WO2003051713A1 - Volet d'aeronef - Google Patents

Volet d'aeronef Download PDF

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Publication number
WO2003051713A1
WO2003051713A1 PCT/JP2002/004210 JP0204210W WO03051713A1 WO 2003051713 A1 WO2003051713 A1 WO 2003051713A1 JP 0204210 W JP0204210 W JP 0204210W WO 03051713 A1 WO03051713 A1 WO 03051713A1
Authority
WO
WIPO (PCT)
Prior art keywords
flap
movable plate
aircraft
winch
driving device
Prior art date
Application number
PCT/JP2002/004210
Other languages
English (en)
Japanese (ja)
Inventor
Kenzo Kanki
Hareyuki Nishida
Original Assignee
Kenzo Kanki
Hareyuki Nishida
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Kenzo Kanki, Hareyuki Nishida filed Critical Kenzo Kanki
Priority to AU2002253610A priority Critical patent/AU2002253610A1/en
Publication of WO2003051713A1 publication Critical patent/WO2003051713A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/14—Adjustable control surfaces or members, e.g. rudders forming slots
    • B64C9/16—Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C9/00—Adjustable control surfaces or members, e.g. rudders
    • B64C9/34—Adjustable control surfaces or members, e.g. rudders collapsing or retracting against or within other surfaces or other members

Definitions

  • the present invention relates to a flap of an aircraft, and more particularly, to an improvement of a flap provided at a rear portion of a wing.
  • Flaps to change lift during takeoff and landing. Flaps regulate lift by changing the direction of the airflow flowing along the wings. Flaps are known to be pushed backward and tilted downward with respect to the wing, or to be changed only in angle to the wing.
  • the airflow flowing along the upper surface of the wing may separate from the upper surface of the flap. Separation of the airflow gradually widens, reducing lift and causing vibration.
  • Japanese Patent Application Laid-Open No. 7-26771 discloses a flap shape for suppressing flow separation.
  • the optimum value of the gap between the main wing and the flap is shown so as to suppress the separation at the flap.
  • Japanese Patent Application Laid-Open Publication No. 2000-264924 discloses a flap having a flow regulating plate attached to a front edge of the flap.
  • the current plate prevents the lateral flow of air on the upper surface of the flap, thereby preventing the spread of the separation.
  • shock wave vibration is the vibration of the main wing, so-called transonic buffeting It is a factor that causes an elephant. In order to prevent transonic puffing, it is necessary to suppress flow separation when the flight speed is at transonic speed.
  • An object of the present invention is to provide an aircraft flap that does not increase air resistance in a state where no peeling has occurred and suppresses peeling in a state where peeling has occurred.
  • a movable plate is provided on an upper surface of a flap so as to be rotatable at a position near a rear edge of the flap, and the movable plate is arranged along the upper surface of the flap.
  • a flap having a drive for moving between a standby position and a working position inclined with respect to the upper surface of the flap.
  • the flap further comprises a detection device for detecting whether air flow separation has occurred, and the driving device preferably rotates the movable plate from the standby position to the operating position when air flow separation occurs.
  • the movable plate has a base end supported by the flap behind the middle between the front edge and the rear edge of the flap, and a front end separated from the upper surface of the flap when placed in the operation position.
  • the device is preferably mounted in front of the proximal end of the movable plate.
  • the drive includes a winch (24) housed within the flap, a wire (25) connecting the winch and the movable plate, and a drive connected to the movable plate and attaching the movable plate to the operating position. Biasing means. When the winch winds up the wire, the movable plate is turned to the standby position against the urging force of the urging means, and when the winch loosens the wire, the movable plate is turned to the operating position by the urging force of the urging means. Be moved.
  • the drive is a cylinder actuator mounted within the flap.
  • the drive is a motor housed within the flap.
  • the movable plate is preferably one of a plurality of movable plates arranged along the trailing edge of the flap.
  • the upper surface of the movable plate is preferably flush with the upper surface of the flap.
  • the sensing device is a pressure sensor; in another aspect, the sensing device is a shear cassette. It is a message.
  • the drive is mounted on the wing of the aircraft.
  • FIG. 1A is a side view of a main wing of an aircraft having a flap according to the first embodiment of the present invention.
  • Figures 1B and 1C are side views of the flap of Figure 1A.
  • Figure 2A is a side view of the flap and main wing with the flap located at the lift-up position and the movable plate at the standby position.
  • FIG. 2B is a side view of the flap and the main wing in a state where the flap is located at the lift increasing position and the movable plate is located at the operation position.
  • Figure 3A is a side view of the wing and flap in transonic flow.
  • FIG. 3B is a side view of the main wing and the flap in a state where the movable plate is located at the operation position.
  • 4A and 4B are side views of a modified example of the flap of the first embodiment.
  • FIG. 5 is a perspective view of a main wing of an aircraft having a flap according to a second embodiment of the present invention.
  • FIG. 6 is a schematic view of a modified example of the flap of the second embodiment.
  • the flow separation region is a backflow region formed between the surface of the object and the main flow of the air flow.
  • the region where the main flow flows is the steady flow region.
  • the steady flow region and the separation region are obtained according to the wing shape and flight speed by, for example, wind tunnel experiments. For example, if separation occurs during takeoff and landing of an aircraft, the position where the separation can be suppressed is set as the action position of the movable plate.
  • FIG. 1A is a side view of a main wing 11 of an aircraft and a flap 12 provided behind the main wing 11. At the lower part of the main wing 11, a storage recess 13 for storing the front part 14 of the flap 12 is formed.
  • the flap 12 is moved behind the wing 11 and is tilted downward. More specifically, the main wing 11 has a known actuator (not shown) and a guide rail (not shown) extending obliquely rearward from the rear edge of the main wing 11.
  • the flap 12 is moved by the actuator into the storage position (Fig. 1A) where the front part 14 is stored in the storage recess 13 and the main wing 11 It is moved along the guide rail to and from the lift-increase position (Fig. 2A) pushed backward and downward.
  • the flaps 12 arranged at the lift increasing position increase the lift by increasing the area of the upper surface 20 of the main wing 11 and making the air flow downward.
  • a movable plate 21 is provided on the upper surface 20 of the flap 12.
  • the base end, that is, the front end, of the movable plate 21 is disposed between the front edge and the rear edge of the flap 12, preferably at a position closer to the rear edge than the front edge.
  • the base end of the movable plate 21 is rotatably supported by a support shaft 22 between a standby position (prone position) shown in FIG. 1B and an operation position (standing position) shown in FIG. 1C. You. When the movable plate 21 is located at the standby position, the front end (rear end) of the movable plate 21 is adjacent to the rear edge of the flap 12.
  • the movable plate 21 When the movable plate 21 is located at the standby position, it is preferable that the upper surface 23 of the movable plate 21 and the upper surface 20 of the flap 12 are flush. On the other hand, when the movable plate 21 is placed in the operation position, the movable plate 21 is inclined with respect to the upper surface of the flap 12, and the tip of the movable plate 21 is separated from the trailing edge of the flap 12.
  • a winch 24 is housed inside the front portion 14 of the flap 12.
  • the winch 24 drives the movable plate 21 via a wire 25 connected to the movable plate 21.
  • a torsion spring 22a for urging the movable plate 21 from the standby position side to the operation position side is attached to the base end of the movable plate 21.
  • An engagement protrusion 26 is formed at the base end of the movable plate 21.
  • the flap 12 is formed with a rotation stop projection 27 which comes into contact with the engagement projection 26 of the movable plate 21 arranged at the operation position.
  • the movable plate 21 When the winch 24 winds the wire 25, the movable plate 21 is rotated toward the standby position. On the other hand, when the winch 24 loosens the wire 25, the movable plate 21 is rotated toward the operation position by the torsion spring 22a. The movable plate 21 is held at the operating position by the contact between the engagement protrusion 26 and the rotation stop protrusion 27.
  • a pressure sensor 31 is attached at a position closer to the front edge of the flap 12 than the support shaft 22 is.
  • the pressure sensor 31 detects air pressure. Based on the detected air pressure, it is determined whether or not the air flow area facing the pressure sensor 31 is a peeling area. That is, it is determined whether or not peeling has occurred on the upper surface 20 of the flap 12. .
  • Winch 24 is used when peeling occurs Loosen the wire 25 and move the movable plate 21 to the working position. On the other hand, the winch 24 winds the wire 25 when peeling has not occurred, and positions the movable plate 21 at the standby position.
  • the wings 11 and flaps 12 are positioned in the airflow.
  • the main stream of the air flow separates from the upper surface 20 of the flap 12 when the rear portion of the flap 12 is lowered as in the case of takeoff and landing.
  • the separated air flow forms a reverse flow region, that is, a separated region in the latter half of the upper surface 20.
  • the main flow of the air flow forms a steady flow region.
  • the size of the separation area varies depending on the flight speed of the aircraft during takeoff and landing and the inclination of the flaps 12. Therefore, the working position of the movable plate 21, that is, the angle with respect to the flap 12, is set in advance to an optimal value for suppressing the separation by a wind tunnel experiment or the like.
  • flaps 12 When the aircraft takes off and land, flaps 12 are moved from the stowed position to the lift-increase position, as shown in Figure 2A. At the position where the lift is increased, the flaps 12 are inclined downward with respect to the wing 11.
  • the air flow separates from the upper surface 20 of the flap 12 to form a separation region 35.
  • the pressure sensor 31 detects the occurrence of peeling, the winch 24 loosens the wire 25. Therefore, the movable plate 21 is rotated to the operating position by the urging force of the torsion spring 22a as shown in FIG. 2B.
  • the movable plate 21 is held at the operating position by the engagement between the engagement protrusion 26 and the rotation stop protrusion 27.
  • flap 12 is returned to the stowed position and movable plate 21 is returned to the standby position. . Even when the flap 12 is located at the lift increasing position, the movable plate 21 is returned to the standby position when the pressure sensor 31 no longer detects the occurrence of peeling.
  • a separation region 42 may be generated behind the shock wave 41.
  • peeling is detected by the pressure sensor 31, and the movable plate 21 is arranged at the operation position by the winch 24 as shown in FIG. 3B.
  • the movable plate 21 the backflow in the separation region 42 is suppressed, and the vibration of the main wing 11 due to the generation of the shock wave 41 is suppressed.
  • the transonic speed puffing is suppressed by the movable plate 21. According to the first embodiment, the following advantages can be obtained.
  • the movable plate 21 is rotatably supported by the flap 12.
  • the movable plate 21 When separation occurs during takeoff and landing of an aircraft, etc., the movable plate 21 is placed at the operating position to suppress separation, and when separation does not occur, the movable plate 21 does not increase air resistance. It is placed in a standby position. For this reason, the flap 12 does not increase the air resistance in the state where the separation does not occur, and suppresses the decrease in the lift and the vibration due to the separation when the separation occurs.
  • the winch 24 can be used even if it is relatively small and can be mounted inside the relatively narrow flap 12.
  • the movable plate 21 When the shock wave 41 is generated in the main wing 11 and the separation region 42 is generated, the movable plate 21 is disposed at the operation position. As a result, backflow in the separation region 42 is suppressed, and transonic puffing is suppressed. As described above, the movable plate 21 can suppress the separation not only when the aircraft is taking off and landing, but also when the aircraft is flying at the transonic speed.
  • the first embodiment may be modified as follows.
  • the flap 12 is not limited to the type that is pushed backward from the main wing 11, and may be a type that only leans with respect to the main wing 11.
  • the flap 51 shown in FIG. 4A is tilted with respect to the main wing 11 by an actuator (not shown) of a known technique.
  • the position where the rear part of the flap 51 is lowered is the lift increasing position.
  • the movable plate 21 is rotatably mounted on the upper surface of the flap 51.
  • the winch 24 is not limited to being mounted on the flap, but may be mounted in the main wing 11.
  • the winch 24 can adjust the length of the wire 25 according to the movement of the flap 12 without rotating the movable plate 21, and can be moved while the flap 12 is stopped or moving.
  • the plate 21 can be rotated. In this configuration, since the winch 24 is accommodated in the flap 12, the movable plate 21 can be attached to a relatively small flap 12.
  • the winch 24 is not limited to being attached to the flap 12 or the wing 11, but may be attached to, for example, the fuselage of an aircraft.
  • the flap 12 of the second embodiment shown in FIG. 5 has a plurality of movable plates 61 provided along the rear edge of the flap 12.
  • the working positions of the plurality of movable plates 61 that is, the angles between the plurality of movable plates 61 and the flaps 12 may be different from each other so as to correspond to the flow on the upper surface of the flaps 12. Thereby, separation of the air flow is more appropriately suppressed.
  • the tip of the movable plate 21 arranged at the standby position is located at the same position as the trailing edge of the flap 12. Therefore, the trailing edge of the flap 12 is formed thin.
  • the front end of the movable plate 61 at the standby position is located before the trailing edge of the flap 12.
  • an accommodation recess 62 for accommodating the movable plate 61 is formed on the upper surface 20 of the flap 12. Housing recess The upper surface 61 a of the movable plate 61 accommodated in 62 is flush with the upper surface 20 of the flap 12 before and after the movable plate 61. In this case, the strength of flap 12 is relatively high because the trailing edge of flap 12 is relatively thick.
  • a cylinder actuator such as, for example, a hydraulic, pneumatic or electromagnetic cylinder may be used.
  • the flap 12 of the second embodiment shown in FIG. 5 has a cylinder actuator 63 attached to a front portion inside the flap 12.
  • the piston port 64 of the cylinder actuator 63 is connected to the movable plate 61.
  • the movable plate 61 is rotated by the operation of the cylinder actuator 63. Therefore, the torsion spring 22 a for rotating the movable plate 61 to the operation position is unnecessary.
  • a plurality of cylinder actuators 63 may be attached to the flap 12 so as to correspond to the plurality of rotating plates 61.
  • the cylinder actuator 63 may be mounted, for example, in the main wing 11. In this case, it is preferable that each cylinder actuator 63 is supported by the main wing 11 so as to be rotatable with the movement of the flap 12.
  • the cylinder actuator 63 reciprocates the piston rod 64 according to the amount of movement of the flap 12 without rotating the movable plate 61. Further, when the flap 12 is located at the retracted position or the lift increasing position, the movable plate 61 is rotated to the standby position or the operating position.
  • the connecting member is preferably a hollow body such as a cylinder or a solid body such as a rod. If the piston rod 64 and the plate 61 are connected by the wire 25, a torsion spring 22a that urges the movable plate 61 to the operating position is attached to the movable plate 61.
  • the drive (winch 24 ⁇ cylinder actuator 63)
  • the drive can be moved with the drive 24, 63 regardless of the movement of the flap 12 to the retracted position or the lift increased position.
  • the drives 24, 63 may be moved together with the flaps 12 so that the distance from the plates 21, 61 is constant. In this case, there is no need to adjust the length of the wire 25 or the position of the biston rod 64 in accordance with the movement of the flap 12.
  • the movable plates 21 and 61 may be driven by a motor instead of the winch 24 and the cylinder actuator 63.
  • the movable plate 61 is rotated by a motor 66 attached to the flap 12.
  • the output shaft of the motor 66 is connected to the shaft 61b of the movable plate 61 via a gear box 67 and a force coupling 68.
  • the motor 66 is preferably a torque motor, but may be another type of motor.
  • the rotation direction of the movable plate 61 is switched.
  • the rotation direction of the movable plate 61 can be switched by rotating the motor 66 in one direction and switching gears in the gear box 67.
  • the cylinder actuator 63 is not limited to being attached to the main wing 11; for example, a cylinder actuator may be attached to the fuselage of an aircraft. In this case, it is preferable that the link mechanism that connects the cylinder actuator and the movable plate 61 be housed in the main wing 11.
  • a shear force sensor can be used instead of the pressure sensor 31, for example.
  • the shear force sensor detects the vibration of the flap 12 generated by the separation, and detects the separation of the air flow.
  • the driving devices 24 and 63 rotate the movable plates 21 and 61 to the operation position according to the detection signal of the shear force sensor.
  • a plurality of movable plates 21 may be attached with flaps 12 along the direction of air flow.
  • the length from the base end to the tip of each movable plate is shorter than that of the movable plates 21 and 61 of the first and second embodiments.
  • movable plates 21 and 61 are attached to each flap 12.
  • a step may be formed between the upper surfaces of the movable plates 21 and 61 and the upper surface of the flap 12 as long as it does not hinder the flight.
  • the pressure sensor and the shearing force sensor 31 are preferably mounted on the upper surface 20 of the flap 12 before the movable plates 21 and 61, but are provided at the position of the support shaft 22 and behind it. You can be.
  • a pressure sensor and a shearing force sensor 31 may be attached to the side of the movable plate 61.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Aerodynamic Tests, Hydrodynamic Tests, Wind Tunnels, And Water Tanks (AREA)
  • Air-Flow Control Members (AREA)

Abstract

L'invention concerne un volet (12) d'aéronef pourvu d'une plaque mobile (21). Cette plaque mobile (21) est disposée sur une position proche du rebord arrière du volet (12). La plaque mobile est montée rotative sur un arbre de support (22). Cette plaque mobile est reliée par un câble (25) à un treuil (24). Lorsque le treuil relâche la tension du câble, la plaque mobile passe en position active sous la pression d'un ressort de torsion (22a) et lorsque le treuil a enroulé le câble, la plaque mobile passe en position d'attente contre la pression d'un ressort de torsion.
PCT/JP2002/004210 2001-12-17 2002-04-26 Volet d'aeronef WO2003051713A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2002253610A AU2002253610A1 (en) 2001-12-17 2002-04-26 Aircraft flap

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2001383457A JP2003182692A (ja) 2001-12-17 2001-12-17 航空機のフラップ
JP2001-383457 2001-12-17

Publications (1)

Publication Number Publication Date
WO2003051713A1 true WO2003051713A1 (fr) 2003-06-26

Family

ID=19187587

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/JP2002/004210 WO2003051713A1 (fr) 2001-12-17 2002-04-26 Volet d'aeronef

Country Status (3)

Country Link
JP (1) JP2003182692A (fr)
AU (1) AU2002253610A1 (fr)
WO (1) WO2003051713A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102054064B1 (ko) * 2018-03-22 2019-12-09 충남대학교산학협력단 날갯짓 비행체의 자세 제어 장치 및 방법

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2344945A (en) * 1942-07-29 1944-03-28 Reconstruction Finance Corp Means for providing drag in aircraft
US4717097A (en) * 1986-03-03 1988-01-05 The Boeing Company Aircraft wings with aileron-supported ground speed spoilers and trailing edge flaps
JPH04108094A (ja) * 1990-08-24 1992-04-09 Mitsubishi Heavy Ind Ltd 飛行制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2344945A (en) * 1942-07-29 1944-03-28 Reconstruction Finance Corp Means for providing drag in aircraft
US4717097A (en) * 1986-03-03 1988-01-05 The Boeing Company Aircraft wings with aileron-supported ground speed spoilers and trailing edge flaps
JPH04108094A (ja) * 1990-08-24 1992-04-09 Mitsubishi Heavy Ind Ltd 飛行制御装置

Also Published As

Publication number Publication date
AU2002253610A1 (en) 2003-06-30
JP2003182692A (ja) 2003-07-03

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