CN101300170B - Brake flap for an aircraft - Google Patents
Brake flap for an aircraft Download PDFInfo
- Publication number
- CN101300170B CN101300170B CN2006800413277A CN200680041327A CN101300170B CN 101300170 B CN101300170 B CN 101300170B CN 2006800413277 A CN2006800413277 A CN 2006800413277A CN 200680041327 A CN200680041327 A CN 200680041327A CN 101300170 B CN101300170 B CN 101300170B
- Authority
- CN
- China
- Prior art keywords
- edge
- flap
- aircraft
- wing flap
- brake
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Fee Related
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C9/00—Adjustable control surfaces or members, e.g. rudders
- B64C9/32—Air braking surfaces
Abstract
The invention discloses a braking flap which can be set to have an angle corresponding to the airflow flowing around a plane in order to reduce speed of planes. The braking flap (20) comprises a free edge (21) which is separated from an outer skin set with angle and generates edge vortex in airflow flowing around the plane. According to the invention, the free edge (21) comprises a plurality of independent edge sections (22) dividing the edge vortex into a plurality of vortexes.
Description
Technical field
The application requires German patent application No.102005054248.4 that submitted on November 15th, 2005 and the U.S. Provisional Patent Application No.60/750 that submitted on December 14th, 2005,616 preceence comprises the content of described two applications in this application here by reference.
Background technology
The present invention relates to the brake flap of aircraft, slow down in order to make aircraft, this brake flap can be set to respect to the machine airflow flowing of being diversion an angle is arranged, and wherein, this wing flap comprises the edge, and this edge separates with the aircraft exterior skin when angled the setting.
In order to increase the resistance in landing approach process and the landing mission, modern commercial aircraft needs brake flap.A solution to this is the wing flap that is positioned at the wing top, and this wing flap is arranged between the landing flap and the back rest, and is called bumper/spoiler usually.This wing flap can be used for lift-over control with being equal to and be used to reduce raising force.More rare a solution is that brake flap is arranged on the fuselage, usually at the rear portion.In both of these case, they all are the simple metal chip part with respect to the angled setting of machine airflow flowing of being diversion basically.
By increasing resistance by brake flap or bumper/spoiler, the aircraft steeper landing approach that can fly out, and except other may can also be used for reducing the noise of approach course.But the noise of realizing reduces the noise section counteracting that is braked wing flap self generation in this way.Brake flap also is used for the deceleration of landing mission.
The important mechanism that produces noise in the brake flap is owing to form one very strong eddy current at the wing flap edge, as shown in Figure 1.Usually, an end of wing flap is hinged to aircraft, and forms edge vortex at the free edge place relative with pin jointed end and/or at the lateral edge place.
Summary of the invention
The objective of the invention is to create a kind of brake flap of aircraft, it has substantially the same effect, but the noise that causes is littler.
Realized this purpose by brake flap with claim 1 feature.
Favourable embodiment and improvement have been stated in the dependent claims according to brake flap of the present invention.
The invention provides a kind of brake flap of aircraft, for aircraft is slowed down, this brake flap can be set to respect to the machine airflow flowing of being diversion an angle is arranged, wherein, this wing flap comprises free edge, this free edge separates with the aircraft exterior skin when angled the setting, and produces edge vortex in the machine airflow flowing of being diversion.Free edge comprises several separate edge sections that edge vortex are divided into the several portions eddy current.
Favourable embodiment of the present invention is arranged so that separate edge section that edge vortex is divided into the several portions eddy current is formed by the Waveform Design of free edge.
Another favourable embodiment of the present invention is arranged so that separate edge section that edge vortex is divided into the several portions eddy current is formed by the serration design of free edge.
Another favourable embodiment of the present invention is arranged so that separate edge section that edge vortex is divided into the several portions eddy current forms by being arranged in the brake flap near hole the free edge or recess.
Hole in the brake flap or recess can be with the form settings of the through hole in the wing flap.
Scheme as an alternative, hole in the brake flap or recess can be with the form settings of the depressed part that do not penetrate wing flap.
Another favourable embodiment of the present invention is arranged so that and edge vortex is divided into the separate edge section of several portions eddy current near the convex shoulder the free edge, lug or teat form on the brake flap surface by being arranged on.
Preferably, an end of wing flap is hinged to aircraft, and the separate edge section that edge vortex is divided into the several portions eddy current is arranged on the free edge relative with the pin jointed end of wing flap.
Another favourable embodiment of the present invention is arranged so that an end of wing flap is hinged to aircraft, and the separate edge section that edge vortex is divided into the several portions eddy current is arranged on the lateral edge or two lateral edge of wing flap.
Another favourable embodiment of the present invention is arranged so that an end of wing flap is hinged to aircraft, and the separate edge section that edge vortex is divided into the several portions eddy current is arranged on the lateral edge or two lateral edge of free edge relative with the pin jointed end of wing flap and wing flap.
Favourable embodiment of the present invention is arranged so that wing flap is arranged on the wing top of aircraft.
Another favourable embodiment of the present invention is arranged so that wing flap is arranged on the fuselage of aircraft.
Preferably, wing flap can also be used for the lift-over control of aircraft.
Description of drawings
Illustrative embodiments of the present invention is described below with reference to accompanying drawings.
The accompanying drawing that illustrates comprises:
Fig. 1 is the block diagram according to the part of the aircraft braking wing flap of prior art, slows down in order to make aircraft, and this brake flap can be set to respect to the machine airflow flowing of being diversion an angle is arranged;
Fig. 2 is the block diagram of a part of the aircraft braking wing flap of the preferred illustrative embodiment according to the present invention, slows down in order to make aircraft, and this brake flap can be set to respect to the machine airflow flowing of being diversion an angle is arranged;
Fig. 3 is a) to 3e) be illustrate respectively according to prior art (Fig. 3 a)) and according to several preferred illustrative embodiments of the present invention (Fig. 3 b) to 3e)) the block diagram of a part of aircraft braking wing flap, for aircraft is slowed down, brake flap can be set to respect to the machine airflow flowing of being diversion an angle is arranged, wherein, Fig. 3 c) show illustrative embodiments shown in figure 2.
The specific embodiment
Fig. 1 shows the block diagram according to the part of the brake flap of the aircraft of prior art, slows down in order to make aircraft, and this brake flap can be set to respect to the machine airflow flowing of being diversion an angle is arranged.Wing flap 10 comprises free edge 11, its when angled the setting, separate with the aircraft exterior skin and the machine of being diversion airflow flowing in produce edge vortex.This edge vortex is important noise source, and described noise produces when being provided with in that brake flap is angled, and is a kind of public hazards at noise described in the landing approach process.
Fig. 2 shows the block diagram according to the brake flap 20 of the aircraft of exemplary embodiment of the invention, slows down in order to make aircraft, and this brake flap can be set to respect to the machine airflow flowing of being diversion an angle is arranged.Wing flap 20 comprises free edge 21, its when angled the setting, separate with the aircraft exterior skin and the machine of being diversion airflow flowing in produce edge vortex.Free edge 21 comprises the some separate edge sections 22 that edge vortex are divided into the several portions eddy current.In illustrative embodiments shown in Figure 2, separate edge section 22 comprises the serration design of free edge 21.
Fig. 3 a) shows block diagram according to the part of the brake flap 10 of the aircraft of prior art, and this brake flap is shown in Figure 1.
Fig. 3 b) to 3e) show the brake flap 20 of the aircraft of several preferred illustrative embodiments according to the present invention; 30; 40; The block diagram of a part of 50 is in these embodiments, at free edge 21; 31; 41; Comprise the some separate edge sections 22 that edge vortex are divided into the several portions eddy current on 51; 32; 42; 52.
At Fig. 3 b) shown in illustrative embodiments in, the separate edge section 32 that edge vortex is divided into the several portions eddy current comprises the Waveform Design of free edge 31.
Fig. 3 c) show illustrative embodiments shown in Figure 2 once more, wherein separate edge section 22 comprises the serration design of free edge 21.
At Fig. 3 d) shown in illustrative embodiments in, near hole or the recesses 42 the free edge 41 form the separate edge section that edge vortex is divided into the several portions eddy current in the brake flap 40 by being arranged on.Be arranged on hole in the brake flap 40 or recess 42 and can be set to through-hole form in the wing flap 40, as at Fig. 3 d) as shown in illustrative embodiments, perhaps they can be set to the form of depressions on wing flap 40 outsides, and described depressed part does not penetrate described wing flap.
At Fig. 3 e) shown in illustrative embodiments in, the separate edge section that edge vortex is divided into the several portions eddy current forms by being arranged on convex shoulder or the teats 52 gone up near the free edges 51 on brake flap 50 surfaces.
Substitute shown illustrative embodiments, being arranged on edge section on the brake flap free edge, that edge vortex is divided into the several portions eddy current can also otherwise design, wherein basic point is to produce the some independently littler edge vortex rather than the single edge vortex of the generation noise shown in Fig. 1, these independently littler edge vortex produce littler noise, and their residing positions can make noise generation weaken mutually or offset.In the application's context, term " edge section " refers to be arranged near the section in edge; They do not need the b as Fig. 3) and the situation of illustrative embodiments 3c) constitute by the edge of wing flap self, but they can also be arranged near the edge, as at Fig. 3 d) and 3e) shown in illustrative embodiments.
Usually, wing flap 20; 30; 40; An end of 50 is aboard hinged, and edge vortex is divided into the separate edge section 22 of several portions eddy current; 32; 42; 52 can be arranged on wing flap 20; 30; 40; 50 free edge 21; 31; 41; On 51, described free edge 21; 31; 41; 51 is relative with pin jointed end,, is usually located at rear side longitudinal edge place, as Fig. 2 and Fig. 3 b that is) to 3e) shown in, but as an alternative or additionally, described separate edge section 22; 32; 42; 52 can also be arranged on the lateral edge of brake flap.
Wing flap 20; 30; 40; 50 can be arranged on the top of aircraft wing, as situation common in the modern commercial aircraft; But, wing flap 20; 30; 40; 50 can also be arranged on the fuselage of aircraft.In addition, wing flap 20; 30; 40; 50 can be used in the lift-over control of aircraft.
Reference numerals list:
10; 20; 30; 40; 50 brake flaps
11; 21; 31; 41; 51 free edges
12; 22; 32; 42; 52 edge section
Claims (5)
1. the brake flap of an aircraft is slowed down in order to make aircraft, and described brake flap can be set to respect to around described aircraft airflow flowing an angle being arranged, wherein, and described wing flap (20; 30; 40; 50) comprise free edge (21; 31; 41; 51), described free edge separates with the exterior skin of described aircraft when angled the setting, and is producing edge vortex in described aircraft airflow flowing, wherein, and described free edge (21; 31; 41; 51) comprise several separate edge sections (22 that described edge vortex are divided into the several portions eddy current; 32; 42; 52), wherein said wing flap (20; 30; 40; 50) be arranged on the wing top of described aircraft and in the fuselage at least one, wherein, the separate edge section that described edge vortex is divided into the several portions eddy current forms by being arranged on free edge (41) described in the described brake flap (40) neighbouring hole or recess (42), wherein, be arranged on described hole in the described brake flap (40) or recess (42) with the form of depressions setting on described wing flap (40) outside, described depressed part does not penetrate described wing flap (40).
2. brake flap as claimed in claim 1, wherein, described wing flap (20; 30; 40; 50) a end is hinged to described aircraft, and described edge vortex is divided into the described separate edge section (22 of several portions eddy current; 32; 42; 52) be arranged on described wing flap (20; 30; 40; 50) described free edge (21; 31; 41; 51) on, described free edge (21; 31; 41; 51) relatively locate with pin jointed end.
3. brake flap as claimed in claim 1, wherein, described wing flap (20; 30; 40; 50) a end is hinged to described aircraft, and described edge vortex is divided into the described separate edge section (22 of several portions eddy current; 32; 42; 52) be arranged on described wing flap (20; 30; 40; 50) on lateral edge or two lateral edge.
4. brake flap as claimed in claim 1, wherein, described wing flap (20; 30; 40; 50) a end is hinged to described aircraft, and described edge vortex is divided into the described separate edge section (22 of several portions eddy current; 32; 42; 52) be arranged on and described wing flap (20; 30; 40; 50) the described free edge (21 that pin jointed end is relative; 31; 41; 51) and described wing flap (20; 30; 40; 50) on lateral edge or two lateral edge.
5. brake flap as claimed in claim 1, wherein, described wing flap (20; 30; 40; 50) lift-over that also is used for described aircraft is controlled.
Applications Claiming Priority (5)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE200510054248 DE102005054248A1 (en) | 2005-11-15 | 2005-11-15 | Braking flap for deceleration of aircraft against air-flow which surrounds aircraft, comprises many vortex edges, which resolve individual edge section into number of vortex part, are arranged at free edge |
| DE102005054248.4 | 2005-11-15 | ||
| US75061605P | 2005-12-14 | 2005-12-14 | |
| US60/750,616 | 2005-12-14 | ||
| PCT/EP2006/010905 WO2007057155A1 (en) | 2005-11-15 | 2006-11-14 | Brake flap for an aircraft |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101300170A CN101300170A (en) | 2008-11-05 |
| CN101300170B true CN101300170B (en) | 2010-04-14 |
Family
ID=37989289
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2006800413277A Expired - Fee Related CN101300170B (en) | 2005-11-15 | 2006-11-14 | Brake flap for an aircraft |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN101300170B (en) |
| BR (1) | BRPI0618467A2 (en) |
| DE (1) | DE102005054248A1 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2014114988A1 (en) * | 2013-01-25 | 2014-07-31 | Peter Ireland | Energy efficiency improvements for turbomachinery |
| EP3150486B1 (en) * | 2015-10-01 | 2018-03-14 | Airbus Operations GmbH | Vortex generator arrangement, flow control system and method for controlling a flow on a rudder surface |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5088665A (en) * | 1989-10-31 | 1992-02-18 | The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration | Serrated trailing edges for improving lift and drag characteristics of lifting surfaces |
| EP1527992A2 (en) * | 2003-11-03 | 2005-05-04 | Patria Finavicomp Oy | Arrangement for generating vortexes |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE642353C (en) * | 1937-03-02 | Versuchsanstalt Fuer Luftfahrt | Interrupter control for aircraft | |
| US588665A (en) * | 1897-08-24 | Robert walker smith | ||
| DE420325C (en) * | 1925-10-19 | Constantin Muskalla | Device for damping tip vortices on aircraft wings u. like | |
| GB329783A (en) * | 1929-04-17 | 1930-05-29 | Louis Henry Crook | Improvements in or relating to aerodynamic wing control |
| DE718322C (en) * | 1936-07-26 | 1942-03-09 | Forschungsanstalt Fuer Segelfl | Dive brake |
| DE723259C (en) * | 1940-07-20 | 1942-08-01 | Gerhard Fieseler | Double expansion flap |
| US2800291A (en) * | 1950-10-24 | 1957-07-23 | Stephens Arthur Veryan | Solid boundary surface for contact with a relatively moving fluid medium |
-
2005
- 2005-11-15 DE DE200510054248 patent/DE102005054248A1/en not_active Withdrawn
-
2006
- 2006-11-14 BR BRPI0618467-7A patent/BRPI0618467A2/en not_active IP Right Cessation
- 2006-11-14 CN CN2006800413277A patent/CN101300170B/en not_active Expired - Fee Related
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5088665A (en) * | 1989-10-31 | 1992-02-18 | The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration | Serrated trailing edges for improving lift and drag characteristics of lifting surfaces |
| EP1527992A2 (en) * | 2003-11-03 | 2005-05-04 | Patria Finavicomp Oy | Arrangement for generating vortexes |
Non-Patent Citations (1)
| Title |
|---|
| http://web.archive.org/web/20030605050423/http://f22fighter.com/f22comparison.jpg.2003,1. * |
Also Published As
| Publication number | Publication date |
|---|---|
| CN101300170A (en) | 2008-11-05 |
| BRPI0618467A2 (en) | 2011-08-30 |
| DE102005054248A1 (en) | 2007-05-24 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C06 | Publication | ||
| PB01 | Publication | ||
| C10 | Entry into substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C56 | Change in the name or address of the patentee |
Owner name: AIRBUS DEUTSCHLAND GMBH Free format text: FORMER NAME: AIRBUS GMBH |
|
| CP01 | Change in the name or title of a patent holder |
Address after: hamburg Patentee after: Airbus Operations GmbH Address before: hamburg Patentee before: Airbus GmbH |
|
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20100414 Termination date: 20171114 |