, a propeller operatively coupled to the output shaft and generating a rotating flow field to define a helical wake when the propeller is rotated by the rotating output shaft . The propeller is located forward with respect to the leading edge of the wing, so that the propeller wake flows over the wing, forming localized zones of angle of attack effectively. increased, generating a corresponding increased wing load, the wing having corresponding localized areas of reduced rope length, to neutralize the wing load which would be increased in the opposite case, and localized zones of angle of attack actually decreased, generating a corresponding reduced wing load, the wing having corresponding localized areas of increased rope length, to neutralize the wing load which would be reduced in the opposite case.
    In another aspect, an embodiment of the invention relates to an aircraft comprising a fuselage having a longitudinal axis, a wing extending from the fuselage and having a leading edge and a trailing edge, a reactor mounted on the wing and having a rotating output shaft, a propeller operatively coupled to the output shaft and generating a rotating flow field to define a helical wake when the propeller is rotated by the output shaft turning. The propeller is located forward with respect to the leading edge of the wing, so that the propeller wake flows over the wing, forming localized zones of angle of attack effectively. increased and effectively reduced air flowing on the wing, and the wing has corresponding localized zones of physical variation to substantially neutralize any corresponding localized wing load, attributable to the angle of attack actually increased or actually reduces air flowing on the wing.
    In yet another aspect, an embodiment of the invention relates to a method for counterbalancing the aerodynamic effects of a propeller wake acting on a wing, the method comprising locally modifying a physical characteristic of the wing to a wing. a local interface of the propeller wake and the wing, in order to counterbalance the wing load emanating from the propeller wake. The object of the invention will be better understood from the detailed study of the description of embodiments of the invention, taken as non-limiting examples and illustrated by the appended drawing, in which FIG. schematic top view of a plane of the state of the art, having wings and propellers, FIG. 1B illustrates an example of a schematic front view of the plane of FIG. 1A, FIG. 2 illustrates an example schematic top view of an aircraft according to various aspects described herein, Figure 3 illustrates an example of a schematic side view of a portion of a reactor, a propeller, an inner portion of a wing 4 illustrates an example of a schematic side view of a portion of a reactor, a propeller and an outer portion of a wing according to various aspects described herein, FIG. 5 illustrates an example of schematic front view of an aircraft, illustrating the modified helix load according to various aspects described herein, and Figure 6 illustrates an example of a schematic front view of a portion of an aircraft having a reactor air inlet conforming to different aspects. described here.
    In some cases, for example for multi-reactor installations, the effects of the wake on the flow field can shift the center of lift for the wing sufficiently far from the longitudinal axis of the aircraft so that Compensation, necessary to compensate for straight-line flight and level flight, leads to a substantial increase in drag, which leads to an undesirable increase in fuel consumption. The present invention aims to treat the propeller and the cell as an integrated system in the turboprop aircraft. This can bring a number of advantages over the fact that the propeller and the cell are designed independently of each other, including the fact that the overall efficiency of the aircraft can be improved and the possibility of exploit the effects of the propeller blast. This comprehensive system integration has the potential to reduce aircraft compensation drag and reactor air intake drag, thereby improving engine efficiency and improving overall aircraft efficiency.
    In order to further explain the problem, FIGURE IA shows a prior art aircraft 10 comprising a fuselage 12 and non-compensated wings 14 extending outwardly from the fuselage 12. Turbopropellers 16 and the propellers 18 are coupled to the wings 14. The longitudinal axes of the propellers are indicated at 20, and the direction of rotation of the propellers is illustrated by the arrows 22. The propeller wake generated at the rear of a moving paddle upwards will produce an increase in the local wing angle of attack and therefore an increase in wing load, indicated by arrows 24. In contrast, the helical wake generated at The rear of a blade moving downward will produce a decrease in the local angle of attack on the wing and consequently a decrease in the wing load, which is indicated by the arrows 26.
    The unmatched wings 14 have variable wing ropes; more specifically, the rope narrows continuously from the root 28 towards the tip 30. In this way, the unbalanced wings 14 have an "arrow angle" towards the leading edge, which forms an edge of 32 linear attack. FIGURE 1B shows that if the propellers 18 rotate in the same direction, the helical wake causes an increase in the local angle of attack on the wing 14 and thus an increase in the wing load inside. of the longitudinal axis 20 of the propeller (FIG. 1A) on one side 34 of the aircraft 10 and outside the longitudinal axis 20 of the propeller on the other side 36 of the aircraft 10. This results in a lift center that is further out on a wing, as shown by arrow 38, and a lift center that is further in on a wing, as shown by the arrow 39 This will in turn require a compensation correction of the aircraft to maintain flight in a straight line and level.
    The embodiments of the invention relate to the modification of the geometry of the wing and / or the geometry of the propeller, so that the load distribution on each wing is more symmetrical, so that This will reduce the compensation drag. One of these possible modifications of the geometry of the wing includes the fact of having wing ropes different from the uncompensated wings described above. The wing geometry exhibiting the different wing ropes compensates for the localized effects of the helical wake, as shown in FIG. 2. More precisely, FIG. 2 is a schematic view from above of an aircraft 40 comprising a fuselage. with a longitudinal axis 44. A reactor 48 is mounted on each wing 46 and comprises a rotating output shaft 50. In this way, one of the two reactors 48 is mounted on the wing 46, on one side of the longitudinal axis 44, and the other reactor 48 is mounted on the wing 46, on the other side of the longitudinal axis 44.
    A corresponding propeller 52, with blades 54, is operatively coupled to the output shaft 50. The propeller 52 is at the front with respect to a leading edge 56 of the wing 46. The propeller 52 generates a rotating flow field to define a helical wake when the helix is rotated by the rotating output shaft. The longitudinal axes of the propellers are referenced 58, and the direction of rotation of the propellers is indicated by the arrows 60. In the example shown, the propellers 52 rotate in the same direction. Although the aircraft 40 has been shown to have a single turboprop engine 48 and a single propeller 52 on each wing 46, it is conceivable that the embodiments of the invention can be used with any suitable aircraft having any number of propellers 52.
    The propeller wake flows on the wing 46 and forms localized areas of an angle of attack effectively increased and effectively reduced. The wing 46 was formed with corresponding localized areas, respectively of reduced rope length and increased rope length. More specifically, when the helical wake flows on the wing forming the localized zones with an effective angle of attack, generating a corresponding increased wing load, the wing has corresponding localized areas of reduced rope length, to neutralize the wing charge which would be increased in the opposite case. Similarly, when the helical wake flows over the wing, forming the localized zones with an effectively reduced angle of attack, generating a corresponding reduced wing load, the wing has corresponding localized areas of increased rope length. , to neutralize the wing load which would be reduced in the opposite case. Localized areas of reduced chord length and increased chord length do not form a linear leading edge.
    In the illustrated example, there is a wing chord reduction which is indicated at 62, at the rear of the upwardly moving blade 54, and an increase of the wing chord which is indicated at 64, at the rear of the blade 54 moving down. These wingline changes are generally non-linear and reduce the local wing load at the rear of the blade moving downward, as indicated at 68. In this way, the reduced rope length can act to neutralize a corresponding increase in wing charge, and the increased rope length can act to neutralize a corresponding reduction in wing load.
    These modifications of the wing rope and the resulting local wing load lead to a more symmetrical load distribution on the wings 46, with respect to the longitudinal axis 44 of the aircraft, which in turn leads to a reduced compensation drag. The localized areas of reduced chord length 62 and increased chord length 64 essentially neutralize respectively any corresponding increase or reduction in wing loading due to propeller wake acting on wing 46 without localized areas of reduced chord length. and increased. Although not required, localized areas of reduced chord length 62 and increased chord length 64 may be selected so that an aerodynamic focus of aircraft 40 remains on the longitudinal axis 42 of the chord. 'plane. On the other hand, localized areas of reduced and increased chord length can substantially neutralize any additional trim correction for level flight.
    Reference will now be made to FIGURE 3 which shows a side view of a portion of a reactor 70, a helix 72 with blades 74 rotating in a direction, towards the inside of the page, as indicated by FIG. the boom 75, and an inner portion of a wing 76, which show another possible modification of the geometry of the wing. More specifically, the inner portion of wing 76 exhibits an increase in wing warping on the inner region of the wing, compared to an unsupported wing 78. The wing presents the increase of warping of the wing at the rear of a blade 74 moving downwards. This increase in internal warping or local warping of the wing, upwards, will increase the local angle of attack of the wing 76. The increased local angle of attack of the wing neutralizes a corresponding decrease in the load local wing. More specifically, this increase in internal warping will increase the local wing load at the rear of the blade 74 moving downward, as indicated by the arrow 80. Conversely, FIGURE 4 shows a side view of a part of the reactor 70, the propeller 72 with the blades 74, and an outer portion of a wing 82 and shows another possible modification of the geometry of the wing. More specifically, the warping of the wing is reduced on the outer region of the wing, compared to an unsupported wing 84. The wing has the decrease of warping of the wing at the rear of a blade 74 moving upwards. This decrease in external warping or local warping of the wing, downward, will reduce the local angle of attack of the wing. The reduced local angle of attack of the wing neutralizes a corresponding increase in local wing load. More specifically, this decrease in external warpage will reduce the local wing load at the back of an upwardly moving blade, as indicated by the arrow 86, in favor of a more symmetrical wing load distribution.
    On the opposite wing (not shown), the warping of the wing can be reduced on the inner region of the wing, on the back of a blade moving upwards, to reduce the angle of attack local and to reduce the local wing load. On the other hand, the warping of the wing can be increased on the outer region of the wing, on the back of a blade moving downward, to increase the local angle of attack and to increase the local wing load. The combined effects of the wing warping changes result in a more symmetrical distribution of the wing load, which in turn reduces the compensating drag.
    It should be noted that the modifications of the warping of the wing, as illustrated in FIGS. 3 and 4, can be implemented independently or in conjunction with the modifications of the local wing cord, as shown in FIG. Figure 2. Other possible changes in wing geometry, which may affect wing loading and may be used in conjunction with chord and warp changes to produce a more symmetrical load, include, but are not limited to: a wing camber, an arrow at the leading edge or at the trailing edge, an aerodynamic profile, leading edge / trailing edge devices or wingtip fins. By way of nonlimiting examples, the localized areas of reduced and increased cord length for the wing may also include localized areas, respectively reduced and increased warp, and localized areas of reduced and increased rope length for the wing. wing may also include localized areas, respectively reduced and increased camber.
    In this way, it will be understood that in cases where the propeller is located in front of the leading edge of the wing, so that the propeller wake flows on the wing in forming localized zones at an angle of attack actually increased or effectively decreased from the air flowing over the wing, the wing may have corresponding localized zones of physical variation to substantially neutralize any corresponding localized wing load, which can be attributed to at the angle of attack effectively increased or actually decreased air flowing on the wing. Localized areas of physical variation may include a physical variation of at least one or two or all of the following: rope length, warp and camber. The localized variation in chord length and warp has been described above. The localized variation of the wing camber includes at least one of the following aspects: local decrease of the wing camber to counteract a corresponding increase in wing loading, or local increase of wing camber to neutralize a wing camber. corresponding decrease in wing loading. The localized zones of physical variation can be selected so that an aerodynamic focus of the aircraft remains on the longitudinal axis of the fuselage. Localized areas of physical variation can substantially offset any additional attitude correction for level flight.
    The examples described above illustrate methods of counterbalancing the aerodynamic effects of propeller wake acting on a wing. These methods include locally modifying a physical feature of the wing, at a local interface of the helix wake and the wing, to counterbalance variations in the wing load from the helix wake. The local modification of the physical characteristic substantially neutralizes the compensation drag that would have occurred without the local modification of the physical characteristic. On the other hand, it is also conceivable to modify the geometry of the propeller to modify the propeller load, in order to improve the symmetry of the distribution of the load on the wings and, as a result, to reduce the drag of compensation. Referring to FIGURE 5, here we see an aircraft 90 having wings 92 with a propeller 94 with blades 96. When the propellers 94 rotate in the same direction, as indicated by the arrows 98, the center of lift is more outside on a wing, as indicated by the arrow 100. This leads to a larger moment and a higher compensation drag. Embodiments of the invention provide for modification of the helix geometry such that the helix load is moved inward, which can move the lift center, located on the outside the wing, further inwards, as indicated by the arrow 102, and conversely, move the center of lift, located on the inner part of the other wing, further outwards, as indicated by the arrow 104 from its current load indicated by the arrow 106, which reduces the moment and the corresponding compensation drag. Such a modified propeller charge generates a lower moment and a reduced compensation drag. Possible modifications to the propeller geometry, to obtain the propeller load modification, may include, but are not limited to, chord, warp, camber, thickness, boom, or aerodynamic profile. It should be noted that the movement of the helix load inwardly can be carried out in isolation or in conjunction with wing modifications, in order to obtain a more symmetrical wing load and a reduction of the compensation drag.
    FIG. 6 is a diagrammatic front view of a portion of an aircraft 110 comprising a wing 112, on which is mounted a propeller 114 provided with blades 116 rotating in the direction indicated by the arrow 117, and an air inlet reactor 118 according to another embodiment of the invention. The propeller 114 generates a wake 120 indicated by the arrows. In an uncompensated aircraft, the wake 120 is upstream of the reactor nacelle air inlet 122 (shown in dashed lines). In contrast, the reactor air inlet 118 of the embodiment of the invention is more aligned with the wake 120 generated by the helix 114. The location and geometry, profile or shape of the inlet reactor air 118 may be modified to align the air inlet 118 with the location of the wake 120. Thus, the reactor air inlet 118 may be modified to operate in the wake flow field 120 of the propeller. These modifications may result in a reduction of the input drag and a reduction in the flow field distortion that is absorbed by the reactor nacelle air inlet and enters the reactor core. On the other hand, the inner propeller blade load can be increased, as described above, to generate a higher air inlet pressure, which can also improve the efficiency of the reactor.
    The embodiments described above have many advantages, including the fact that the treatment of the helix and the cell as an integrated system makes it possible to exploit the effects of the helix blast. While this may in turn compromise the performance of individual components, it is possible to solve problems associated with the asymmetric load on the lift surfaces of an aircraft. The embodiments described above modify the geometry of the wing or the helix load so that the load distribution on each wing is more symmetrical, which results in the reduction of the compensation drag and reducing the distortion of the flow field entering the reactor air inlet. The reduced compensation drag reduces the drag of the aircraft and thus the amount of fuel burned and therefore reduces fuel consumption. Reducing the flow field distortion entering the reactor air inlet reduces air intake drag and the amount of fuel burned, resulting in decreased fuel consumption. On the other hand, the helix load can be modified to obtain a higher air inlet pressure for the reactor, which in turn improves the efficiency of the reactor.
    List of marks 10 aircraft 12 fuselage 14 wings 16 reactor 18 propellers 20 longitudinal axis 22 arrows 24 arrows 26 arrows 28 root 30 wingtip 32 linear leading edge 34 side 36 side 3 8 arrow 39 arrow 40 aircraft 42 fuselage 44 axis longitudinal 46 wing 48 reactor 50 shaft 52 propeller 54 blade 56 edge 58 longitudinal axis 60 boom 62 reduced wing rope 64 increased wing rope 66 blade moving up 68 blade moving down 70 reactor 72 propeller 74 blade 75 arrow 76 wing 78 wing uncompensated 80 arrow 82 wing 84 wing uncompensated 86 arrow 90 aircraft 92 wings 94 propeller 96 blade 98 arrow 100 arrow 102 arrow 104 arrow 106 arrow 110 aircraft 112 wing 114 propeller 116 blade 117 arrow 118 entrance to air reactor 120 wake 122 air inlet nacelle reactor
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    An aircraft characterized in that it comprises: a fuselage (42) having a longitudinal axis (44); a wing (46, 76, 82, 112) extending from the fuselage and having a leading edge and a trailing edge; a wing-mounted reactor (48, 70) having a rotating output shaft (50); and a helix (52, 72, 94, 114) operably coupled to the output shaft and generating a rotating flow field to define a helical wake when the propeller is rotated by the output shaft rotating; and wherein the helix is located forward with respect to the leading edge of the wing, so that the helix wake flows over the wing forming localized areas of angle d the attack actually increased, generating a corresponding increased wing load, the wing having corresponding localized areas of reduced chord length, to neutralize the wing load which would be increased in the opposite case, and localized zones of angle of attack actually reduced, generating a corresponding reduced wing load, the wing having corresponding localized areas of increased rope length, to neutralize the wing load which would be reduced in the opposite case.
    [2" id="c-fr-0002]
    2. Aircraft according to claim 1, characterized in that the localized areas of reduced and increased rope length are selected so that an aerodynamic focus of the aircraft remains on the longitudinal axis of the fuselage.
    [3" id="c-fr-0003]
    3. Aircraft according to claim 1 or 2, characterized in that the localized areas of shortened rope length and increased for the wing also comprise localized areas, respectively warp or respectively camber increased and reduced.
    [4" id="c-fr-0004]
    4. Aircraft according to any one of the preceding claims, characterized in that the localized areas of reduced and increased rope length substantially neutralize any additional attitude correction for level flight.
    [5" id="c-fr-0005]
    5. Aircraft according to any one of the preceding claims, characterized in that it further comprises the wing, which extends laterally from the fuselage, on either side of the longitudinal axis, at least two reactors, with a corresponding propeller, one of the reactors, the number of at least two, being mounted on the wing, on one side of the longitudinal axis, and the other of the reactors, the number of at least two, being mounted on the wing located on the other side of the longitudinal axis, the propellers rotating in the same direction.
    [6" id="c-fr-0006]
    6. Aircraft according to any one of the preceding claims, characterized in that the reactor further comprises a reactor air inlet aligned with a location of the propeller wake flow.
    [7" id="c-fr-0007]
    7. Aircraft characterized in that it comprises: a fuselage having a longitudinal axis; a wing extending from the fuselage and having a leading edge and a trailing edge; a wing-mounted reactor having a rotating output shaft; and a helix operatively coupled to the output shaft and generating a rotating flow field to define a helical wake when the helix is rotated by the rotating output shaft; and wherein the helix is located forward with respect to the leading edge of the wing, so that the helix wake flows over the wing forming localized areas of angle d effectively increased and effectively reduced air flowing on the wing, and the wing has corresponding localized zones of physical variation to substantially neutralize any corresponding localized wing load, attributable to the angle of attack actually increased or actually reduced air flowing on the wing.
    [8" id="c-fr-0008]
    8. Aircraft according to claim 7, characterized in that the localized zones of physical variation include localized variation in at least one of the following cases: length of rope, warping or camber.
    [9" id="c-fr-0009]
    Aircraft according to claim 8, characterized in that the localized zones of physical variation include the localized variation of the length of rope, warp or camber, and are selected so that an aerodynamic focus of the plane remains on the longitudinal axis of the fuselage.
    [10" id="c-fr-0010]
    An aircraft according to any of claims 8 or 9, characterized in that the localized variation of the length of rope, warp or camber includes at least one of the following: the local decrease in the length of the rope; cord, warp or camber, to counteract a corresponding increase in wing loading, or the local increase in rope length, warp, or camber to counteract a corresponding decrease in wing weight.
    [11" id="c-fr-0011]
    11. Aircraft according to any one of claims 7 to 10, characterized in that the localized zones of physical variation substantially neutralize any additional attitude correction for level flight.
    [12" id="c-fr-0012]
    12. Aircraft according to any one of claims 7 to 11, characterized in that it further comprises the wing, which extends laterally from the fuselage, on either side of the longitudinal axis, to minus two reactors, with a corresponding propeller, one of the reactors, numbering at least two, being mounted on the wing, on one side of the longitudinal axis, and the other of the reactors, the number of at least two, being mounted on the wing located on the other side of the longitudinal axis, the propellers rotating in the same direction.
    [13" id="c-fr-0013]
    13. A method for counterbalancing the aerodynamic effects of a propeller wake acting on a wing, characterized in that it comprises the local modification of a physical characteristic of the wing to a local interface of the propeller wake and the wing, in order to counterbalance the wing load emanating from the propeller wake.
    [14" id="c-fr-0014]
    14. The method of claim 13, characterized in that the local modification of a physical characteristic of the wing comprises the physical modification of at least one of the rope length, the angle of attack or the camber.
    [15" id="c-fr-0015]
    15. The method of claim 13 or 14, wherein the local modification of the physical characteristic substantially neutralizes the compensation drag that would have been the result in the absence of local modification of the physical characteristic.
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    同族专利:
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    US20170008610A1|2017-01-12|
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    GB201511926D0|2015-08-19|
    JP2017019490A|2017-01-26|
    GB2540169A|2017-01-11|
    GB2540169B|2018-08-08|
    CN106335628A|2017-01-18|
    CN106335628B|2019-06-18|
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    法律状态:
    2017-07-26| PLFP| Fee payment|Year of fee payment: 2 |
    2018-06-21| PLFP| Fee payment|Year of fee payment: 3 |
    2018-07-20| PLSC| Search report ready|Effective date: 20180720 |
    2019-06-21| PLFP| Fee payment|Year of fee payment: 4 |
    2020-06-23| PLFP| Fee payment|Year of fee payment: 5 |
    2021-10-01| RX| Complete rejection|Effective date: 20210827 |
    优先权:
    申请号 | 申请日 | 专利标题
    GB1511926.6A|GB2540169B|2015-07-08|2015-07-08|Aircraft wing shaped to counter aerodynamic effects of propeller wake|
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