Source: http://russianpatents.com/patent/202/2026240.html
Timestamp: 2018-04-26 23:08:34
Document Index: 92430175

Matched Legal Cases: ['art 2', 'arts 2', 'art 2', 'art 2', 'arts 2', 'arts 2', 'arts 2', 'arts 2', 'arts 2', 'art 1', 'arts 2', 'arts 2', 'arts 3', 'arts 2', 'arts 2', 'art 2', 'art 2']

The method of regulating the distribution of aerodynamic loads on the wing of the aircraft and the wing of the aircraft (options)
The invention relates to aeronautical engineering. The purpose of the invention is the improvement of performance of LA by increasing the relative mass of the payload by reducing loads on the modes that define the characteristics of strength and fatigue durability. Rotary movable end of the wing at all stages of flight mode fluoroware under an initial load corresponding to the coefficient overload , the value of which as it approaches the cruising mode is reduced to values equal to 1. The method can be carried out by execution of the wing, in which each rotatable end part 2 is connected with the console 1 using elastic elements adjustable stiffness, located in mutually perpendicular planes. In addition, there are two options for performing the wing. 2 S. and 2 C.p. f-crystals, 11 ill.
The invention relates to aircraft (LA) heavier than air, and in particular to methods of adjusting the position or size of the wing when changing aerodynamic loads acting on the wing of the AIRCRAFT, and wing designs.
The number of known ways to regulate the aerodynamic distribution h is so
A known method of regulating the distribution of aerodynamic loads on the wing of an aircraft in which the deviation limit turning parts angle of attack, and at takeoff rotary part set mode fluoroware and exit at cruising flight mode and fix as running out of fuel change the angle of attack of the swivel end parts toHTkrwhereHT- the angle of attack of the swivel end wing;
kr- the angle of attack of a fixed part of the wing [1].
Famous wing AIRCRAFT, comprising a fixed console and rotatable end part, which is fixed on the consoles with the possibility of deviation angle of attack, and the axis of rotation of each rotary end parts is ahead of the aerodynamic center, with swivel end portion can deflect about an axis parallel to the longitudinal axis LA [2].
A disadvantage of the known methods and the wing is that they have low resource characteristics in terms of fatigue resistance due to large amplitude cyclic loads from atmospheric turbulence on the specified flight conditions.
The aim of the invention is to increase the flight-technical the new parts in the mode fluoroware and their deviation, swivel end of the wing installed on all phases of flight mode fluoroware under an initial load corresponding to the coefficient overload InI>1, the value of which as it approaches the cruising mode is reduced to values equal to 1.
The goal is possible with the help of the wing, comprising a fixed console and rotatable end part, which is fixed on the consoles with the possibility of deviation angle of attack, and the axis of rotation of the rotary end portion is located ahead of the aerodynamic center and perpendicular to the longitudinal axis LA, each rotatable end part is additionally connected with a fixed console using elastic element adjustable stiffness, such as a spring with adjustable tension.
Aim can also be achieved with the help of the wing, comprising a fixed console and rotatable end part, which is fixed on the consoles can be rotated about an axis parallel to the longitudinal axis LA, with each rotary end portion of the wing is additionally connected to the console via the elastic element adjustable stiffness. In addition, the goal can be achieved by using a wing containing nepodvijnaya axes, one parallel and the other perpendicular to the longitudinal axis of the aircraft, each rotatable end part connected with the console using elastic elements arranged in mutually perpendicular planes.
In all variants of the movable rotary end portion of the wing is connected to the fixed via the elastic element adjustable stiffness.
In Fig.1 presents LA in plan with swivel end parts, a General view of Fig.2 - node I in Fig.1; Fig.3 - section a-a in Fig.2; Fig.4 - node II in Fig.3; Fig.5 - section b-B in Fig.4; Fig.6 is an illustration of the distribution of the lift coefficient along the span of the wing depending on the steps of the method of Fig.7 - plot of bending moments along the span of the wing depending on the steps of the method of Fig.8 - LA in plan with swivel end parts, the axis of rotation which is parallel to the longitudinal axis LA of Fig. 9 site III in Fig.8; Fig.10 - LA in plan with swivel end parts, one of the axes of rotation of each of which is parallel and the other perpendicular to the longitudinal axis LA of Fig.11 site IV in Fig.10.
The method can be carried out using one of the possible structures of the wing containing terminal n is tive rotatable relative to the axis 3, perpendicular to the plane of symmetry of the aircraft and located ahead of the aerodynamic center (Fig.3).
Turn the end parts 2 is carried out using one of the actuators 4 and 5, and the initial loading of creating a simultaneous inclusion of these actuators 4 and 5. To ensure fluoroware under an initial load between power actuators 4 and 5 and the brackets on the axis 3 of rotation of the set of elastic elements adjustable stiffness, such as springs 6 and 7. With 3 axes associated dampers oscillations 8. To power the actuators 4 and 5 locks 9, the damper 8 vibrations - lock 10, the switching-off of the work, respectively, the actuators 4 and 5 and the damper 8.
On takeoff and climb (climb to cruising flight mode) using the actuator 4, the movable end part 2 is adjusted by rotation about the axis 3 angle of attackHT<n of 1.5. Further, the inclusion of castles 9 installed on the power the actuators 4 and 5, switch off the last of the work. The control system drives 4 and 5 are arranged so that their inclusion in the work cannot happen without turning off locks 9 and Vice versa. When turning the end of part 2 of the wing under DAA some angle of attack position.
Create integral parts 2 negative (or reduced compared to their normal position), the lifting force causes the unloading of the Central part of the wing I (see Fig.6, 7), and the bending moment on the wing, which determines the strength characteristics of the wing will be lower, which allows to increase the takeoff weight of the aircraft without exceeding the permissible level of Flexural stresses in the elements of the wing, i.e., to increase the payload mass. In addition, the effective wing span in this case is determined by the full wingspan taking into account the end parts 2 and aerodynamic loading (positive lifting force) have only fixed console 1, i.e., implemented with a high level of aerodynamic quality. The initial tension of the springs 6 and 7 provides fluoroware the end parts 2 under initial load.
When exposed to the wing LA vertical impulse, for example upward, the magnitude of the lifting force acting on each of the swivel end parts 2, increases that will lead to their rotation about the axis 3 in the direction of decreasing the angle of attack, because the axis of rotation 3 is ahead of the aerodynamic center. In the result of Tamagotchi, transmitted from each of the swivel end parts 2 on a stationary Central part 1, will remain virtually unchanged despite the impact impulse. Turn the end parts 2, caused by the impulse leads to the redistribution of loads in springs 6 and 7, and the rotation occurs before a new equilibrium between aerodynamic loads and moments efforts in springs 6 and 7 relative to the axis 3. After termination of the fit of the equilibrium is broken and the spring 6 and 7 return end part of the wing 2 in the initial state. The presence of dampers 8, connected with a swivel end parts 2, provides the required damping rate of the oscillations, which is a preliminary setting of the dampers 8. When exposed to the wing 1 of an impulse of opposite sign pattern was repeated deviation of the end parts 3 in the opposite direction.
As a result of such deviations of the end parts 2 from the effects of gusts on the fixed portion of the wing 1 on the rotary end parts of the 2 is almost constant load. In the end, the amplitude of the stress (and hence stresses) in the wing is reduced, which increases fatigue life design is, end of the wing 2 are mounted on angle of attackHT=krand at the same time reduce with the help of actuators 4 and 5, the initial tension of the springs 6 and 7 to values corresponding to the overload of 1.05 n of 1.1. Turn the end parts 2 on the angle of attack HT=krleads to the fact that the bearing surface of the wing and effective lengthening of increase, which leads to an increase in the duration of the flight. The value of the Flexural stresses in the wing will also be within the permissible level. Reducing the initial tension of the springs 6 and 7 causes the rotatable end part 2 "respond" to vertical gusts of lesser intensity, i.e. it gives a "parry" integral parts of the wing 2 of the atmospheric turbulence, which causes fluctuations in loads of small amplitude. As running out of fuel by incorporating actuators 5 end of part 2 turn on the angle of attackHT>krthat allows greater use of load-bearing properties of the wing, as does the maximum glide. On the descent and landing upon reaching heights N<15 km to the end of the wing 2 by means of a power actuator 4 and 5 turn on the angle of attack toHT< what about the aircraft, comprising a fixed console and rotatable end part, which is fixed on the consoles with the possibility of deviation angle of attack, and the axis of rotation of each rotary end parts is ahead of the aerodynamic center, wherein each rotatable end part is additionally connected with a fixed console using elastic element adjustable stiffness, such as a spring with adjustable tension.
3. Wing aircraft, comprising a fixed console and rotatable end part, which is fixed on the consoles can be rotated about an axis parallel to the longitudinal axis of the aircraft, characterized in that each rotary end portion is additionally connected to the console via the elastic element adjustable stiffness.
4. Wing aircraft, comprising a fixed console and swivel end parts, each of which is associated with consoles that can be rotated relative to the axes, one parallel and the other perpendicular to the longitudinal axis of the aircraft, characterized in that each rotary end part connected with the console using elastic elements reg
Device for controlling an aerodynamic surface of an aircraft // 2022878
The invention relates to aviation and can be used to control the aerodynamic surfaces of the aircraft at the respective corners
The ekranoplan // 2005661
The invention relates to aircraft on a dynamic air cushion, in particular for vehicles, made by aircraft scheme
Method of change of aerodynamic characteristics of aircraft wing // 2250859
FIELD: aeronautical engineering; enhancing efficiency of any aircraft.
SUBSTANCE: proposed method consists in manufacture of sectional wing consisting of smaller and larger members of close profile. Single profile is formed in retracted position of both members; at extended position, smaller member is kept at equidistant separation from larger member for increase of thickness of sectional wing. Novelty of invention consists in equidistant separation of smaller member from larger one. Ratio of larger and smaller profiles of sectional wing is equal to 1:0.3. At landing of flying vehicle, smaller member of sectional wing may be placed in extended position; both members form single profile of sectional wing at flight configuration of aircraft.
EFFECT: enhanced efficiency; extended field of control of aerodynamic characteristics of wing; simplification of control systems.