FR2486490A1 - AIRCRAFT WITH WINGS EQUIPPED WITH HYPERSUSTENTATURE SHUTTERS ACHIEVED BY SIX BAR MECHANISMS - Google Patents

Abstract

THE 10 SIX BAR MECHANISM IS CONSTRUCTED SO THAT THE SHUTTER, CONSISTING OF A FRONT SHUTTER 40 AND A REAR SHUTTER 41, DURING ITS MOVEMENT BETWEEN THE CRUISE POSITION WHERE IT WAS RETURNED UNDER WING 4 AND THE POSITION LANDING, PASSED THROUGH A FIRST TAKE-OFF POSITION, WHERE THE FLAP HAS BEEN MOVED REAR BY APPROXIMATELY THREE QUARTERS OF THE EXTENSION DISTANCE, WAS TAKEN DOWN AT A SMALL ANGLE, ABOUT 5 , AND OR THERE IS A SLOT MUCH WIDER THAN IN LANDING POSITION BETWEEN FLAP AND WING 4.

Description

The invention relates to an aircraft whose wings are equi-

  behind and down in the direction of flight shutters action-

  six-bar mechanisms, each of which allows the relevant flap to move between a cruising position where the flap forms an aerodynamic unit with the wing and a landing position where the flap is moved towards the rear of a extended distance such that its nose is approximately at the level of the rear edge or fixed trailing edge of the wing, where the flap is pointing downwards at an angle of at least 350 to the position of

  cruise and a narrow slot is formed between the flap and the wing.

  Such an aircraft is known from the article "Boeing 7 x 7" in

  "Flight International" of June 19, 1979.

  The advantage of using six-bar mechanisms compared to the usual flap guide mechanisms, including rails, carriages and threaded rods, is that these mechanisms

  six bars have maintenance and service life characteristics.

vice clearly more favorable.

  For landing, the known aircraft may use an airstrip of appropriate length (normal) because the flap may take a position, described at the beginning, suitable for landing. On the other hand, to take off in warm weather from an aerodrome

  height, where the air therefore has a relative density

  the familiar aircraft needs a long take-off runway to achieve the required high take-off speed

These conditions.

  The load that the aircraft can take off during take-off must therefore be reduced at several airports, which

cost effective of the device.

  The object of the invention is to create an aircraft of the type described at the beginning but which also has a short take-off distance

  when the density of the air is low.

  According to an essential characteristic of the invention, the six-bar mechanism is constructed in such a way that the shutter, during its movement between the cruising position and the landing position, passes through a first take-off position, where the

  shutter was moved back about three-quarters of the way

  extension, was pointed downwards from a small angle,

  5, and where there is a much wider slit than in position

  landing between the flap and the wing.

  The aircraft thus has considerable lift and,

  at the same time, a low drag, so that the decol-

  The required distance can be reached within a short take-off distance.

  The six-bar mechanism can be compact if, according to another characteristic of the invention, it is constructed in such a way that the flap, during its movement from the cruising position to the first take-off position, is firstly

pointed to the top.

  According to other features of the invention - the six-bar mechanism is arranged under the shutter and in front of it and the shutter has a substantially interrupted surface over its entire length, - the mechanism part located under the wing is covered with an aerodynamic hood whose depth is less than 107. of the length of the wing string; all the bars of the mechanism are free of recesses for the passage of other parts of the mechanism during its movements; - All bars of the mechanism are each composed of at least two parts of bar assembled back to back .; the bars enclose between them angles such that the maximum load of each bar corresponds at most to three times the maximum aerodynamic load of the mechanism; - the front rotation point of the mechanism is located at the front of the nose

  distance of not more than 6% of the distance

  wing cord; - In case of use of a multiple panel formed of a front flap and a rear door, the rear door can be moved relative to the front door by a swivel arm provided with a guide device and articulated on the one of the bars of the mechanism, another bar of the mechanism carrying a roller which attacks this guiding device, the guiding device is arranged and the position of the roller is chosen so that the steerable arm moves the rear shutter relative to the shutter. before starting a flap

  more than 20 'from the cruising position.

  Other features and advantages of the invention

  will emerge more clearly from the following description of two

  nonlimiting examples of embodiment, as well as the appended drawings, in which:

  FIG. 1 is a plan view of an airplane according to the invention.

  tion; Figure 2 is a section taken along the line II-II of Figure 1 but on a larger scale, showing the shutter at the cruising position; Figure 3 is a section corresponding to that of Figure 2 showing the flap at the first takeoff position; Figure 4 is a section corresponding to those of Figures 2 and 3 showing the shutter at the landing position; Figures 5, 6 and 7 are sections that correspond to those of Figures 2, 3 and 4 but an aircraft equipped with a multiple component comprising a front flap and a rear flap; FIG. 8 is a bottom view of the six-bar mechanism shown in FIGS. 5 to 7 but on a slightly smaller scale; FIG. 9 is a perspective view of the six-bar mechanism of FIGS. 5 to 7 at the position of FIG. 7; and FIG. 10 is a longitudinal section of one of the bars

  of the six-bar mechanism of the preceding figures.

  The aircraft 1 of Figure 1 has a fuselage 2 with a tail 3 in one piece. At the fuselage 2 are further connected wings 4 carrying reactors 5 in the example shown. In back

  and at the bottom of the flanges 4 there are flaps 6 which can be

  especially at low speeds, to the position

  dotted in Figure 1 to increase the lift.

  The extension of the flaps is produced by mechanisms 10 to six bars, which are surrounded by aerodynamic cowls 7. It is seen in Figure 1

  each wing 4 carries two of these flaps 6 at its trailing edge.

  In addition to the flaps 6, the trailing edge of the wing 4 carries a fin 9, located at the end. Each shutter 6 is actuated by two mechanisms

six bars.

  Each mechanism 10 comprises a control bar 13, a sunbar 14, an arm 15, a programmer rod 16

and a connecting rod 17.

  The arm 15 is articulated by its front end 20 and by means of a bearing 21 on a support 22 rigidly connected to a part

  4. On the rear end 23 of the arm 15 is articulated.

  abutment, by a bearing 24, the connecting rod 17. The connecting rod of

  Gramming 16 is also mounted at one end on the arm 15 by a bearing 25 and at a point between the front end 20 and

  the rear end 23 of the arm 15.

  The other end 28 of the programming rod 16 is articulated by a bearing 29 on the control rod 13, itself

  articulated by a bearing 27 on the end of a support 30 of the wing 4.

  The other end of the control bar 13 is articulated by a bearing 31 on the flap bar 14. At the flap bar 14 is

  further connected the tension rod 17, by a bearing 26.

  The flap 6 is adjustably attached to the bar

  flap 14 by adjusting members 32 per se known. By means of these members, the flap can be adjusted in such a way that it fits with fit in the housing 33 of the wing 4 at the cruising position shown in FIG. 2, so that the wing 4 and the

  shutter 6 then form a closed aerodynamic unit.

  The control bar 13 is attacked by a connecting rod

  12 is connected to the crank It has a rotational actuating member

  35. The rotation of this member makes it possible to move the flap 6 of the

  cruising position of Figure 2 through the first posi-

  taking off from Figure 3 to the landing position of the

figure 4.

  The rotation of the crank 11 is transmitted by the

  connecting rod 12 to the control rod 13. If the actuating organ

  35 rotates counterclockwise in the representation of Figure 2, the control bar 13 then pushes the shutter bar 14 and also the flap 6 to the right, the steering of the bar-holder flap 14 relative to the wing 4 is produced by the connecting rod 17, connected by the bearing 24 to the arm 15. The movements of the arm 15 are programmed in such a way by the programming rod 16 that the flap 6 reaches each time the correct steering positions. The positions described in the foregoing and

  represented on the drawings are achieved thanks to the provision

  represented by the bearings and thanks to the appropriate sizing of the bars. Bearings 21, 24 to 27, 29 and 31 may be suitable self-lubricating bearings or conventional bearings with regreasable bearings. The cover 7 is open in a known manner by a linkage

  bar not shown during the backward movement of the shutter 6.

  The figures show that the cover 7 rotates around the bearing 21.

  Other embodiments are possible, however, the hood

  can also turn around another point.

  Figures 2 to 4 show that each angle of the triangle

  defined by the axes of the bearings 24, 26 and 31 is greater than 200

  at cruising position (Figure 2) and above approximately 350 at the landing position (Figure 4). Each angle of the triangle

  formed by the axes of the bearings 21, 35 and 29 is greater than 240

  at cruising position and greater than about 29 to the posi-

  landing. These measurements ensure, according to the invention, that the maximum load of each bar corresponds at most to the

  triple the maximum aerodynamic load of the six-bar mechanism.

  In the case of bars arranged in pairs, as is the case for the rods 16 and 17 for example, this factor is even reduced to any

at most one and a half.

  In the embodiment of Figures 5 to 9, the flap 6 consists of a front flap 40 and a rear flap 41. To increase the lift, the rear flap 41 can be moved backward relative to the flap before 40 and be pointed at the same time (see Figures 7 and 9). There is also an increase in

  the drag, so this position is used for landing

  wise. For this reason, the rear flap 41 must be able to deviate from the front flap 40 beyond the extreme take-off position. The flap 6 is then pointed by more than 200

  compared to the cruise position.

  The mechanism that separates the rear flap 41 from the front flap 40 beyond a rotation of the flap 6 by an angle of 200 consists of an auxiliary arm 44 which moves with the arm 15 and

  is directed towards the rear of the latter, with an ori-

  42 and a thrust rod 45. The steerable arm 42 is rotatably mounted on the tension rod 17 by a bearing 43. The thrust rod 45 is articulated in such manner on the steerable arm, by a bearing 48, that the axis of the bearing 48 coincides with the axis of the bearing

  26 at the cruising position. The other end of the push bar

  45 is articulated on a support 49 of the rear flap 41. The steerable arm 42 is fixed with respect to the tension rod 17, at the cruising position and at the take-off positions, by a spring 50

schematically represented.

  During the movements of the six-bar mechanism 10 to the extreme take-off position, the front flap 40, the rear flap 41 and the thrust rod 45 thus move like a

  unit, which is clear from Figures 5 and 6.

  The end of the steerable arm 42 located opposite the point of attack of the thrust rod 45 with respect to the bearing 43

  has a profiled slot 51. This slot is dimensioned and posi-

  in such a way that a roller 46 carried by the auxiliary arm 44 enters therein when the flap 6 is pointed beyond the extreme take-off position, that is to say beyond an angle of about 20 °. . As a result of the penetration of the roller 46 into the profiled slot 51, the arm 42 is rotated relative to the tension rod 17, around the bearing 43, with the consequence that the push rod 45 spreads

  the rear flap 41 of the front flap 40.

  The rear flap 41 is connected to the front flap by

  52. Each of these rods is articulated by one end.

  m on the rear flap 41 and the other end on the front flap 40. At the cruising position and takeoff positions, where the two flaps 40 and 41 form an assembly, the support rod 52 is oriented roughly in the direction of the length of the flaps 40 and

  41. The axes of the links articulated with the shutters 40 and 41 contain

  An angle such that when the rear flap 41 deviates from the front flap 40, while the support rods are pivoted outwards, the rear flap 41 tilts with respect to the front flap 40. The support rods 52 are schematically represented on the drawings

for the sake of clarity.

  FIG. 8 shows that the movement of the rear flap 41 with respect to the front flap 40 of the cruising position shown in full lines at the dotted landing position comprises a longitudinal displacement of the rear flap 41. For this reason, the bearings 48 and 53 of the thrust rod 45 are ball bearings

(see Figure 9).

  For reasons related to the construction, the control bar 13, the connecting rod 16 and the connecting rod 17

  are doubled in this example. This is why the references

  circled in FIGS. 8 and 9 bear the suffix a respectively b.

  According to certain safety requirements, it must be possible to form a crack in an organ of an aircraft without the proper functioning of the organ suffers. For this reason, each

  mechanism bar is composed of two or three parts assembled.

  FIG. 10 shows by way of example a bar 54 which is composed of parts 55 and 56. Each of the bar portions 55 and 56 has a sufficient resistance to be able to withstand the forces exerted on the bar 54. The bar parts 55, 56 are assembled by rivets 57 for example. If a crack is formed in one of the two parts 55, 56, the other part remains fully intact and continuous

  to fulfill the function of the bar 54.

Claims (10)

R E V E N D I C A T I 0 N S   1. Aircraft whose wings are equipped at the rear and at the bottom in the direction of flight of flaps actuated by six-bar mechanisms, which allow each of them to move the flap concerned   between a cruising position where the flap forms an aviation unit   dynamic with the wing and a landing position where the flap is moved rearward by an extension distance such that its nose is approximately at the level of the fixed rear edge or trailing edge of the nose wing, where the flap is pointed down at an angle of at least 35 from the cruising position and a narrow slot   formed between the flap and the wing, characterized in that   six-bar mechanism (10) is constructed in such a way that the flap (6), during its movement between the cruising position (FIG. 2) and the landing position (FIG. 4), passes through a first take-off position ( Figure 3), where the flap has been moved rearward about three-quarters of the extension distance, has been pointed downwards by a small angle of about 50, and where there is a much wider slit than in landing position between shutter and the wing (4).   2. Aircraft according to claim 1, characterized in that the six-bar mechanism is constructed in such a way that the flap (6) during its movement from the cruising position to the first   take-off position, is first turned upward.   3. Aircraft according to claim 1 or 2, characterized in that the six-bar mechanism is arranged under the flap (6) and in front of   he and in that the shutter (6) has a substantially broken on all its length.   4. Aircraft according to any one of the preceding claims   characterized in that the portion of the six-bar mechanism located under the wing (4) is covered by an aerodynamic hood (7) whose depth is less than 105% of the length of the rope. the wing (4).   An aircraft according to any one of the preceding claims   characterized in that all bars of the six-bar mechanism are free of recesses for the passage of other parts   mechanism during his movements.   An aircraft according to any one of the preceding claims   characterized in that all bars of the six-bar mechanism are each composed of at least two bar portions (56, 57) assembled back to back.   An aircraft according to any one of the preceding claims   characterized in that the bars enclose between them angles such that the maximum load of each bar corresponds to at most three times the maximum aerodynamic load of the mechanism six bars.   8. Aircraft according to any one of the preceding claims   characterized in that the front rotation point (21) of the   The six-bar system is located at the front of the flap nose (6) at a distance of at most 6%. of the rope length of the wing (4).   An aircraft according to any one of the preceding claims   dentes, comprising shutters each consisting of a front flap and a rear flap, characterized in that the rear flap (41) can be moved relative to the front flap (40) by an orientable arm (42) provided with a guiding device (51) and articulated on one (17) of the bars of the six-bar mechanism and in that another   bar (44) of this mechanism carries a roller (46) attacking this arrangement. guiding system.   10. Aircraft according to claim 9, characterized in that the guiding device (51) is arranged and the position of the roller (46) is chosen so that the steerable arm (42) moves the rear flap (41) relative to the front flap (40) only from a   steering of the composite flap (6) by more than 200 relative to the posi- cruise.