IPC분류정보
국가/구분 |
United States(US) Patent
등록
|
국제특허분류(IPC7판) |
|
출원번호 |
US-0751514
(2010-03-31)
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등록번호 |
US-8864083
(2014-10-21)
|
발명자
/ 주소 |
- Shmilovich, Arvin
- Yadlin, Yoram
|
출원인 / 주소 |
|
대리인 / 주소 |
|
인용정보 |
피인용 횟수 :
0 인용 특허 :
11 |
초록
▼
Concepts and technologies described herein provide for a low noise aircraft wing slat system. According to one aspect of the disclosure, a wing slat is used in conjunction with upper and lower bridging elements to minimize airframe noise associated with a high lift system during takeoff and landing
Concepts and technologies described herein provide for a low noise aircraft wing slat system. According to one aspect of the disclosure, a wing slat is used in conjunction with upper and lower bridging elements to minimize airframe noise associated with a high lift system during takeoff and landing flight operations. An upper bridging element deploys from a slat or an aircraft wing during deployment of the slat for takeoff operations and creates a continuous aerodynamic surface between the slat and an upper surface of the wing leading edge to improve the airflow and reduce drag. A lower bridging element deploys from the wing during cruise flight to bridge a gap between a lower surface of a stowed leading edge slat and a lower surface of the wing. During landing operations, both upper and lower bridging elements remain stowed to optimize ambient airflow for noise abatement and lift creation.
대표청구항
▼
1. A method for reducing aircraft noise associated with a high-lift system, comprising: deploying a slat from a fixed leading edge of an aircraft wing to a takeoff position; and separately deploying an independent upper bridging element by sliding the independent upper bridging element from a stowed
1. A method for reducing aircraft noise associated with a high-lift system, comprising: deploying a slat from a fixed leading edge of an aircraft wing to a takeoff position; and separately deploying an independent upper bridging element by sliding the independent upper bridging element from a stowed position to a deployed position that creates a continuous aerodynamic surface between the slat and an upper surface of the fixed leading edge of the aircraft wing, during takeoff the upper bridging element bridges a gap between the slat and the upper surface of the fixed leading edge, during cruise and landing the upper bridging element is either (1) mostly on or within the slat or (2) mostly on the wing. 2. The method of claim 1, wherein deploying the independent upper bridging element from a stowed position on the aircraft wing to the deployed position comprises pulling the independent upper bridging element from the stowed position with a slat trailing edge mechanism as the slat deploys to the takeoff position, the slat not being deployed by the slat trailing edge mechanism. 3. The method of claim 1, wherein deploying the independent upper bridging element from a stowed position on the aircraft wing to the deployed position comprises extending the independent upper bridging element from the stowed position utilizing an actuator mounted within the aircraft wing, the slat not being deployed by the actuator. 4. The method of claim 1, wherein the stowed position comprises a position on or within the slat. 5. The method of claim 4, wherein deploying the independent upper bridging element from the stowed position on or within the slat to the deployed position comprises extending the independent upper bridging element from the stowed position utilizing a rotary actuator and pinion gear positioned within the slat. 6. The method of claim 4, wherein deploying the independent upper bridging element from the stowed position on or within the slat to the deployed position comprises extending the independent upper bridging element from the stowed position utilizing a linear actuator positioned within the slat. 7. The method of claim 1, further comprising retracting a lower bridging element by sliding the lower bridging element from a deployed position that creates a continuous aerodynamic surface between a lower surface of the slat and a lower surface of the aircraft wing to a stowed position that creates a gap between the lower surface of the slat and the lower surface of the aircraft wing. 8. The method of claim 7, wherein the stowed position corresponding to the lower bridging element comprises a position on or within the aircraft wing, and wherein retracting the lower bridging element comprises linearly retracting the lower bridging element toward the aircraft wing to the stowed position. 9. The method of claim 7, and, for cruise flight conditions, further comprising: retracting the slat to a stowed position abutting the fixed leading edge of an aircraft wing;retracting the upper bridging element to the stowed position; anddeploying the lower bridging element from the stowed position to the deployed position that creates a continuous aerodynamic surface between the lower surface of the slat and the lower surface of the aircraft wing. 10. The method of claim 9, and, for landing conditions, further comprising: deploying the slat from the stowed position abutting the fixed leading edge of an aircraft wing to a landing position;maintaining the upper bridging element in the stowed position; andretracting the lower bridging element from the deployed position to the stowed position. 11. A high lift system, comprising: a leading edge wing slat; an aircraft wing having an upper surface, a lower surface, and a fixed leading edge; a separately deployable and slideable independent upper bridging element configured to deploy when the leading edge wing slat is deployed to a takeoff position such that the deployable and slideable independent upper bridging element creates a continuous aerodynamic surface between the leading edge wing slat and an upper surface of the fixed leading edge of the aircraft wing; anda separately deployable and slideable lower bridging element configured to deploy from the lower surface of the aircraft wing when the leading edge wing slat is positioned in a stowed position abutting the fixed leading edge of the aircraft wing such that the deployable and slideable lower bridging element creates a continuous aerodynamic surface between the leading edge wing slat and a lower surface of the fixed leading edge of the aircraft wing, during takeoff the upper bridging element bridges a gap between the slat and the upper surface of the fixed leading edge, during cruise and landing the upper bridging element is either (1) mostly on or within the slat or (2) mostly on the wing. 12. The high lift system of claim 11, wherein the deployable and slideable independent upper bridging element is positioned on the aircraft wing when configured in a stowed position. 13. The high lift system of claim 12, wherein the leading edge wing slat comprises a slat trailing edge mechanism configured to couple with the deployable and slideable independent upper bridging element such that when the leading edge wing slat deploys to the takeoff position, the slat trailing edge mechanism pulls the deployable and slideable independent upper bridging element from the stowed position on the aircraft wing to a deployed position bridging the leading edge wing slat and an upper surface of the fixed leading edge of the aircraft wing. 14. The high lift system of claim 12, further comprising an actuator positioned within the aircraft wing configured to extend the deployable and slideable independent upper bridging element from the stowed position on the aircraft wing to a deployed position bridging the leading edge wing slat and an upper surface of the fixed leading edge of the aircraft wing. 15. The high lift system of claim 11, wherein the deployable and slideable independent upper bridging element is positioned on the leading edge wing slat when configured in a stowed position. 16. The high lift system of claim 15, wherein the leading edge wing slat comprises a rotary actuator and pinion gear or a linear actuator coupled to the deployable and slideable independent upper bridging component and configured to extend and retract the deployable and slideable independent upper bridging element between the stowed position and a deployed position. 17. A method for reducing aircraft noise associated with a high lift system, comprising: deploying a slat from a stowed slat position abutting a fixed leading edge of an aircraft wing to a takeoff slat position;substantially concurrently with deploying the slat to the takeoff slat position, separately deploying an independent upper bridging element by sliding the independent upper bridging element from a stowed bridging element position to a deployed bridging element position that creates a continuous aerodynamic surface between the slat and an upper surface of the fixed leading edge of the aircraft wing, the stowed bridging element position being proximate to the upper surface of the fixed leading edge of the aircraft wing, during takeoff the upper bridging element bridges a gap between the slat and the upper surface of the fixed leading edge, during cruise and landing the upper bridging element is either (1) mostly on or within the slat or (2) mostly on the wing;retracting the slat from the takeoff slat position to the stowed slat position for cruise flight; substantially concurrently with retracting the slat to the stowed slat position, separately retracting the independent upper bridging element by sliding the upper bridging element to the stowed bridging element position;deploying the slat from the stowed slat position to a landing slat position; andmaintaining the independent upper bridging element in the stowed bridging element position when the slat is deployed in the landing slat position. 18. The method of claim 17, further comprising: substantially concurrently with deploying the slat to the takeoff position, linearly retracting a lower bridging element from a deployed lower bridging element position that creates a continuous aerodynamic surface between a lower surface of the slat and a lower surface of the aircraft wing to a stowed lower bridging element position on or within the aircraft wing.
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