Method for reducing wave resistance in airplane

Abstract: A method to reduce the wave resistance of an airplane by disposing a fluid element such as an engine nacelle at a predetermined position on an upper surface of a main wing, positively superposing the air flow generated by the fluid element onto the air flow on the upper surface of the main wing, thereby establishing a gentle profile of pressure on the upper surface of the main wing, and retarding the generation of a shock wave. If the engine nacelle is disposed on the upper surface of the main wing, and the longitudinal position of the front end of the engine nacelle is set in a range of 63% to 100% from the front end of a wing chord of the main wing (see b and i in Fig. 9), a shock wave is generated on the upper surface of the main wing in the range of a transonic speed to inhibit an increase in wave resistance. Thus, the cruising speed can be increased, while avoiding an increase in amount of fuel consumed. If the front end of the engine nacelle is ahead of the position corresponding to 63% of the wing chord (see e and f in Fig. 9), a shock wave inhibiting effect is not exhibited, and the wave resistance is increased.

Description: BACKGROUND OF THE INVENTION Field of the Invention The present invention relates to a method for reducing the wave resistance in an airplane by retarding the generation of a shock wave on an upper surface of a main wing of the airplane when the airplane is cruising at a transonic speed. Description of the Related Art Even if the flying speed of the airplane is equal to or lower than the sonic speed, a shock wave is generated in a range of transonic speed locally exceeding sonic speed by the flow accelerated at a portion of an airframe (see Fig. 20). If the shock wave is generated in this manner on the upper surface of the main wing, the flow speed of the air flow is suddenly decreased from a supersonic speed to a subsonic speed across the shock wave. As a result, a boundary layer is peeled off at a location downstream of the shock wave to generate a following wake which provides a large wave resistance and hence, the main wing is brought into a so-called shock stalling state due to the sudden increase in drag and the sudden decrease in lift force. The phenomenon of a sudden increase in drag due to the generation of the shock wave is called a drag emanation, and the mach number of a main flow at that time, is called a drag emanating mach number M DD . When the flying speed of the airplane reaches the drag emanating mach number M DD , not only is the amount of fuel consumed increased due to the increase in drag, but also the balance of an airframe of the airplane is adversely influenced by the movement of the center of wind pressure. For this reason, it is necessary to retard the generation of the shock wave as much as possible to increase the drag emanating mach number M DD . To increase the drag emanating mach number M DD , the following technique is conventionally employed: (1) a wing profile is used which provides a high drag emanating mach number M DD , (2) a sweep-back angle is provided in the main wing, and the like. In an airplane including an engine nacelle for accommodating a gas turbine engine, consideration is taken in the mounting position for the engine nacelle in order to suppress the drag generated due to the aerodynamic interference of the main wing, fuselage and the like with the engine nacelle to the minimum. The reduction of interference drag is generally provided by mounting engine nacelles to laterally opposite sides of a rear portion of the fuselage having a small interference with a main wing in a business jet plane, and by mounting engine nacelles through pylons to a lower surface of the main wing along which air flows at a lower speed as compared with air flow along an upper surface of the main wing in a large-sized passenger airplane. In general, in the wing profile having a small thickness, the drag emanating mach number M DD is higher, but if the thickness is decreased, the volume of the main wing is decreased. For this reason, when a fuel tank is provided within the main wing, there is a problem that the amount of fuel carried therein is decreased, and moreover, there is a problem that a structure weight is increased, because a reduction in strength due to the decrease in thickness is compensated. Therefore, a peaky wing and a supercritical wing have been proposed as a wing profile which inhibits the generation of a shock wave, while ensuring a required thickness by improving the pressure profile on the main wing in the range of transonic speed. If the sweep-back angle of the main wing is increased, the drag emanating mach number M DD can be increased, while ensuring the wing thickness to a certain extent, but the following problems are encountered: the stalling characteristic at a lower speed is degraded; the structure weight is increased for opposing a larger flexure moment applied to the root of the main wing; and it is difficult to employ a wing of a laminar flow type having a small friction resistance. The known documents directed to the above problems include U.S. Patent Nos. 4,311,289; 4,449,680; 4,314,681; 4,171,786 and 3,727,862. U.S. Patent No. 4,311,289 describes the prevention of the generation of a shock wave by providing a channel defined by a rear edge of a main wing, a fuselage, an engine nacelle and a pylon. The ratio of the sectional area of a channel outlet to the minimum sectional area of the channel is set at 1:1.065 or less. U.S. Patent No. 4,449,680 describes the reduction in effect of interference between an engine nacelle and a main wing by providing a critical counter area (a portion of the engine nacelle) and a non-critical counter area (the other portion of the engine nacelle and a pylon portion) from a critical zone of the main wing and a critical surface region of the engine nacelle, and forming the critical counter area into a shape which is along a streamline in the vicinity of such area and forming the non-critical counter area into a shape which is not along a streamline in the vicinity of such area. U.S. Patent No. 4,314,681 proposes the reduction of the generation of a shock wave by disposing a fairing having a characteristic curve from a thickness-wise intermediate portion to a rear edge of a pylon. U.S. Patent No. 4,171,786 proposes the avoidance of an increase in drag without use of a pylon by disposing an engine nacelle supported on a fuselage through an auxiliary wing above a main wing, and defining the height position of the engine nacelle with respect to an upper surface of the main wing and the longitudinal position of the engine nacelle with respect to a front edge of the main wing. U.S. Patent No. 3,727,862 proposes the prevention of the generation of resonance between an engine and a main wing by supporting the engine nacelle on the upper surface of the main wing with an elastomer interposed therebetween. SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to ensure that the generation of a shock wave is retarded to reduce the wave resistance by disposing a fluid flow element such as an engine nacelle, at a predetermined location on an upper surface of a main wing, and positively superposing the air flow generated by the fluid element onto the air flow on the upper surface of the main wing. To achieve the above object, according to the present invention, there is provided a method for reducing the wave resistance of an airplane, which comprises disposing a fluid flow element within the air flow on an upper surface of a main wing of the airplane, thereby generating a negative pressure on the upper surface of the main wing of the airplane when cruising at a transonic speed, and superposing an air flow accelerated in the space defined between a lower surface of the fluid element and the upper surface of the main wing onto the air flow on the upper surface of the main wing, whereby the variations in the pressure gradient on the upper surface of the main wing are reduced to inhibit the generation of a shock wave. When the speed of the airplane reaches the drag emanating mach number, a shock wave is generated on the upper surface of the main wing to suddenly increase the wave resistance. If the fluid element is disposed within the main flow above the rear portion of the air flow on the upper surface of the main wing, the air flow accelerated in the narrow space defined between the lower surface of the fluid element and the upper surface of the main wing is superposed onto the air flow on the upper surface of the main wing. Therefore, the pressure gradient on the upper surface of the main wing can be made gentle or smoother to inhibit the generation of a shock wave. Thus, the generation of a wave resistance in the range of transonic speed can be retarded to increase the drag emanating mach number, thereby increasing the cruising speed, while avoiding an increase in amount of fuel consumed. According to a second aspect and feature of the present invention, the negative pressure at the time when the air flow on the upper surface of the main wing reaches sonic speed, is defined as the critical pressure coefficient; a reference point at which the profile of pressure in the direction of a wing chord on the upper surface of the main wing is changed from a state equal to or larger than the critical pressure coefficient to a state smaller than the critical pressure coefficient, is established on the wing chord; and the front end of the fluid element is disposed to the rear of a position which is in front of the reference point by 5% of a length of the wing chord. If the position of the front end of the fluid element is too far forward, the initial generation of the shock wave is inhibited, but a new shock wave is generated at a rear portion of the wing chord of the main wing. Therefore, if the front end of the fluid element is disposed to the rear of the position 5% (of the length of the wing chord) in front of the reference point at which the negative pressure on the upper surface of the main wing is smaller than the critical pressure coefficient, i.e., the reference point at which the flow speed of the air flow on the upper surface of the main wing is changed from the state equal to or higher than sonic speed to the state lower than sonic speed, a decelerated region of a main flow generated by the fluid element can be effectively superposed onto the air flow on the upper surface of the main wing to reliably inhibit the generation of the shock wave. According to a third aspect and feature of the present invention, the profile of pressure produced in the direction of the wing chord on the upper surface of the main wing by the deceleration of the air flow on the upper surface of the main wing, is a concave negative pressure profile having two negative pressure peaks at front and rear portions of the wing chord, or a convex negative pressure profile having a single negative pressure peak at a central portion of the wing chord. When the fluid element is located in a front position within a region in which the generation of a shock wave can be inhibited, the concave negative pressure profile having the two negative pressure peaks at the front and rear portions of the wing chord is produced. Thus, not only is the generation of the shock wave inhibited, but also a lift force is ensured at the front and rear negative pressure peaks, whereby the lift/drag ratio can be increased, and the amount of fuel consumed can be reduced. When the fluid element is located in a rear position within the region in which the generation of a shock wave can be inhibited, a convex negative pressure profile having the single negative pressure peak at the central portion of the wing chord is produced, and the generation of a wave resistance in the range of transonic speed is inhibited. According to a fourth aspect and feature of the present invention, the longitudinal distance between the front end of the fluid element and the front edge of the main wing is in a range of 68% to 100% of the length of the wing chord. If the longitudinal distance between the front end of the fluid element and the front edge of the main wing, is set in the range of 68% to 100% of the length of the wing chord, a shock wave inhibiting effect can be exhibited. According to a fifth aspect and feature of the present invention, the longitudinal distance between the front end of the fluid element and the front edge of the main wing is in a range of 75% to 85% of the length of the wing chord. If the longitudinal distance between the front end of the fluid element and the front edge of the main wing is set in the range of 75% to 85% of the length of the wing chord, a shock wave inhibiting effect can be further effectively exhibited. According to a sixth aspect and feature of the present invention, the vertical distance between the lower surface of the fluid element and the upper surface of the main wing is decreased with an increase in longitudinal distance between the front end of the fluid element and the front edge of the main wing. If the vertical distance between the lower surface of the fluid element and the upper surface of the main wing is decreased with the increase in longitudinal distance between the front end of the fluid element and the front edge of the main wing, a shock wave inhibiting effect can be maintained even if the longitudinal distance of the fluid element is changed. According to a seventh aspect and feature of the present invention, the fluid element is a generally cylindrical engine nacelle covering a gas turbine engine. The generally cylindrical engine nacelle covering the gas turbine engine is utilized as the fluid element to exhibit a shock wave inhibiting effect and therefore, it is unnecessary to provide a special fluid element, thereby avoiding an increase in weight. According to an eighth aspect and feature of the present invention, the vertical distance between the upper surface of the main wing and a lower surface of the engine nacelle is in the range of 30% to 100% of the outside diameter of the engine nacelle. If the vertical distance between the upper surface of the main wing and the lower surface of the engine nacelle is set in the range of 30% to 100% of the outside diameter of the engine nacelle, a shock wave inhibiting effect can be maintained even if the longitudinal distance of the fluid element is changed. According to a ninth aspect and feature of the present invention, the engine nacelle is supported through a pylon rising from the upper surface of the main wing. If the engine nacelle is mounted on the upper surface of the main wing through the pylon, a wide space for the cabin can be ensured, as compared with the case where the engine nacelle is mounted on the fuselage. Moreover, the flexure moment applied to the root of the main wing by the lift force can be alleviated by the weight of the engine, to contribute to a reduction in structure weight. According to a tenth aspect and feature of the present invention, a movable wing surface is provided on the upper surface of the main wing, so that the movable wing surface can be raised and lowered, whereby the sectional area of the flow path in a space defined between the upper surface of the main wing and the lower surface of the engine nacelle functioning as the fluid element, is decreased to increase the lift force by raising the movable wing surface during taking-off and landing of the airplane. Since the movable wing surface provided on the upper surface of the main wing is raised to decrease the sectional area of the flow path in the space defined between the upper surface of the main wing and the lower surface of the engine nacelle, the lift force of the main wing can be increased during taking-off and landing of the airplane to reduce the taking-off and landing speeds. The above and other objects, features and advantages of the invention will become apparent from the following description of the preferred embodiment taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a perspective view of a twin-engine business jet-propelled airplane to which the present invention is applied. Fig. 2 is a diagram for explaining a parameter defining the longitudinal position of an engine nacelle. Fig. 3 is a diagram for explaining a parameter defining the vertical position of the engine nacelle. Fig. 4 is a diagram for explaining a parameter defining the lateral position of the engine nacelle. Fig. 5 is a graph showing the relationship between the engine nacelle position X/C and the wave resistance. Fig. 6 is a graph showing the relationship between the engine nacelle position X/C and the drag emanating mach number M DD . Fig. 7 is a graph showing the coefficient CP of pressure on an upper surface of a main wing along a wing chord. Fig. 8 is a graph showing the relationship between the mach number M and the drag coefficient resulting from subtraction of a shape drag coefficient CD 0 from a total drag coefficient CD total as well as the drag emanating mach number M DD in each of the engine nacelle positions. Fig. 9 is a graph showing the total drag coefficient CD total in each of the engine nacelle positions and two mach numbers. Fig. 10 is a graph showing the pressure profile provided along a wing chord without the engine nacelle. Fig. 11 is a graph showing the pressure profile provided along the wing chord when the engine nacelle position X/C is equal to 80%. Fig. 12 is a graph showing the pressure profile provided along the wing chord when the engine nacelle position X/C is equal to 85%. Fig. 13 is a graph showing the pressure profile provided along the wing chord when the engine nacelle position X/C is equal to 65%. Fig. 14 shows the shape of an airframe having no engine nacelle. Fig. 15 shows the shape of an airframe having an engine nacelle disposed on an upper surface of the main wing. Fig. 16 shows the shape of an airframe having an engine nacelle disposed on a lower surface of the main wing. Fig. 17 shows the shape of an airframe having an engine nacelle disposed at a rear portion of a fuselage. Fig. 18 is a view of a lift force increasing device during flying of the airplane at a lower speed. Fig. 19 is a view taken in a direction of an arrow 19 in Fig. 18. Fig. 20 is a diagram for explaining a shock wave and a wave resistance. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT The present invention will now be described by way of an embodiment with reference to the accompanying drawings. As shown in Fig. 1, an airplane in this embodiment is a business jet-propelled airplane having two gas turbine engines, and including a fuselage F, left and right main wings W, W mounted on a lower surface of a central portion of the fuselage F, a vertical tail wing V mounted on a rear portion of the fuselage F, and a horizontal tail wing H mounted at an upper end of the vertical tail wing V. Generally cylindrical engine nacelles N, N covering the two gas turbine engines are respectively supported at upper ends of a pair of pylons P, P above the upper surfaces of the left and right main wings W, W. The present invention is intended to inhibit the generation a shock wave on the upper surface of the main wing W by positively utilizing the interference of air flow on the upper surface of the main wing W with air flow in the vicinity of the engine nacelle N. Therefore, the position of engine nacelle N mounted relative to an airframe, is an important factor. As shown in Fig. 2, the longitudinal mounting position of the engine nacelle N is based on a front edge of a main-wing chord below the engine nacelle N, and is defined as X/C (%) by a longitudinal distance X from the front edge of the wing chord to a front end (lip) of the engine nacelle N, and a length C of the wing chord. Therefore, when the front end of the engine nacelle N is located above the front edge of the main wing W, X/C is equal to 0%. When the front end of the engine nacelle N is located above a rear edge of the main wing W, X/C is equal to 100%. As shown in Fig. 3, the vertical mounting position of the engine nacelle N is based on the uppermost surface of the main wing W below the engine nacelle N, and is defined as Z/D (%) by a vertical distance Z from the uppermost surface of the main wing W to the lowermost surface of the engine nacelle N, and the largest diameter D of the engine nacelle N. The vertical distance Z corresponds to a vertical spacing between the uppermost surface of the main wing W and the lowermost surface of the engine nacelle N in Fig. 3 which is a front view of the airframe. As shown in Fig. 4, the lateral mounting position of the engine nacelle N is based on a laterally outer end of the fuselage F, and is defined as Y/Dw (%) by a lateral distance Y from the laterally outer end of the fuselage F to a laterally inner end of the engine nacelle N, and the largest width Dw of the engine nacelle N. Among the parameter X/C defining the longitudinal position of the engine nacelle N, the parameter Z/D defining the vertical position of the engine nacelle N and the parameter Y/Dw defining the lateral position of the engine nacelle N, the parameter most dominant for inhibiting the generation of a shock wave is X/C. The parameter Z/D defining the vertical position of the engine nacelle N has a smaller degree of influence, as compared with such parameter X/C, and the parameter Y/Dw defining the lateral position of the engine nacelle N has a still smaller degree of influence. With the forgoing in view, in the present embodiment, the parameter X/C defining the longitudinal position of the engine nacelle N was selected as a main parameter; and a wind tunnel test and analysis was carried out with the parameter Z/D set as a fixed value (Z/D = 0.5) and the parameter Y/Dw set as a fixed value (Y/Dw = 0.73). Here, Z/D = 0.5 is the vertical position of the engine nacelle N, in which a shock wave inhibiting effect is obtained effectively, and Y/Dw = 0.73 is the lateral position of the engine nacelle N, in which the influence of the interference of coupled portions of the fuselage F and the main wing W can be avoided effectively. Fig. 5 is a graph showing the relationship between the engine nacelle position X/C and the wave resistance, wherein the mach number of a main flow is set at M = 0.78 corresponding to the mach number in which a shock wave is generated on the upper surface of the main wing W, and the lift coefficient is set at CL = 0.40 corresponding to the cruising speed of the airplane. If the engine nacelle position X/C is disposed to the rear of the 68% position on the wing chord, the wave resistance is decreased to the extent of 40% of the maximum value from a wave resistance provided without provision of the engine nacelle. If the engine nacelle position X/C is disposed in front of the 68% position on the wing chord, the wave resistance is suddenly increased from the wave resistance provided without provision of the engine nacelle. Fig. 6 is a graph showing the relationship between the engine nacelle position X/C and the drag emanating mach number M DD , wherein the lift coefficient CL is equal to 0.40. If the engine nacelle position X/C is disposed to the rear of the 68% position on the wing chord, the drag emanating mach number M DD is increased from a drag emanating mach number M DD = 0.758 provided without provision of the engine nacelle, and reaches a maximum value M DD = 0.775 in an optimal position, i.e., the engine nacelle position X/C = 80%. On the other hand, if the engine nacelle position X/C is disposed in front of the 68% position on the wing chord, the drag emanating mach number M DD is suddenly decreased from the drag emanating mach number M DD = 0.758 provided without provision of the engine nacelle. Fig. 7 is a graph showing the coefficient CP of pressure on the upper surface of the main wing corresponding to the wing chord extending along a line a-a in Fig.4, wherein the solid line corresponds to the case where the engine nacelle is not provided; the dashed line corresponds to the case where the engine nacelle position X/C is equal to 75%; and the two-dot dashed line corresponds to the case where the engine nacelle position X/C is equal to 50%. In all of the cases, the mach number M of the main flow is equal to 0.78, and the lift coefficient CL is equal to 0.40. When the engine nacelle is not provided, a shock wave is generated due to an intensive pressure gradient near the 60% position on the wing chord, but when the engine nacelle position X/C is 75%, the negative pressure near the 60% position on the wing chord is dropped, whereby the intensive pressure gradient is moderated to inhibit the generation of the shock wave. Namely, in the case of the engine nacelle position X/C equal to 75%, the pressure profile is a concave profile having two negative pressure peaks near the 15% position and near the 85% position on the wing chord. Particularly, the pressure coefficient is remarkably dropped near the 60% position on the chord, in which there is the negative pressure peak when the engine nacelle is not provided. Thus, the generation of the shock wave and the increase in wave resistance are prevented. In the case of the engine nacelle position X/C equal to 50%, the pressure coefficient near the 40% position on the wing chord is remarkably dropped, and the pressure profile is a concave profile having two negative pressure peaks near the 10% position and near the 80% position on the wing chord. However, a shock wave is generated near the 80% position on the wing chord due to the presence of the negative pressure peak and the intensive pressure gradient succeeding thereto. In the above way, if the engine nacelle position X/C is established to the rear of the 68% position on the wing chord, the drag emanating mach number M DD is increased, as compared with the case where the engine nacelle is not provided, whereby it is difficult for the shock wave to be generated. However, if the engine nacelle position X/C is established in front of the 68% position on the wing chord, the shock wave is generated, causing the drag emanating mach number M DD to be decreased. Fig. 8 is a graph showing the relationship between the mach number M, the drag coefficient resulting from subtraction of the shape drag coefficient CD 0 from the total drag coefficient CD total , and the drag emanating mach number M DD in each of the engine nacelle positions. In all of the cases, the lift coefficient CL is equal to 0.40. A line a corresponds to a reference case where the engine nacelle is not provided (see Fig. 14); lines b , d and e correspond to cases where the engine nacelle is disposed on the upper surface of the main wing (see Fig. 15); lines f and g correspond to cases where the engine nacelle is disposed on the lower surface of the main wing (see Fig. 16); lines h and i correspond to cases where the engine nacelle is disposed at the rear portion of the fuselage (see Fig. 17). ▴ plotted on each of the lines indicates the drag emanating mach number M DD for every engine nacelle position. When the engine nacelle is disposed on the upper surface of the main wing, the case of the engine nacelle position X/C equal to 75% (line b ) is excellent, and in the entire range of mach number, the drag coefficient (CD total - CD 0 ) is lower than the line a (when the engine nacelle is not provided). In the case of the engine nacelle position X/C equal to 50% (the line d), the drag coefficient (CD total - CD 0 ) is highest, and it is presumed that an intensive shock wave has been generated. In the case of the engine nacelle position X/C equal to -120% (the line e ), the drag coefficient (CD total - CD 0 ) is lower than that in the case of engine nacelle position X/C equal to 50%, and the effect of inhibiting the generation of the shock wave is observed for the present. When the engine nacelle is disposed on the lower surface of the main wing, the effect of inhibiting the generation of the shock wave is not observed in the case of the engine nacelle position X/C equal to -120% (the line f ) nor in the case of the engine nacelle position X/C equal to 80% (the line g ). However, in the case indicated by the line f where the engine nacelle is disposed at a front lower portion of the main wing (this disposition is widely employed in a large-sized passenger airplane), it is observed that the drag coefficient (CD total - CD 0 ) is slightly lower than that in the case indicated by the line g where the engine nacelle is disposed at the rear lower portion of the main wing. When the engine nacelle is disposed at the rear portion of the fuselage, the case of the engine nacelle position X/C equal to 75% (the line h ) exhibits an excellent characteristic equivalent to that in the case where the engine nacelle is disposed in the position X/C = 75% on the upper surface of the main wing (the line b ). This indicates that if the engine nacelle position X/C is equal to 75%, the equivalent shock wave inhibiting effect is obtained even if the engine nacelle is mounted on the main wing and on the fuselage. In the general disposition (X/C > 100%) of the engine nacelle at the rear portion of the fuselage indicated by the line i, the effect of inhibiting the generation of the shock wave is remarkably decreased. Fig. 9 is a graph showing the total drag coefficient CD total in each of the engine nacelle positions with respect to two types of mach numbers (M = 0.75 and M = 0.78). In all of the cases, the lift coefficient CL is equal to 0.40. Data in Fig. 9 corresponds to that in Fig. 8, and b , d , e , f , g , and i in Fig. 9 are the same as b , d , e , f , g , and i in Fig. 8. It is confirmed even from Fig. 9 that the total drag coefficient CD total is smallest in the case where the engine nacelle is disposed in the position X/C = 75% on the upper surface of the main wing (see b ). By disposing the engine nacelle in an optimal position on the upper surface of the main wing, as described above, the drag emanating mach number M DD , in which the shock wave is generated on the upper surface of the main wing to suddenly increase the wave resistance, can be varied in an increasing direction, thereby increasing the cruising speed, while suppressing the amount of fuel consumed to a lower level. In this embodiment, when the engine nacelle position is in a range lying in rear of X/C = 63%, the shock wave inhibiting effect is obtained, and the optimal position is near X/C = 80%. The preferable range of the engine nacelle position is X/C = 68% to 100%, and the particularly preferable range is X/C = 75% to 85%. Appropriate values of the vertical portion. Z/D and the lateral position Y/Dw of the engine nacelle and the effect thereof will be considered below. The optimal vertical position with respect to the longitudinal position X/C = 75% of the engine nacelle, is Z/D = 50%. However, if the vertical position Z/D is too small, a flow speed between the lower surface of the engine nacelle and the upper surface of the main wing is higher, and a shock wave is generated as in the case where the engine nacelle is disposed in the longitudinal position X/C = 0.5, and as a result, the wave resistance is increased. On the other hand, if the vertical position Z/D is too large, the influence exerted to an air flow along the upper surface of the main wing by the engine nacelle is reduced and hence, the effect is close to that in the case where the engine nacelle is not provided. In addition, from the viewpoint of an aspect of steering stability, the following disadvantage arises: the position of a thrust line is higher, and thus, the head-lowering moment is increased. When the longitudinal position X/C of the engine nacelle is to be longitudinally moved in a range effective for inhibiting the shock wave, it is required that the vertical position Z/D be moved more upward, as the longitudinal position X/C is moved more forward, and the vertical position Z/D be moved more downward, as the longitudinal position X/C is moved more rearward. The range of the vertical position Z/D of the engine nacelle effective for inhibiting the shock wave is in the order of 0.3 to 1.0. The optimal lateral position Y/Dw of the engine nacelle with respect to the longitudinal position X/C = 75% of the engine nacelle, is equal to 0.73. The range in which the engine nacelle exhibits the shock wave inhibiting effect has an effect of some degree on the side of the fuselage and on the side of the wing end about a pylon. The coupled portions of the fuselage and the main wing are originally largely interfering portions and hence, a fairing measure or a measure to improve the wing profile of the wing root is generally taken, but the interference of the coupled portions of the fuselage and the main wing can be alleviated even with this disposition of the engine nacelle. If the lateral position Y/Dw of the engine nacelle is established too near the wing end, the shock wave inhibiting effect at the wing end is increased, and on the other hand, it is impossible to contribute to the alleviation of the interference of the coupled portions of the fuselage and the main wing. Conversely, if the lateral position Y/Dw of the engine nacelle is established-too near the fuselage, the shock wave inhibiting effect at the wing end may be decreased, and also the interference resistance of the coupled portions of the fuselage and the main wing may be increased in some cases. Therefore, the above-described lateral position Y/Dw = 0.73 is an optimal lateral position for the engine nacelle. Fig. 10 shows a pressure profile along the wing chord when the engine nacelle is not provided; the mach number M is equal to 0.75; and the lift coefficient CL is equal to 0.40, wherein a shock wave is observed at near X/C = 70%. The critical pressure coefficient CP* shown by a one-dot dashed line is a pressure coefficient CP at the time when the flow speed on the upper surface of the main wing becomes sonic speed (M = 1), and it can be seen that the flow speed exceeds the sonic speed in a range of X/C = 12% to 68% on the upper surface of the main wing. The line (solid line) of the pressure coefficient CP on the upper surface of the main wing crosses the line (one-dot dashed line) of the critical pressure coefficient CP* from a higher side to a lower side (from above to below in Fig. 10), and the intersection is determined as a reference point R (in this case, X/C = 68%). As already described with reference to Fig. 6, the position of X/C = 68% is a position in which the drag emanating mach number M DD can be increased when the front end of the engine nacelle is disposed to the rear of such position. Therefore, to determine the appropriate longitudinal position for the engine nacelle, the profile of pressure on the upper surface of the main wing is first determined in a state in which the engine nacelle is not provided, and then, the reference point R which is the intersection of the line of the pressure profile and the line of the critical pressure coefficient CP* is determined. The front end (lip) of the engine nacelle is disposed to the rear of the reference point R. Thus, it is possible to increase the drag emanating mach number M DD . The position (X/C = 68%) of the reference point R is not a universal threshold value for increasing the drag emanating mach number M DD , and in general, if the front end of the engine nacelle is disposed to the rear of the position of X/C = 63% laying 5% ahead of the reference point R, the drag emanating mach number M DD can be increased. However, when the front end of the engine nacelle is disposed to the rear of the reference point R (X/C = 68%), the drag emanating mach number M DD can be reliably increased to provide a further large effect. If the front end of the engine nacelle is too far to the rear of the reference point R, a decelerated region of a main flow generated by the engine nacelle cannot be superposed on the air flow on the upper surface of the main wing, and the effect of inhibiting the generation of the shock wave is decreased. When the diameter of the lip front edge of the engine nacelle is represented by D LIP , if the position lying to the rear by the diameter D LIP of the lip front edge from the reference point R, is established and the front end of the engine nacelle is disposed in front of such position, the drag emanating mach number M DD can be increased to inhibit the generation of the shock wave. In the embodiment, the diameter D LIP of the lip front edge is 27% of the length C of the wing chord and therefore, the front end of the engine nacelle may be disposed in front of the position of X/C = 95%. Fig. 11 shows a pressure profile when the front end of the engine nacelle is disposed in a position of X/C = 80% on the upper surface of the main wing in a state in which the mach number M is equal to 0.75; the lift coefficient CL is equal to 0.40; and the position X/C of the reference point R is equal to 68%. As is apparent by comparison with the pressure profile (see Fig. 10) provided without provision of the engine nacelle under the same conditions, it can be seen that the negative pressure peak is remarkably dropped, whereby the negative pressure profile is a concave profile having new negative pressure peaks on the front and rear sides. As a result, the pressure gradient is gentle or smooth, as compared with that in Fig. 10, whereby the generation of the shock wave is inhibited. It can be seen that the pressure profile shown by the dashed line in Fig. 7 (in the case where the engine nacelle position X/C = 75%) is also a concave profile having new negative pressure peaks on the front and rear sides as in that shown in Fig. 11, and as a result, the pressure gradient is gentle or smooth, whereby the generation of the shock wave is inhibited. In the concave profile, the negative pressure rises in the vicinity of the front and rear negative pressure peaks and hence, a dropping of the negative pressure at the central portion can be compensated to avoid the reduction in overall lift force. Fig. 12 shows a pressure profile when the front end of the engine nacelle is disposed in the position of X/C = 85% on the upper surface of the main wing in a state in which the mach number M is equal to 0.75; the lift coefficient CL is equal to 0.40; and the position X/C of the reference point R is equal to 68%. As is apparent by comparison with Fig. 11, the front negative peak is higher and the rear negative pressure peak has disappeared due to the 5% backward-displacement of the position of the engine nacelle, thereby providing an entirely convex profile having a negative pressure peak at a central portion. As a result, a region having a relatively large pressure gradient is produced near a point corresponding to 60% of the wing chord, but the pressure gradient is smaller as compared with the pressure gradient (see Fig. 10) provided when the engine nacelle is not provided, and the effect of inhibiting the generation of the shock wave is observed for the present. Fig. 13 shows a pressure profile when the front end of the engine nacelle is disposed in the position of X/C = 65% on the upper surface of the main wing in a state in which the mach number M is equal to 0.75; the lift coefficient CL is equal to 0.40; and the position X/C of the reference point R is equal to 68%. As is apparent by comparison with Fig. 11, it can be seen that a rear intensive negative pressure peak is produced in place of the disappearance of the front negative pressure peak due to the 15% forward-displacement of the engine nacelle position, and the shock wave is generated thereat to decrease the drag emanating mach number M DD . The reason why the generation of the shock wave can be inhibited according to the present invention is considered as described below. If the engine nacelle is disposed on the upper surface of the main wing, a venturi is formed between the upper surface of the main wing and the lower surface of the engine nacelle, and the flow speed of the air flow in such area is increased. When a shock wave is generated on the upper surface of the main wing, the flow speed is suddenly decreased to the rear of the shock wave. However, by superposing an increment of the flow speed by the venturi on such decrement, the entire pressure gradient (speed profile) on the upper surface of the main wing can be smoothed, and the generation of the shock wave and the increase in wave resistance can be inhibited or moderated to increase the drag emanating mach number M DD . Thus, according to the present invention, the wave resistance can be decreased without decreasing the thickness of the main wing and without increasing the sweep-back angle of the main wing. Therefore, the cruising speed of the airplane can be increased without bringing about the deterioration of the stalling characteristic during flying of the airplane at a lower speed and an increase in structure weight and without increasing the amount of fuel consumed. Moreover, a laminar flow wing profile of a lower resistance can be employed by decreasing the sweep-forward angle of the main wing and hence, the fuel retrenching effect during cruising of the airplane can be further enhanced. The supporting of the engine on the main wing provides an advantage which will be described below, as compared with the case where the engine is supported on the fuselage. More specifically, it is unnecessary to provide a structure for supporting the engine on the fuselage and hence, a wide space for a cabin can be ensured. Further, the weight of the structure can be reduced by supporting the engine on the main wing which originally has a higher rigidity, and the flexure moment applied to the root of the main wing by the lift force provided during flying of the airplane can be reduced with the weight of the engine, whereby the weight of the structure can be reduced. The reduction in wave resistance during cruising of the airplane has been described above, but an increase in lift force during taking-off and landing of the airplane can be provided by utilizing the venturi formed between the upper surface of the main wing and the lower surface of the engine nacelle. As shown in Figs. 18 and 19, movable wing surfaces W 1 , W 1 are pivotally supported at their front edges on the upper surface of the main wing W adjacent laterally opposite sides of the pylon P. An electronic control unit U controls the operation of an actuator A on the basis of the pressure profile on the upper surface of the main wing W to swing the movable wing surfaces W 1 , W 1 between a position along the upper surface of the main wing W and a position in which their rear edges are spaced upwards apart from the main wing W. During cruising of the airplane, the movable wing surfaces W 1 , W 1 are accommodated in the position along the upper surface of the main wing W, and during taking-off and landing of the airplane, the movable wing surfaces W 1 , W 1 are raised on the upper surface of the main wing W to reduce a sectional area of a flow path in the venturi formed between the upper surface of the main wing W and the lower surface of the engine nacelle N. As a result, the flow speed on the upper surface of the main wing W is increased to increase the maximum lift coefficient and hence, the taking-off and landing speeds can be reduced. The fluid flow element is not limited to the engine nacelle N illustrated in the embodiment, and may be any element which can form a venturi between the fluid element and the upper surface of the main wing W. In addition, the pylon P may be mounted on a side of the fuselage F in place of being mounted on the upper surface of the main wing W. Although the embodiment of the present invention has been described in detail, it will be understood that the present invention is not limited to the above-described embodiment, and various modifications in design may be made without departing from the scope of the invention defined in claims.

Claims: A method for reducing the wave resistance of an airplane, comprising disposing a fluid flow element within the main flow of air at a position above the air flow on an upper surface of a main wing of the airplane, thereby generating a negative pressure on the upper surface of the main wing of the airplane cruising at a transonic speed, and superposing an air flow accelerated in the space defined between a lower surface of the fluid flow element and the upper surface of the main wing onto the air flow on the upper surface of the main wing, whereby the variations in the pressure gradient on the upper surface of the main wing are reduced to inhibit the generation of a shock wave. A method for reducing the wave resistance of an airplane according to Claim 1, wherein the negative pressure when the air flow on the upper surface of the main wing becomes sonic speed, is defined as the critical pressure coefficient; the method including establishing on the wing chord a reference point at which the profile of pressure on the upper surface of the main wing is changed from a state equal to or larger than the critical pressure coefficient to a state smaller than the critical pressure coefficient; and disposing a front end of the fluid flow element to the rear of a position which is in front of the reference point by 5% of the length of the wing chord. A method for reducing the wave resistance of an airplane according to Claim 1, wherein the profile of pressure produced in a direction of the wing chord on the upper surface of the main wing by the deceleration of the air flow on the upper surface of the main wing, is a concave negative pressure profile having two negative pressure peaks at the front and rear portions of the wing chord. A method for reducing the wave resistance of an airplane according to Claim 1, wherein the profile of pressure produced in a direction of the wing chord on the upper surface of the main wing by the deceleration of the air flow on the upper surface of the main wing, is a convex negative pressure profile having a single negative pressure peak at a central portion of the wing chord. A method for reducing the wave resistance of an airplane according to Claim 1, wherein the longitudinal distance between the front end of the fluid flow element and the front edge of the main wing is in a range of 68% to 100% of the length of the wing chord. A method for reducing the wave resistance of an airplane according to Claim 1, wherein the longitudinal distance between the front end of said fluid flow element and the front edge of the main wing is in a range of 75% to 85% of the length of the wing chord. A method for reducing the wave resistance of an airplane according to Claim 1, wherein the vertical distance between the lower surface of the fluid flow element and the upper surface of the main wing is decreased with an increase in longitudinal distance between the front end of the fluid flow element and the front edge of the main wing. A method for reducing the wave resistance of an airplane according to Claim 1, wherein the fluid flow element is a substantially cylindrical engine nacelle covering a gas turbine engine. A method for reducing the wave resistance of an airplane according to Claim 8, wherein the vertical distance between the upper surface of the main wing and a lower surface of the engine nacelle is in the range of 30% to 100% of the outside diameter of the engine nacelle. A method for reducing the wave resistance of an airplane according to Claim 8, wherein the engine nacelle is supported by a pylon extending upward from the upper surface of the main wing. A method for reducing the wave resistance of an airplane according to Claim 1, wherein a movable wing surface is provided on the upper surface of the main wing, such that said movable wing surface can be raised and lowered, whereby the sectional area of the flow path in the space defined between the upper surface of the main wing and the lower surface of the fluid element is decreased to increase the lift force, by raising the movable wing surface during taking-off and landing of the airplane.

Inventors: KATAHIRA KIYOSHI, KUMATA HIROTAKA, NISHIKAWA TOSHIHIRO, WAKITA SHUICHI, KATAHIRA, KIYOSHI, KUMATA, HIROTAKA, NISHIKAWA, TOSHIHIRO, WAKITA, SHUICHI, Katahira, Kiyoshi, c/o Honda Gijutsu Kenkyusho, Kumata, Hirotaka, c/o Honda Gijutsu Kenkyusho, Nishikawa, Toshihiro c/o Honda Gijutsu Kenkyusho, Wakita, Shuichi, c/o Honda Gijutsu Kenkyusho
Applicants: HONDA MOTOR CO LTD, HONDA GIKEN KOGYO KABUSHIKI KAISHA
Application year: 1999
Main classification: B64D27
IPC codes: B64D29, B64C23, B64D27