JP2016008040A - Boundary layer control device of aircraft - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a boundary layer control device of an aircraft which suppresses boundary layer separation and, thereby, highly contributes to stable flight of the aircraft even upon landing and taking-off of the aircraft in which the separation is easy to occur on a main wing upper surface part, because an intake port opened to the main wing upper surface part and a discharge port opened to a suction side inner circumferential surface on a propulsion engine are communicated by a communication path.SOLUTION: A single or a plurality of intake ports 3 for taking-in air of a main wing upper surface part 2 are opened and provided on the main wing upper surface part 2 of an aircraft 1, a first opening and closing valve 4 which is controlled by an operation system of the aircraft 1 and opens and closes the intake ports 3 is provided on the intake port 3, a single or a plurality of ejection holes 7 for ejecting air taken-in by the intake port 3 are opened and provided on a suction side inner circumferential surface 6 on a propulsion engine 5 of the aircraft 1, and a second opening and closing valve 8 which is controlled by the operation system of the aircraft 1 and opens and closes the ejection holes 7 is provided on the ejection holes 7. Therein, when the first opening and closing valve 4 and the second opening and closing valve 8 are controlled by the operation system of the aircraft 1 and get to an open state, a communication path 9 for communicating the intake ports 3 and the ejection holes 7 to each other are provided between the intake ports 3 and the ejection holes 7.

Description

  The present invention relates to a boundary layer control apparatus that controls a boundary layer such as a main wing that generates lift in an aircraft and a flap that increases lift during take-off and landing.

  In general, when an object moves in a fluid, a drag force that stops its movement is applied, but it is much larger than a drag force that stops movement in a direction perpendicular to the movement of an aircraft wing, flap, etc. The angle of attack of the wings and the cross-sectional shape of the wings are devised to generate lift. In order to navigate in the air, the aircraft always creates an air flow in the wing by the propulsion engine to ensure a lift equal to the weight of the aircraft.

Problems to be solved by the invention

  However, when an aircraft takes a large angle of attack during takeoff and landing, the aircraft may stall. Aircraft wings are attracted by the Coanda effect in the range where the airflow at the top of the wing is small, and the flow pressure decreases along the airflow and contributes to lift.However, as the angle of attack gradually increases, a phenomenon called boundary layer separation occurs. As a result, the air flow stops flowing along the upper surface of the blade, and when the angle of attack is further increased, the separation region is enlarged, and in the worst case, stall is caused. In particular, the flying speed is low at the time of take-off of the aircraft, and the flying speed has to be lowered at the time of landing, so that the flying speed becomes low as at the time of take-off. Furthermore, at the time of takeoff and landing, since the altitude is low, the possibility of falling short of dealing with the stall is likely to increase.

  The present invention has been made in view of such a problem, and by controlling the separation that occurs when the aircraft increases the angle of attack, it is possible to secure lift and possibly cause a stall or crash The purpose is to avoid as much as possible.

Means for solving the problem

  In order to solve the above-described problem, an aircraft boundary layer control apparatus according to the present invention is provided with a single or a plurality of intake ports for taking in air on the upper surface of the main wing on the upper surface of the main wing of the aircraft. A first on-off valve that is controlled by the aircraft control system to open and close the intake port, and has a single release hole for releasing the air taken in by the intake port on the intake side inner peripheral surface of the aircraft propulsion engine or A plurality of openings are provided, and the discharge hole is provided with a second on-off valve that is controlled by the aircraft control system to open and close the discharge hole, and the first on-off valve and the second on-off valve are controlled by the aircraft control system. A communication path is provided between the intake port and the discharge hole to communicate between the intake port and the discharge hole when the intake port is opened.

  Further, in order to solve the above problems, the intake port in the boundary layer control apparatus for aircraft according to the present invention is divided into a spar in the spar direction or a nearly spar direction at the back of the upper surface of the wing root side where generation of lift in the main wing of the aircraft is large. The front intake group, the central intake group, and the rear intake group are opened, and the arrangement position of the rear intake group is set in front of the blade root side rear edge portion to which the trailing edge flap is attached, The arrangement position of the central intake group is set in front of the arrangement position of the rear intake group, the arrangement position of the front intake group is set in front of the arrangement position of the central intake group, and the intake groups are arranged in parallel. It is good also as being arranged in the shape or the substantially parallel form.

  In order to solve the above-mentioned problem, in the second on-off valve in the boundary layer control device for an aircraft of the present invention, the valve body rises from both side wall portions that rise from both sides of the bottom portion of the valve body and from the front side of the bottom portion. The front side wall portion forms a substantially U-shaped side wall portion and forms a bucket shape that is integrated with the bottom portion and has an upper surface portion and a rear surface portion opened. Is supported by a bearing provided at the base of the jet engine via a rotating shaft, and the valve body operates in a fan shape in the direction of the rotation center line of the jet engine so that only the rear surface portion of the valve body is A reciprocating type that opens the discharge hole facing the front surface of the compression section and closes the discharge hole by closing the valve body in a fan shape on the side opposite to the rotation center line direction of the jet engine. Closing the may be provided in the discharge hole provided by single point or a plurality of locations opened in the intake side inner peripheral surface of the jet engine.

  In order to solve the above-mentioned problem, the second on-off valve in the aircraft boundary layer control apparatus of the present invention is a reciprocating on-off valve having a valve body formed in a tapered shape whose width decreases as both sides go backward. The reciprocating on-off valve is provided in each of the discharge holes provided at a plurality of locations on the intake-side inner peripheral surface of the jet engine, and the valve body in each of the reciprocating on-off valves is a front end of the valve body. Is supported by a bearing provided at the base of the jet engine via a rotating shaft, and all the valve bodies operate in a fan shape in the direction of the rotation center line of the jet engine, thereby forming an intake side inner peripheral surface of the jet engine. A cylinder with a truncated cone shape that opens all the above-mentioned discharge holes and is reduced in diameter toward the rear inside the intake-side inner peripheral surface of the jet engine is formed. May closed by closing all of said discharge hole opened into the intake side inner peripheral surface of the jet engine by operating the fan to the rotational center line direction of the down opposite.

  In order to solve the above-described problem, the aircraft boundary layer control device according to the present invention is provided with a single or a plurality of intake openings for taking in air on the upper surface of the main wing on the upper surface of the main wing of the aircraft, A single or a plurality of discharge holes for releasing the air taken in by the intake port are provided on the intake-side inner peripheral surface of an aircraft propulsion engine, and the communication passage that communicates between the intake port and the discharge hole is provided. An opening / closing valve that is provided between the opening and the discharge hole and is controlled by a control system of the aircraft to open and close the communication between the intake port and the discharge hole, either one of the intake port, the discharge hole, or the communication path. Prepared for.

  In order to solve the above-described problem, the aircraft boundary layer control device according to the present invention is provided with a single or a plurality of intake openings for taking in air on the upper surface of the main wing on the upper surface of the main wing of the aircraft, A single or a plurality of discharge holes for releasing the air taken in by the intake port are provided on the intake-side inner peripheral surface of an aircraft propulsion engine, and the communication passage that communicates between the intake port and the discharge hole is provided. It is provided between the opening and the discharge hole, and the intake port and the discharge hole are always in communication with each other by the communication path.

  In order to solve the above-mentioned problem, the rear edge flap of the aircraft according to the present invention is arranged in the left and right direction in the front upper surface portion of the rear edge of the rear edge flap, and the intake ports for taking in air on the upper surface of the rear edge flap are arranged in a row. The intake port group is formed in a row or in a line, and the induction box / first series passage is formed by the members of the outer plate material, the spar member, the small bone member, etc. constituting the main body of the trailing edge flap. It was provided inside the main body.

  In order to solve the above-described problem, the slotted flap of the aircraft according to the present invention is an extension of the slotted flap between the second communication path end on the main wing side and the first series path end on the slotted flap side. In some cases, an expansion / contraction communication device is provided in which the end of the first series passage on the slotted flap side continues to maintain communication with the end of the second communication passage on the main wing side.

  In order to solve the above problems, the first on-off valve in the aircraft boundary layer control device of the present invention is provided with rotation shafts at both ends on the rotation center line of the valve body, and the first busbar in the valve body A first plane portion closed in the direction of the rotation center line of the valve body between the second bus bars is formed, and a second plane portion is formed in the direction of the rotation center line of the valve body between the third bus bar and the fourth bus bar. And a plurality of communication holes penetrating on the opposite side across the rotation center line of the valve body are provided in the second plane portion and are opened in a plurality of rows in the direction of the rotation center line of the valve body. A protrusion is formed on the upper surface of the main wing in the direction of the rotation center line of the valve body between the fifth bus and the sixth bus, and a recess is formed from the fifth bus toward the inside of the protrusion. The indentation is formed from the protrusions toward the inside between the sixth bus bars. Body may be the adopting rotary-off valve in combination therein.

  In order to solve the above problems, the first on-off valve in the aircraft boundary layer control device of the present invention is provided with rotation shafts at both ends on the rotation center line of the valve body, and the first busbar in the valve body A first plane portion closed in the direction of the rotation center line of the valve body between the second bus bars is formed, and a second plane portion is formed in the direction of the rotation center line of the valve body between the third bus bar and the fourth bus bar. And a plurality of communication holes penetrating the second plane portion on the opposite side across the rotation center line of the valve body are provided in a row in the direction of the rotation center line of the valve body. It is good also as having employ | adopted the rotary on-off valve which combined the said valve body currently carried out inside.

Effect of the invention

  Since the present invention is configured as described above, the following effects can be obtained.

  When taking off and landing of an aircraft in which the upper surface of the main wing is likely to peel off, when the first on-off valve and the second on-off valve are opened by an aircraft control system, the intake port and the discharge hole are communicated with each other through a communication path. Air of the upper surface of the main wing opening the intake port is sucked by the action of the suction force generated on the inner peripheral surface of the intake side in the propulsion engine, and the air flow flowing through the upper surface of the main wing is reduced by reducing the pressure of the upper surface of the main wing. The boundary layer peeling phenomenon of the upper surface of the main wing can be suppressed by flowing along the upper surface. Moreover, when the opening position of the intake port is set behind the main wing upper surface, the boundary layer peeling phenomenon of the main wing upper surface can be more effectively suppressed.

  At the same time, the air flow flowing along the main wing leading edge side from the main wing leading edge to the main wing trailing edge due to the suction of the air on the main wing upper surface and the lowering of the air pressure on the main wing upper surface causes The air velocity at the top surface of the main wing is drawn by the Coanda effect and flows along the top surface of the main wing. As a result, the pressure at the top surface of the main wing is reduced and lift is improved. Can do. Moreover, if the opening position of the intake port is set behind the upper surface of the main wing, lift can be improved more effectively.

  When the angle of attack is increased and the separation region of the upper surface of the main wing is expected to gradually expand, the intake port is arranged in the spar direction behind the upper surface of the blade root side where the generation of lift in the main wing of the aircraft is large. The front intake port group, the central intake port group, and the rear intake port group are configured to be divided and opened in a substantially girder direction, and the rear intake port group is arranged at the blade root side trailing edge to which the trailing edge flap is attached. Set in front of the unit, the arrangement position of the central intake group is set in front of the arrangement position of the rear intake group, the arrangement position of the front intake group is set in front of the arrangement position of the central intake group, The intake groups are arranged in parallel or substantially in parallel, so that a reciprocating on-off valve that opens and closes the central intake group located in front of the rear intake group, and the central intake group Front take located in front When the reciprocating on-off valve that opens and closes the mouth group is sequentially opened according to the situation, in addition to the rear inlet group, air in the opening area of the central inlet group and the front inlet group is sucked, and the blade root Since the airflow flowing through the side upper surface portion is drawn and flows along, the boundary layer peeling phenomenon of the blade root side upper surface portion can be finely suppressed. As a result, it is possible to suppress the stall and secure the lift, which can greatly contribute to the stable flight at the time of takeoff and landing of the aircraft.

  The reciprocating on-off valve provided with a bucket-type valve body includes a side wall that rises from both sides of the bottom of the valve body and a front wall that rises from the front of the bottom when the reciprocating on-off valve is open. And a bucket portion integrated with the bottom portion to form a partition wall, and the air flow flowing in from the discharge hole by suction of the jet engine compression portion. In addition, when the compression part of the jet engine sucks, it is possible to prevent as much as possible the mixed flow with the air flow flowing in from the front side of the inner peripheral surface of the jet engine, and the air at the blade root side upper surface part can be reliably taken in. it can. Furthermore, if the discharge holes are opened at a plurality of locations on the inner peripheral surface of the intake side, a sufficient air flow can be taken from the discharge holes.

  Furthermore, since each outer wall surface of the side wall portion of the bucket-type valve body is formed in a plane parallel to the plane including the rotation center line of the jet engine, there is a gap between each outer wall surface and the intake side inner circumferential surface. Regardless of the opening angle of the bucket type valve element, the bucket type valve element can always be kept constant, so that the bucket type valve element can be opened at an opening degree as required.

  A reciprocating on-off valve having a valve body formed into a tapered shape is a truncated cone-shaped cylinder formed by all the valve bodies formed into a tapered shape when the reciprocating on-off valve is open. Becomes a partition wall, and the air flow that flows in from each discharge hole when the jet engine's compression part sucks and the air flow that flows from the front side of the inner surface of the jet engine when the jet engine's compression part sucks As much as possible, the air on the blade root side upper surface portion can be reliably taken in, and a sufficient amount of air flow can be taken in.

  In addition, when the reciprocating on-off valve is in the open state, the truncated cone-shaped cylinder formed by all the valve bodies divides the front surface of the compression part of the jet engine into the inner side and the outer side over the entire circumference. Even in the rotor and stator constituting the compression section of the jet engine, an equal load is always applied over the entire circumference during the rotation of the jet engine, and vibrations due to a change in the load can be prevented.

  And the intake port which takes in the air of the above-mentioned main wing upper surface part in the main wing upper surface part of an aircraft is provided by opening one or more places, and the air taken in by the intake port on the intake side inner peripheral surface of the propulsion engine of the aircraft The discharge hole to be discharged is provided at one or a plurality of positions, and a communication path communicating between the intake port and the discharge hole is provided between the intake port and the discharge hole, and is controlled by the control system of the aircraft. The boundary layer control device provided with an opening / closing valve that opens and closes communication between the intake port and the discharge hole at any one of the intake port, the discharge hole, or the communication path can simplify the boundary layer control device, The boundary level control device can be provided at low cost, and can greatly contribute to stable flight of the aircraft. Moreover, when the opening position of the intake port is set behind the main wing upper surface, the boundary layer separation phenomenon of the main wing upper surface can be more effectively suppressed and the lift can be improved.

  And the intake port which takes in the air of the above-mentioned main wing upper surface part in the main wing upper surface part of an aircraft is provided by opening one or more places, and the air taken in by the intake port on the intake side inner peripheral surface of the propulsion engine of the aircraft A discharge hole to be discharged is provided at one or a plurality of positions, and a communication path communicating between the intake port and the discharge hole is provided between the intake port and the discharge hole, and the gap between the intake port and the discharge hole is The boundary layer control device that is always in communication by the communication path can further simplify the boundary layer control device, and can provide the boundary layer control device at low cost. In addition, since a high lift force can always be ensured during the flight, the stall can be reduced and the aircraft can greatly contribute to stable flight. Moreover, when the opening position of the intake port is set behind the main wing upper surface, the boundary layer separation phenomenon of the main wing upper surface can be more effectively suppressed and the lift can be improved.

  The trailing edge flap according to the present invention opens in the left-right direction on the front upper surface of the trailing edge of the trailing edge flap, and the inlets for taking in air on the upper surface of the trailing edge flap are arranged in a row or in a line. By configuring the group, when the trailing edge flap is operated, the air flow flowing on the upper surface of the trailing edge flap is sucked to reduce the atmospheric pressure and to suppress boundary layer separation. Furthermore, in order to increase the flow speed by sucking the air flow toward the opening area of the front upper surface of the trailing edge of the trailing edge flap where the atmospheric pressure has decreased, the air flow of the upper surface of the trailing edge flap is attracted by the Coanda effect. It flows along the upper surface of the trailing edge flap, and the pressure on the upper surface of the trailing edge flap can be reduced to improve the lift force.

  In addition, the trailing edge flap is provided by providing an induction box / first series passage on the rear side of the trailing edge flap body by a member such as an outer plate material, a spar member, or a small bone member constituting the body of the trailing edge flap. The weight of the main body can be reduced and the manufacturing cost can be reduced.

  And, between the second communicating passage end on the main wing side and the first series passage end on the slotted flap side, when the slotted flap is extended, the first series passage end on the slotted flap side is on the main wing side. By providing an expansion and contraction communication device that keeps communicating with the end of the second communication path, the air flow that has flowed on the lower surface of the main wing during the operation of the slotted flap can be reduced by the extension of the slotted flap. It is possible to flow from the gap formed between the slotted flaps to the upper surface of the slotted flap, and the inlets for taking in the air on the upper surface of the slotted flaps in the upper surface of the rear edge of the slotted flap are arranged in a row or in a row. The air pressure flowing through the upper surface of the slotted flap is sucked to lower the atmospheric pressure. In order to suppress the boundary layer separation phenomenon and at the same time, the air flow is drawn toward the open area of the slotted flap where the air pressure has decreased, and the flow velocity is increased, so that the air flow on the top surface of the slotted flap is attracted by the Coanda effect. Thus, it flows along the upper surface portion of the slotted flap, the pressure on the upper surface portion of the slotted flap is lowered, and the lift force in the slotted flap can be improved.

  The first on-off valve that opens and closes the intake port group that opens to the upper surface of the main wing is provided with a rotation shaft at both ends on the rotation center line of the valve body, and is closed between the first bus line and the second bus line in the valve body. The first flat surface portion is formed, the second flat surface portion is formed between the third bus bar and the fourth bus bar, and the second flat surface portion penetrates the opposite side of the rotation center line of the valve body. A plurality of communication holes are provided in a plurality of openings in a row in the direction of the rotation center line of the valve body, and further, a protrusion that generates turbulence on the upper surface of the main wing between the fifth bus and the sixth bus, and the fifth Rotation in which the valve body is formed in which a recess is formed inwardly between the protrusions from the busbar side, and a recess is formed inwardly between the protrusions from the protrusion to the sixth busbar. By adopting the type on-off valve, the closed first flat surface portion and the first opening through which the communication hole opens Opening and closing the intake port group that opens to the upper surface of the main wing by the flat surface, and by causing the protrusion to protrude from the upper surface of the main wing, turbulence is created in the upper surface of the main wing behind the protrusion, and air inside and outside the boundary layer By mixing them together, the upper surface of the main wing can be kept in a turbulent boundary layer to suppress separation, and the lift of the upper surface of the main wing can be increased.

  In particular, in the rear induction box arranged on the main wing side in front of the front edge of the trailing edge flap, the closed first plane part, the second plane part where the communication hole opens, and the depressions before and after the projection part and the projection part are formed. By combining the provided valve bodies, when operating the trailing edge flap attached to the trailing edge of the main wing, the projection protrudes behind the upper surface of the main wing, thereby creating a turbulent flow on the upper surface of the trailing edge flap, and the boundary layer The lift of the trailing edge flap and the main wing side can be increased by mixing the air inside and outside to keep the upper surface of the trailing edge flap in the turbulent boundary layer and suppress the separation. Furthermore, when shifting to cruise flight, the drag of the protrusion can be reduced by positioning the closed first flat surface portion in place of the protrusion portion on the same plane as the main wing upper surface portion.

  Further, in the valve body provided with the closed first flat surface portion and the second flat surface portion where the communication hole is opened without providing the protrusion portion and the depressions before and after the protrusion portion, for example, parallel to the blade root side upper surface portion. Of the front intake group, the central intake group, and the rear intake group that are arranged in a shape or substantially in parallel, in combination with the front intake group and the central intake group. An embodiment in which valve bodies provided with recesses in the front and rear are combined is also conceivable, and the boundary layer on the upper surface of the main wing can be more finely controlled by various combinations.

  1 is a schematic side view showing an embodiment of an aircraft to which the present invention is applied.   The schematic plan view which shows one Example of the blade root side upper surface part and wing-tip direction upper surface part in the main wing of the aircraft to which this invention is applied.   The schematic longitudinal cross-sectional view which shows the Ca-Ca cross section of the front intake port 13a group in FIG.   The schematic longitudinal cross-sectional view which shows the Example which integrated the 1st series channel | path and the induction box.   1 is a partially cutaway schematic longitudinal sectional view of a jet engine.   The perspective view of a bucket-type valve body.   1 is a partially cutaway schematic longitudinal sectional view of a jet engine.   FIG. 2 is a schematic development view in which an intake side inner peripheral surface of a jet engine is cut along a line in the front-rear direction and extended to a flat surface.   The schematic plan view of the valve body back surface in a reciprocating on-off valve.   The perspective view of the valve body back surface in a reciprocating on-off valve.   The schematic plan view which shows the structure of a trailing edge flap.   The schematic longitudinal cross-sectional view which shows the structure of the DD cross-section part of the trailing edge flap in FIG.   The expansion | extension corresponding | compatible communication apparatus, and the general | schematic bottom view which looked at the main wing side lower surface provided with the said expansion | extension corresponding | compatible communication apparatus, and the slotted flap lower surface from the downward direction.   The schematic longitudinal cross-sectional view of the rotary on-off valve which shows the cross section orthogonal to the rotating shaft direction of a valve body.   The schematic longitudinal cross-sectional view of the said rotary body with a projection part and a holder which show the cross section orthogonal to the rotating shaft direction of the rotary body with a projection part.   1 is a schematic partial longitudinal sectional view of a rotary on-off valve provided on the inner side of an intake side of a jet engine.   The schematic partial longitudinal cross-sectional view which shows the JJ cross section of the jet engine in FIG.   The schematic fragmentary longitudinal cross-section which shows the structure which implemented the sliding on-off valve in the jet engine.   An annular on-off valve is implemented in a jet engine, and is a schematic longitudinal sectional view showing a cross section perpendicular to the rotational axis direction of the jet engine at a portion where the annular passage and the annular valve body overlap in the jet engine. The compression unit is omitted.

2, main wing upper surface 3, 13 intake port 6, 28, 111, 131, 141 intake side inner peripheral surface 7, 27, 49, 113, 144, 148 discharge hole 9 communication path 12, 92 blade root upper surface 14, 50 Trailing edge flap 16 Induction box 17 Reinforcing plate 18, 30, 41, 55 Reciprocating on-off valve 19, 31, 42, 56, 81, 101, 115 Valve body 22 Second communication passage 23, 97 First series passage 25, 110, 130, 140 Jet engine 29, 40, 112 Annular passage 45 Frustum-shaped cylinder 52 Induction box / first series passage 80, 114 Rotary on-off valve 89, 123 Communication hole 93, 104 Protrusion 94, 105 Recess 98 induction box 106 housing 119 first flat surface portion 122 second flat surface portion 133 annular valve body 134 sliding on-off valves 143 and 147 Closure 150 Annular open / close valve

  Embodiments of the present invention will be described with reference to the drawings. The relative dimensions, structures, and the like shown in the embodiments are merely examples for facilitating understanding of the invention, and do not limit the present invention unless otherwise specified. In the present specification and drawings, elements having substantially the same functions and configurations are denoted by the same reference numerals, and redundant description is simplified or omitted, and elements that are not directly related to the present invention. The illustration is omitted.

  FIG. 1 is a schematic explanatory diagram in which a boundary layer control device is implemented in a main wing and a propulsion engine of an aircraft according to the present invention, and shows a basic configuration when the aircraft is viewed from the left side. Although not shown, the basic configuration of the aircraft main wing and the propulsion engine according to the present invention viewed from the right side also has the same structure and configuration as the basic configuration viewed from the left side.

  In the embodiment shown in FIG. 1, a single or a plurality of intake ports 3 for taking in air from the main wing upper surface portion 2 are provided in the main wing upper surface portion 2 of the aircraft 1. A first on-off valve 4 that is controlled by a control system and opens and closes the intake port 3 is provided, and a discharge hole that discharges air taken in by the intake port 3 to the intake-side inner peripheral surface 6 of the propulsion engine 5 of the aircraft 1. 7 is provided with an opening at a single location or at multiple locations, and a second on-off valve 8 that opens and closes the discharge hole 7 under the control of the control system of the aircraft 1 is provided in the discharge hole 7. Then, when the first on-off valve 4 and the second on-off valve 8 are controlled by the control system of the aircraft 1 and are opened as shown in FIG. 1, the communication path for communicating between the intake 3 and the discharge hole 7. 9 is provided between the intake port and the discharge hole. The first on-off valve 4 and the second on-off valve 8 are opened by being controlled by an aircraft control system, particularly during take-off and landing of an aircraft in which peeling is likely to occur on the upper surface of the main wing, and between the intake port 3 and the discharge hole 7. Are communicated by the communication passage 9.

  Further, when the opening position of the intake port 3 is set behind the main wing upper surface portion 2 of the aircraft 1, the boundary layer on the main wing upper surface portion 2 can be more effectively formed by taking in air behind the main wing upper surface portion 2. Can be controlled.

  The embodiment shown in FIG. 2 is a schematic plan view of the left side of the main wing of the aircraft as viewed from above. Although not shown, the right side of the main wing of the aircraft has a structure and configuration that is in contrast to the left side of the main wing of FIG. And the left and right main wings are arranged symmetrically on the fuselage and are integrated.

  In the embodiment shown in FIG. 2, the plurality of intakes 13 a, 13 b, 13 c are the blade root side upper surface portion 12 (mainly the portion surrounded by the dotted line in FIG. 2) that generates a large lift in the main wing 11 of the aircraft 10. The front intake port 13a group, the central intake port 13b group, and the rear intake port 13c group are configured by being divided and opened in the rear girder direction or the substantially girder direction, respectively. The front side of the blade root side rear edge 15 to which the edge flap 14 is attached is set, and the arrangement position of the central intake port 13b group is set in front of the arrangement position of the rear intake port 13c group. The arrangement position of the front intake port 13a group is set in front of the arrangement position of the central intake port 13b group, and the front intake port 13a group, the central intake port 13b group, and the rear intake port 13c group are arranged in parallel. Is segment sequence substantially parallel shape.

  The Ca—Ca cross section in the front intake port 13a group in FIG. 2, the Cb—Cb cross section in the central intake port 13b group, and the Cc—Cc cross section in the rear intake port 13c group are substantially the same. It has a structure and a function. Therefore, FIG. 3 which shows the Ca-Ca cross-section part of the front intake port 13a group in FIG. 2 is demonstrated to an example.

  In the embodiment shown in FIG. 3, the front induction box 16a is disposed and fixed inside the blade root side upper surface portion 12, and the front intake port 13a group described above is flush with the blade root side upper surface portion 12 in the front induction box 16a. Are provided in a row. In addition, an embodiment in which intake groups for taking in air on the upper surface of the main wing are directly opened in a row on the blade root upper surface outer plate is also conceivable, and the outer side of the blade root upper surface where the front intake group is open is also conceivable. A front induction box may be disposed and fixed inside the plate, and the front induction box may be provided with a first on-off valve that opens and closes the front intake port group.

  And inside the main body of the front induction box 16a, a first on-off valve that opens and closes each intake port of the front intake port 13a group that is opened in the above-described row shape is disposed at each intake port. One open / close valve simultaneously opens and closes the front intake port 13a group. Further, various types of on-off valves may be used as the first on-off valve, but when the first on-off valve is closed, it is easy to form a curved surface continuous with the blade root side upper surface portion 12. A type on-off valve 18a is employed.

  In addition, several reinforcing plates 17 are provided in the front induction box 16a main body to integrate the front portion and the rear portion of the front induction box 16a main body, thereby ensuring the rigidity of the front induction box 16a main body. Furthermore, in order to ensure rigidity, it is good also as integrating with the reinforcing material which bridges between the front part and back part in the blade root side upper surface part 12 of the front induction box 16a. In the case of integrating with a reinforcing material, if the reinforcing material upper surface is assembled so as to constitute the same surface as the blade root side upper surface portion 12, an increase in the drag of the blade root side upper surface portion 12 can be prevented. In addition, as a method of simply securing rigidity, the drag increases, but the front portion and the rear portion in the front induction box 16a main body are integrated with a reinforcing material that bridges the aircraft blade root upper surface portion 12 in the front-rear direction. Configuration is also conceivable.

  Further, when the above-described front induction box 16a main body is integrated with a reinforcing material that bridges the front portion and the rear portion, the shape of each intake port and the reciprocating on-off valve 18a that opens and closes each intake port. If the shape of the valve body is set to a parallelogram or at least one pair of opposite sides parallel to each other, and the set of parallel opposite sides is set in the same direction as the longitudinal direction of the aircraft, the reinforcing material to be bridged will also be Easy assembly in the front-rear direction. Further, it may be set to a circle or an ellipse.

  Several valve bodies 19a of the reciprocating on-off valve 18a are arranged inside the front induction box 16a main body divided by the reinforcing plate 17, and the valve body 19a further includes the reinforcing plate 17 and the front induction box. It is being fixed to the rotating shaft 20 supported by each bearing part provided in 16a both sides. In the above-described embodiment, a plurality of valve bodies 19a arranged in the main body of the front induction box 16a divided by the reinforcing plate 17 are arranged, but a plurality of the valve bodies 19a are integrally structured and fixed to the rotary shaft 20. It is good. Alternatively, all the valve bodies 19a may be integrated and incorporated into the front induction box 16a main body.

  The reciprocating on-off valve 18a is controlled by an aircraft control system, and the valve body 19a is opened forward in a row by reciprocating like a wiper blade around the rotating shaft 20 as a wiper blade. The group 13a is opened and closed from below. In this embodiment, the inner peripheral surface of the front intake port 13a group is formed into a shape that serves as a valve seat on the outer peripheral side surface of the valve body 19a, and when the reciprocating on-off valve 18a is closed, the two are in surface contact. Thus, the front intake port 13a group is closed. A driving method for the first on-off valve and the second on-off valve described later will be described later.

  Further, the valve surface 21 of the valve body 19a is a curved surface continuous with the blade root upper surface portion 12 so that the frictional drag of the blade root upper surface portion 12 can be reduced as much as possible when the reciprocating on-off valve 18a is closed. It is molded into a shape.

  A front intake port 13a group opens to the blade root side upper surface portion 12 at the rear side inside the main body of the front induction box 16a, and a discharge hole 27, which will be described later, serves as an intake of the jet engine 25 as shown in FIG. When the front intake port 13a group and the discharge hole 27 communicate with each other, the front intake port 13a group collects the air flow taken in by the suction force of the compression portion 39 of the jet engine 25. A first series passage 23a is formed and provided in the spar direction of the main wing or substantially in the spar direction. The reason why the formation position of the first series passage 23a is set to the rear side of the front induction box 16a is that the air flow taken in by the intake port group easily flows into the first series passage 23a side, Although it is also for securing the volume required for the passage, the formation position of the first series passage 23a is not limited. Further, the first series passage 23a communicates with a second communication passage 22 that is piped inside the pylon 26 that supports the jet engine 25 shown in FIG.

  Further, as in the embodiment shown in FIG. 4, the position when the valve body 24 is opened to the maximum is further expanded than the position when the valve body is opened to the maximum in FIG. It is good also as integrating.

  In the first series passage 23a, when it is raining with the reciprocating on-off valve 18a opened, rainwater is infiltrated from the intake port 13a group. As a countermeasure, the first series passage 23a communicates with a first series passage 23b and a first series passage 23c, which will be described later, by a communication pipe, and the lowest position of the communication pipe or each of the first series passages 23a, 23b, 23c. It is advisable to provide a water draining device having a function of discharging water to the outside during parking. Further, the water draining device may be circulated only in one direction to the outside. Furthermore, it is good also as providing each exclusive draining device, without making the said 1st series passage 23a and postscript 1st series passage 23b, and the 1st series passage 23c connect.

  Further, an electric heater is attached to or attached to the front induction box 16a so that the reciprocating on-off valve 18a can be smoothly opened and closed even at low temperatures and during snowfall. In addition to the front induction box 16a body, the reciprocating on-off valve 18a and the valve body 19a, the periphery of the reciprocating on-off valve 18a, and the water draining device may be warmed. Heating by engine bleed is also conceivable.

  The above-described front induction box 16a and the central induction box 16b and the rear induction box 16c which are arranged in parallel or substantially in parallel also have substantially the same function and configuration, and are used for aircraft control. Each valve element 19b in the reciprocating on-off valve 18b provided inside the central induction box 16b main body opens and closes the central intake port 13b group, and the reciprocating on-off valve provided inside the rear induction box 16c. Each valve element 19c in 18c opens and closes the rear intake port 13c group.

  In the central induction box 16b and the rear induction box 16c, the air flow taken in by the suction force of the compression portion 39 of the jet engine 25 is gathered in the rear of each main body at the central intake port 13b group and the rear intake port 13c group. A first series passage 23b and a first series passage 23c are formed in the spar direction of the main wing 11 or substantially in the spar direction. Further, the first series passage 23b and the first series passage 23c are connected to the second communication path 22 that is piped inside the pylon 26 that supports the jet engine 25 together with the first series passage 23a. Yes.

  The opening / closing order of the front intake port 13a group, the central intake port 13b group, and the rear intake port 13c group starts to open from the rear intake port 13c group, and then sequentially opens with the central intake port 13b group and the front intake port 13a group, When closing, it starts to close from the front intake port 13a group, and is sequentially closed with the central intake port 13b group and the front intake port 13a group. However, without limitation, the front intake port 13a group, the central intake port 13b group, and the rear intake port 13c group may be simultaneously opened and closed.

  The position of each induction box, etc. that supports the valve element in each reciprocating on-off valve, including each intake port group, is set to a position where the blade thickness ratio in the main wing is the same value or a position near the same value. It is possible to simplify the structure and production process of the reciprocating on-off valve as well as the group.

  As shown in FIG. 5, the second communication passage 22 communicates with an annular passage 29 provided in the circumferential inner side of the intake side inner peripheral surface 28 of the jet engine 25, and further, Each discharge hole 27 provided with a plurality of openings in the direction communicates with the annular passage 29. Each discharge hole 27 is provided with a second on-off valve, and the second on-off valve is controlled by an aircraft control system, particularly during take-off and landing of the aircraft that is liable to peel off on the upper surface of the main wing. The hole 27 is opened and closed.

  Various types of on-off valves can be used as the second on-off valve. In the embodiment shown in FIGS. 5 and 6, a reciprocating on-off valve 30 is adopted as in the case of the first on-off valve. The embodiment shown in FIG. 9 employs a reciprocating on-off valve 41 of a different type.

  In the embodiment shown in FIG. 5, a reciprocating on-off valve 30 is adopted for each of the discharge holes 27, and a bucket-type valve element 31 is further adopted.

  As in the embodiment shown in FIG. 6, the reciprocating on-off valve 30 serving as the second on-off valve has a side wall portion 35a in which the valve body 31 of the reciprocating on-off valve 30 rises from both sides of the bottom 34 of the valve body 31. , 35b and the front side wall portion 32 rising from the front side of the bottom portion 34 form a substantially U-shaped side wall portion and are integrated with the bottom portion 34, so that the substantially U-shaped side wall portion of the side wall portion is formed. The upper surface part 36 and the rear surface part 37 comprise the bucket type | mold which was open | released.

  As shown in FIG. 5, the front side wall portion 32 of the valve body 31 is supported by a bearing portion provided at the base portion of the jet engine 25 via a rotating shaft 33, and the valve body 31 is attached to the jet engine 25. By operating like a fan in the direction of the rotation center line, only the opened rear surface portion 37 of the valve body 31 faces the front surface of the compression portion 39 of the jet engine 25 to open the discharge hole 27, and the valve body 31 is The discharge hole 27 is provided with a reciprocating on-off valve 30 that closes and closes the discharge hole 27 by operating in a fan shape on the side opposite to the rotation center line direction of the jet engine 25. The rotation center line AA of the rotation shaft 33 is set to coincide with a tangent on the circumference centering on the rotation center line of the jet engine 25.

  Further, the outer wall surfaces of the side wall portions 35a and 35b are formed in parallel planes with the plane including the rotation center line of the jet engine 25, and the space between each outer wall surface and the intake side inner peripheral surface 28 is as much as possible. It is set to a narrow gap. Therefore, it is possible to maintain a contactless seal between each outer wall surface and the intake-side inner peripheral surface 28 during the opening / closing operation of the valve body 31 and before and after the opening / closing operation.

  As shown in FIG. 5, when the reciprocating on-off valve 30 is opened, when the opened rear surface portion 37 of the valve body 31 faces the front surface of the compression portion 39 of the jet engine 25, the bottom portion of the valve body 31 34, the side wall portions 35a and 35b and the front side wall portion 32 serve as partition walls to partition the annular passage 29 and the intake side inner peripheral surface 28, and the compression portion 39 of the jet engine 25 sucks in the intake air of the jet engine 25. The air flow flowing in from the front of the side inner peripheral surface 28 and the air flow flowing in from the discharge holes 27 by the suction of the compression unit 39 of the jet engine 25 are prevented as much as possible, and the compression unit of the jet engine 25 is prevented. The air flow flowing in from the discharge holes 27 is surely sucked by the suction force of 39, so that the air in the main wing root side upper surface portion 12 is taken in reliably.

  Further, the valve surface portion 38 on the opposite side of the bottom 34 in each valve body 31 is formed so as to form the same curved surface shape as the intake-side inner peripheral surface 28 of the jet engine 25 when the reciprocating on-off valves 30 are closed. Therefore, when each reciprocating on-off valve 30 is closed, the air flow sucked by the compression unit 39 of the jet engine 25 can smoothly pass through the intake side inner peripheral surface 28.

  Next, an embodiment in which a reciprocating on-off valve having a different type from the above-described reciprocating on-off valve 30 is adopted as the second on-off valve will be described with reference to the drawings.

  In the embodiment shown in FIG. 7, an annular passage that communicates with the second communication passage 22 that is piped inside the pylon 26 that supports the jet engine 25 on the inner circumferential surface 28 of the intake side of the jet engine 25. 40, and a plurality of discharge holes 49 communicating with the annular passage 40 are provided in the circumferential direction of the intake side inner peripheral surface 28. Further, the plurality of discharge holes 49 are respectively provided with reciprocating on-off valves 41 which are second on-off valves.

  In the embodiment shown in FIG. 7, each discharge hole 49 is not shown, but the intake-side inner peripheral surface 28 of the jet engine 25 in which each discharge hole 49 is opened is cut along a line in the front-rear direction to form a flat surface. One opening portion of the plurality of discharge holes 49 is illustrated by the expanded view of FIG. Further, the intake side inner peripheral surface 28 obtained by returning the developed view of FIG. 8 to the cylindrical shape has the position of A in FIG. 8 overlapped with the position of A in FIG. 7, and the position of B is the position of B in FIG. Furthermore, the position of C overlaps with the position of C in FIG. Further, the front intake side inner peripheral surface 28 between the position A and the position B in FIG. 8 and the intake side inner peripheral surface 28 behind the position B form the same inner peripheral surface.

  The reciprocating on-off valve 41, which is the second on-off valve, is a valve body formed into a tapered shape whose width is reduced as both sides 44a and 44b go rearward as in the embodiment shown in FIGS. As shown in FIG. 7, the reciprocating on-off valve 41 is provided in each discharge hole 49 provided at a plurality of locations on the intake-side inner peripheral surface 28 of the jet engine. And a valve body 42 in each of the reciprocating on-off valves 41 is supported at a front end portion of the valve body 42 at a bearing portion provided at a base portion of the jet engine 25 via a rotary shaft 43, When the body 42 operates in a fan shape in the direction of the rotation center line of the jet engine 25, all the discharge holes 49 opened in the intake side inner peripheral surface 28 of the jet engine 25 are opened and the jet engine 25 is opened. The frustoconical shape of the cylinder 45 which is reduced in diameter toward the rear inside of the intake-side inner circumferential surface 28 of the emission 25 made forms. Further, all the valve bodies 42 operate in a fan shape on the side opposite to the rotation center line direction of the jet engine 25, thereby closing and closing all the discharge holes 49 opened in the intake side inner peripheral surface 28 of the jet engine 25. ing. The rotation center line BB of each rotation shaft 43 is set on a tangent line on the circumference centering on the rotation center line of the jet engine 25.

  With the above-described configuration, when each reciprocating on-off valve 41 is opened, the truncated cone-shaped cylinder 45 formed by all the valve bodies 42 serves as a partition, and the compression portion 39 of the jet engine 25 sucks. The air flow that flows in from each discharge hole 49 that opens in the annular passage 40 by the air flow and the air flow that flows in from the front side of the intake side inner peripheral surface 28 of the jet engine 25 due to the suction of the compression portion 39 of the jet engine 25. Can be prevented as much as possible, and the air on the main wing root side upper surface 12 can be taken in reliably.

  Further, all the valve bodies 42 are housed in a position that is flush with the intake-side inner peripheral surface 28 of the jet engine 25 when each reciprocating on-off valve 41 is closed, and each valve body 42 after the housing is housed. The valve surface 46 is shaped so as to form the same curved surface as the intake side inner peripheral surface 28.

  As described above, when each reciprocating on-off valve 41 is closed, the valve surfaces 46 of all the valve bodies 42 are formed in positions and shapes that form the same curved surface as the intake-side inner peripheral surface 28 of the jet engine 25. Therefore, when each reciprocating on-off valve 41 is open, the inner peripheral surface of the truncated cone-shaped cylinder 45 formed by the valve surfaces 46 of all the valve bodies 42 does not accurately form the truncated cone shape. During cruising, the ratio of which is larger than when the aircraft is taking off and landing, each reciprocating on-off valve 41 is closed, and the valve surfaces 46 of all the valve bodies 42 form the same curved surface as the intake side inner peripheral surface 28, The air flow sucked by the compression unit 39 of the engine 25 can pass smoothly through the intake side inner peripheral surface 28 without being disturbed.

  When all the valve bodies 42 are also open on the back surface 47 side of the valve surface 46, the air flow flowing in from the discharge holes 49 opened in the intake side inner peripheral surface 28 is converted into the compression portion of the jet engine 26. The back surface 47 side is shaped so as to flow smoothly to the 39 side, and as shown in FIGS. 9 and 10, ribs 48 for rectifying the air flow flowing from the discharge holes 49 are provided. By providing this, the rigidity of the valve body 42 can be improved.

  In the above, the case where the reciprocating on-off valve is adopted as the first on-off valve and the second on-off valve has been described. Furthermore, not only the above-described reciprocating on-off valve but also other types of on-off valves can be considered as the first on-off valve and the second on-off valve, which will be described later.

  Further, although the detailed description of the driving method for the first on-off valve and the second on-off valve described above is omitted, the control blade surface of each part in the existing aircraft, including the first on-off valve and the second on-off valve described later, and Similarly, hydraulic, electric, compressed air, etc. so that optimal flight can be performed after manually driving or processing information received from various sensors attached to the aircraft side with a computer etc. The first on-off valve and the second on-off valve are driven by the various driving forces. The driving force is controlled by each control system in the aircraft.

Next, the operation of the above embodiment will be described.
The main wing of an aircraft, in the range where the angle of attack is small, the airflow on the upper surface of the main wing is drawn to the upper surface of the main wing due to the Coanda effect and flows along, and the pressure decreases and contributes to lift. The delamination phenomenon makes it difficult for the air flow to flow along the upper surface of the main wing, and the lift is reduced, causing the aircraft to easily stall. In particular, the flying speed is low at the time of take-off of the aircraft, and the flying speed has to be lowered at the time of landing, so that the flying speed becomes low as at the time of take-off.

  The boundary layer control apparatus according to the present invention is configured to control the enlargement of the separation area generated on the upper surface 2 of the main wing of the aircraft 1 when the aircraft has a large angle of attack during takeoff and landing in FIG. The first on-off valve 4 provided in the intake port 3 for taking in air from the upper surface portion 2 is opened by the aircraft control system so that the intake port 3 is opened in the main wing upper surface portion 2, and the propulsion engine 5 of the aircraft 1 The intake port 3 and the discharge port are opened by opening the second opening / closing valve 8 provided in the discharge hole 7 that opens to the inner peripheral surface 6 of the intake side and discharges the air taken in by the intake port 3 by the control system of the aircraft. The holes 7 communicate with each other through the communication passage 9, and the air at the upper surface 2 of the main wing where the intake 3 opens is sucked by the suction force generated at the air intake 6 in the propulsion engine of the aircraft 1. Care Reducing the act to inhibit boundary layer separation phenomenon of wing upper surface 2.

  Further, in FIG. 2, a front intake port 13 a group and a central intake port 13 b that are opened and arranged in a row in the spar direction or substantially the spar direction at the rear of the wing root-side upper surface portion 12 where the lift of the main wing 11 of the aircraft 10 is large. By opening a reciprocating on-off valve 18c (first on-off valve) that opens and closes the rear intake port 13c group arranged rearmost among the group, rear intake port 13c group, the rear intake port 13c group becomes the blade root side. Reciprocating on-off valves 30 [second on-off valves] that open to the rear of the upper surface portion 12 and open and close the discharge holes 27 provided at a plurality of locations on the intake-side inner peripheral surface 28 of the jet engine 25 in FIG. ], Each of the discharge holes 27 is opened in the intake side inner peripheral surface 28, and the first communication passage 23c, the second communication passage 22 communicating with the first communication passage 23c, and the second communication passage 22 Communicating ring The rear intake port 13c group and the discharge hole 27 are communicated with each other by a passage 29. The rear intake port 13c group opens by the suction force generated in the compression portion 39 of the jet engine 25, and the rear upper surface portion 12 of the blade root side opens. Air is sucked in, and acts to reduce the air pressure behind the blade root side upper surface portion 12 and suppress the boundary layer peeling phenomenon of the blade root upper surface portion 12.

  Further, since the opening position of the rear intake port 13c group is set in front of the blade root side rear edge portion 15, the blade root side upper surface from the blade root side front edge portion toward the blade root side rear edge portion 15 is set. The air flow flowing along the portion 12 increases the flow velocity so that the air flow is sucked toward the opening area of the rear intake port 13c group in which the atmospheric pressure is reduced, and as a result, the air flow on the blade root side upper surface portion 12 becomes the Coanda effect. It acts so that the pressure of the blade root side upper surface portion 12 is lowered and lift is improved.

  Further, when the aircraft takes a larger angle of attack and the separation area of the blade root side upper surface portion 12 is expected to expand forward, the central intake port 13b group arranged in front of the rear intake port 13c group. The reciprocating on-off valve 18b [first on-off valve] provided in the front intake port 13a group arranged in front of the central intake port 13b group and the reciprocating on-off valve 18a [first on-off valve] arranged in front of the central intake port 13b group are sequentially opened. As a result, air in the opening area of the central intake port 13b group and the front intake port 13a group in the blade root side upper surface portion 12 is sucked by the suction force generated in the compression portion 39 of the jet engine 25, and as a result, the blade root side The boundary layer separation phenomenon of the upper surface portion 12 can be finely suppressed, and the boundary layer separation phenomenon is controlled to act to contribute to stable flight of the aircraft particularly during takeoff and landing.

  Next, when the aircraft gradually reduces the angle of attack and shifts to cruise flight, on the contrary, the reciprocating on-off valve 30 (second on-off valve) that opens and closes each discharge hole 27 is closed and the front intake port 13a group is opened and closed. A reciprocating on-off valve 18a [first on-off valve], a reciprocating on-off valve 18b [first on-off valve] for opening and closing the central intake port 13b group, and a reciprocating on-off valve 18c [first valve] for opening and closing the rear intake port 13c group Are sequentially closed to flow all of the air flow sucked from the front side of the intake side inner peripheral surface 28 of the jet engine 25 to the compression unit 39 side of the jet engine 25, and the reciprocating on-off valves 18a, By closing 18b, 18c [first on-off valve], the drag of the blade root side upper surface portion 12 is reduced.

  Further, the bucket-type valve body of FIG. 6 and the valve body formed in the tapered shape of FIGS. 9 and 10 whose width decreases as both sides go rearward are the bucket-type valve body when the reciprocating on-off valve is open. The air flowed into each discharge hole when the jet engine's compression part sucks in the outer wall surface of the bucket part of the valve body and the truncated cone-shaped cylinder formed by all of the tapered valve body. It acts to prevent as much as possible the mixed flow of the air flow and the air flow that flows in from the front side of the inner surface of the intake side of the jet engine by the suction of the jet engine compressor.

Next, another embodiment will be described with reference to the drawings.
In the embodiment shown in FIG. 2 described above, the opening positions of the front intake port 13a group, the central intake port 13b group, and the rear intake port 13c group are arranged in parallel in the girder direction or substantially girder direction in the blade root side upper surface portion 12. Alternatively, the arrangement range is not limited to this position, but the opening range of each intake port group may be expanded from the position to the blade tip direction.

  In the embodiment shown in FIG. 2, the front, center, rear and intake groups are divided into three rows. However, in order to correspond to various aircraft, three or more rows or less than three rows may be divided. Good. In addition to the front intake port 13a, the central intake port 13b, and the rear intake port 13c, in addition to the front intake port 13a group, the central intake port 13b group, and the rear intake port 13c group, in order to ensure lift in the main wing blade tip direction Alternatively, a group of intake ports 13d that are opened in a plurality of rows in a substantially digit direction may be provided. The induction box having the intake port 13d group is provided with a first on-off valve for opening and closing the intake port 13d group, and a first series passage for collecting the air flow taken in from the intake port 13d group is provided in the induction box. In addition, the first series passage is communicated with the second communication passage 22.

  The intake port 13d group, the induction box in which the intake port 13d group opens, the first on-off valve that opens and closes the intake port 13d group, and the air flow taken in from the intake port 13d group are provided. The first series of passages and the like that gather include the front intake port 13a group described above, the front induction box 16a in which the front intake port 13a group opens, and the reciprocating on-off valve 18a for opening and closing the front intake port 13a [ The first on-off valve] has substantially the same function and configuration as the first series passage 23a for collecting the air flow taken in from the front intake port 13a group.

  In the embodiment shown in FIG. 1, the intake port 3 is provided with the first on-off valve 4 and the discharge hole 7 is provided with the second on-off valve 8, but in order to simplify the boundary layer control device, A single or multiple intake openings are provided in the upper surface of the main wing of the aircraft, and a single or multiple discharge holes are provided on the intake side inner peripheral surface of the aircraft propulsion engine to release the air taken in by the intake. Furthermore, a communication path communicating between the intake port and the discharge hole is provided between the intake port and the discharge hole, and an aircraft is provided at any one of the intake port, the discharge hole, or the communication path. A boundary layer control device including an on-off valve that is controlled by the control system and opens and closes communication between the intake port and the discharge hole is also conceivable.

  In the boundary layer control device described above, when the on-off valve provided at any one of the intake port, the discharge hole, or the communication path for communicating between the intake port and the discharge hole is opened, the gap between the intake port and the discharge hole Is in communication.

  Furthermore, in order to ensure a high lift at all times, a single or a plurality of intake openings are provided on the upper surface of the main wing of the aircraft, and the intake air is taken into the intake side inner peripheral surface of the aircraft propulsion engine. A discharge hole to be discharged is provided at one or a plurality of positions, and a communication path communicating between the intake port and the discharge hole is provided between the intake port and the discharge hole, and between the intake port and the discharge hole. However, a boundary layer control device that is always in communication with the communication path is also conceivable.

  In the boundary layer control device described above, since the on-off valve is not particularly provided, the intake port and the discharge hole are always in communication.

  Next, an embodiment in which the present invention is applied to a flap or a slotted flap attached to the rear end of the main wing of an aircraft will be described with reference to the drawings.

  In the embodiment shown in FIG. 11, the intake ports 13 e that open in the left-right direction of the front upper surface portion of the rear edge 51 in the rear edge flap 50 and take in air on the upper surface of the rear edge flap 50 are arranged in a row (or divided). A group of intake ports 13e is formed by opening. Then, the induction box and first series passage 52 (the portion communicated by the arrow in FIG. 11) that serves both as the induction box and the first series passage are connected to the outer plate material, the girder member, and the small bone that constitute the main body of the trailing edge flap 50. Each member such as a member is provided inside the trailing edge flap 50 main body.

  Further, in the embodiment shown in FIG. 11, an induction box / first series passage 52 is provided inside the trailing edge flap 50 main body by an outer plate material, a spar member, a small bone member or the like constituting the trailing edge flap 50 main body. However, the present invention is not limited to this, and a group of intake openings are provided in the left-right direction of the upper surface of the induction box disposed and fixed in front of the rear edge 51 in the rear edge flap 50 so as to be arranged in a row. A first series passage may be provided.

  When the induction box / first series passage 52 is formed inside the trailing edge flap 50 main body by the members constituting the trailing edge flap 50 main body, the air flow taken in from the intake port 13e group is in the direction of the arrow shown in FIG. In order to flow, an opening is provided in each arrow portion of each member such as a girder member and a small bone member constituting the rear edge flap 50 main body and communicated therewith. Further, it is preferable to take countermeasures such as applying a material for protecting the surface portion or a material for protecting the surface portion to the inner wall surface of the induction box / first series passage 52. Further, when the intake port 13e group is opened during rain, rainwater is submerged from the intake port 13e group. However, the rear edge flap 50 is lowered to enter the rear edge flap 50 from the rear end of the intake port 13e group. A rear end portion of the intake port 13e group may be set so that the accumulated water is drained.

  The induction box / first series passage 52 is provided inside the trailing edge flap 50 which operates in a fan shape around the rotation axis. Therefore, when communicating with the second communication path 22 on the main wing 62 side, the induction box / first series path 52 can communicate with the second communication path 22 even if the trailing edge flap 50 operates in a fan shape. Need to continue to be linked. Therefore, in the embodiment shown in FIG. 11, the end of the second communication passage 22 formed into a cylindrical shape on the main wing 62 side, the end of the induction box and first series passage 52 formed into a cylindrical shape, Are opposed to each other on the rotation center line C-C where the trailing edge flap 50 operates in a fan shape, and both end portions are fitted and connected to either the outer peripheral surface or the inner peripheral surface of the sliding bearing portion 53a with seal. In addition, the end portion on the second communication path 22 side on the main wing 62 side formed in the cylindrical shape is connected in a state where the end portion on the induction box / first series path 52 side formed in the cylindrical shape is rotatable. Has been.

  Further, the trailing edge flap 50 has either a cylindrical end portion of the induction box / first series passage 52 integrated in the trailing edge flap 50, which is either the outer peripheral surface or the inner peripheral surface of the sliding bearing portion 53 a with seal. It is fitted and connected to one of them (supported on the inner peripheral surface in FIG. 11), and the sliding with seal on the opposite side to the arrangement position of the sliding bearing portion 53a with seal in the rear edge flap 50. The bearing portion 53b is supported on the main wing 62 side, and the trailing edge flap 50 operates in a fan shape on the rotation center line CC. As for the trailing edge flap 50, in a large machine, it is naturally possible to adopt a trailing edge flap operating device that supports the trailing edge flap lower surface portion from the main wing lower surface portion and operates the trailing edge flap in a fan shape.

  Various types of opening / closing valves are used for the first on-off valve that opens and closes the intake ports 13e that are opened in a direct line (or may be divided) in the horizontal direction of the upper surface of the rear edge flap 50 in front of the rear edge 51. Although the use of a valve is conceivable, the embodiment shown in FIG. 12 employs a reciprocating on-off valve (not shown in FIG. 11). When the reciprocating on-off valve 55 is employed as in the embodiment shown in FIG. 12 illustrating the cross-section DD in the induction box / first series passage 52 shown in FIG. 11, the induction box / first series passage 52 is used. It is easy to secure the necessary volume.

  Various methods are also conceivable for opening and closing the valve body 56 in the reciprocating on-off valve 55. In FIG. 12, a bearing portion in which the rear end of the valve body 56 is provided at a base portion inside the rear edge flap 50 is provided. And a pin 58 fixed to the front end portion of the valve body 56 is linked to a groove 60 at one end portion of the link A in the link mechanism 59, and further, the other end of the link A The part is fixed to the rotating shaft of the motor 61 as a driving force source.

  When the motor 61 is rotated, the valve body 56 opens and closes the intake port 13e group via the link mechanism 59, and when the reciprocating on-off valve 55 is open, the induction box / first series passage 52 and the main wing side The second communication passages 22 communicate with each other.

  For driving the on-off valve body 56 in the reciprocating on-off valve 55, for example, when a driving force source such as the above-described motor 61 or an electromagnetic valve is employed, the driving force source can be moved by electrical wiring. The wiring is preferably distributed inside the second communication path 22 and further distributed through the induction box / first series path 52 to the motor 61 which is a driving force source disposed inside the main body of the trailing edge flap 50.

  The trailing edge flap described above constitutes a group of inlets by opening the inlets for taking in the air on the upper surface of the trailing edge flap in a row or in a row in the left-right direction of the front upper surface of the trailing edge in the trailing edge flap. Therefore, by opening an on-off valve that opens and closes the intake port group, the intake port group and the discharge hole communicate with each other, the air on the upper surface of the trailing edge flap is taken in, and the boundary layer peeling phenomenon on the upper surface of the trailing edge flap It suppresses and acts to increase the lift of the trailing edge flap.

  Next, an embodiment in which the present invention is applied to a slotted flap on the trailing edge of the main wing will be described with reference to the drawings.

  The main body of the slotted flap employs a structure that is substantially the same as the trailing edge flap 50 described above, but the slotted flap is pulled between the main wing and the slotted flap by pulling the slotted flap downward in the main wing after operation. The main purpose is to create a gap and let the air flow that has flowed on the lower surface of the main wing flow from the gap to the upper surface of the slotted flap.

  Therefore, in the embodiment shown in FIG. 13, when the slotted flap extends downward from the main wing side between the second communicating passage end on the main wing side and the first series passage end on the slotted flap side, both end portions A telescopic communication device is provided that keeps the communication state therebetween. FIG. 13 is a schematic bottom view of the telescopic communication device and the lower surface of the main wing provided with the telescopic communication device and the lower surface of the slotted flap attached to the trailing edge of the main wing.

  In the embodiment shown in FIG. 13, a groove 72 is provided inside the other end of the outer cylinder 71, and a sealing material such as an O-ring is attached to the groove 72, and a groove 74 is provided outside the one end of the inner cylinder 73. Both are assembled in such a manner that a sealing material such as an O-ring is attached to the groove 74 and the inner cylinder 73 slides inside the outer cylinder 71. A state where the one end portion of the outer cylinder 71 is fixed to the main wing side and the second communication passage 22 end portion exposed to the main wing side lower surface 76 is communicated with each other through a sliding bearing portion 53c with a seal. Further, the sliding is performed between the other end portion of the inner cylinder 73 and the end portion of the induction box and first series passage 75 which is fixed to the slotted flap 50a side and exposed to the lower surface of the slotted flap 50a side. An expansion / contraction communication device constructed by connecting the two in a state of being communicated with each other via a bearing 53d is provided between the lower surface of the main wing lower surface 76 and the lower surface of the slotted flap 50a attached to the rear edge of the main wing.

  The telescopic communication device is disposed between the main wing lower surface 76 and the lower surface of the slotted flap 50a with the center line in the extension direction of the telescopic communication device set in the same direction as the front-rear direction of the fuselage, and an operating device for operating the slotted flap 50a. Close to (not shown) and faired (not shown) together with the actuating device.

  With the above configuration, the slotted flap 50a side is pulled out in the rearward downward direction of the main wing, and at the same time, the inner cylinder 73 incorporated in the outer cylinder 71 extends in the same direction, and the end of the second communication passage 22 on the main wing side and the slotted The slotted flap 50a extends while maintaining the state of communication between both ends of the induction box / first series passage 75 on the flap 50a side.

  Furthermore, the rotation center line EE of the sliding bearing portion 53c with seal and the rotation center line FF of the sliding bearing portion 53d with seal in the telescopic communication device described above are the rotation center line G where the slotted flap 50a operates in a fan shape. Since the outer cylinder 71 is set on a line parallel to -G, the outer cylinder 71 operates in a fan shape around the rotation center line EE of the sliding bearing portion 53b with seal, and the inner cylinder 73 assembled inside the outer cylinder 71. Operates in a fan shape around the rotation center line FF of the sliding bearing portion 53c with seal, and the sliding bearing portions 53c and 53d with seal absorb changes in the position of the slotted flap 50a with respect to the main wing.

  The slotted flap described above includes an expansion and contraction communication device that continues to maintain the communication state between the first series passage end on the slotted flap side and the second communication passage end on the main wing side when the slotted flap extends. Therefore, even when the slotted flap is pulled out and extended downward in the main wing during the operation of the slotted flap, the inner cylinder slides inside the outer cylinder in the expansion / contraction communication apparatus. It acts so as to continue maintaining the communication state between the first series passage end on the slotted flap side and the second communication passage end on the main wing side.

  Next, an embodiment in which an opening / closing valve having a different type from the above-described reciprocating opening / closing valve is employed as the first opening / closing valve and the second opening / closing valve will be described with reference to the drawings.

First Open / Close Valve Rotary Open / Close Valve FIG. 14 is a rotary open / close valve employed in the first open / close valve, and is a schematic cross-sectional view seen from a direction orthogonal to the rotational axis direction of the valve body of the rotary open / close valve. .

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In the embodiment shown in FIG. 14, the rotary on-off valve 80 is provided with rotary shafts 82 a and 82 b at both ends on the rotation center line of the valve body 81 in the rotary on-off valve 80. And the 1st plane part 85 obstruct | occluded in the rotation center line direction of the valve body 81 between the 1st bus-line 83 in the said valve body 81 and the 2nd bus-bar 84 is formed, Between the 3rd bus-line 86 and the 4th bus-line 87 A second plane portion 88 is formed in the rotation center line direction of the valve body 81, and a plurality of communication holes 89 penetrating on the opposite side across the rotation center line of the valve body 81 are formed in the second plane portion 88. A plurality of openings are provided in a row in the direction of the rotational center line force of the valve body 81. Further, a protrusion 93 is provided in the direction of the rotation center line of the valve body 81 between the fifth bus 90 and the sixth bus 91, and a recess 94a is formed inwardly between the protrusion 93 from the fifth bus 90 side. Is formed, and a recess 94b is formed inwardly from the protrusion 93 to the sixth bus 91 so that the valve body 81 is configured.

  The protrusion 93 includes an embodiment in which the top of the protrusion is linear in the direction of the rotation center line of the valve body 81, and an embodiment in which the protrusion is blocked in the direction of the rotation center line of the valve body 81 to form a dotted line. Can be considered. In the latter case, in order to further generate a turbulent flow behind the projection, the gap between the front projection 94a and the rear projection 94b between the projection and the projection is integrated with a depression 94c indicated by a dotted line in FIG. Is formed.

  The height of the top of the projection 93 is set with the outer peripheral surface of a cylinder constituted by the respective bus bars from the first bus 83 to the eighth bus 95 in the clockwise direction as a limit. Further, it is constituted between the second bus 84 and the third bus 86, between the fourth bus 87 and the fifth bus 90, between the sixth bus 91 and the seventh bus 96, and between the eighth bus 95 and the first bus 83. Each curved surface forms each surface portion in the open / close valve body 81 of a regular cylinder.

  The rotary on-off valve 80 is closed when the closed first flat surface portion 85 of the valve element 81 in the rotary on-off valve 80 is located on the same plane as the blade root side upper surface portion 92. Further, as shown in FIG. 14, when the second flat portion 88 of the valve body 81 is located on the same plane as the blade root side upper surface portion 92, the second flat portion 88 is aligned with the second flat portion 88. A plurality of communication holes 89 that are open at a plurality of positions open in the blade root side upper surface portion 92, whereby the blade root side upper surface portion 92 and the later-described first series passage 97 communicate with each other. Further, when the valve body 81 is rotated and the projection 93 is projected on the blade root side upper surface portion 92, the blade root side upper surface portion 92 behind the projection 93 is changed from laminar flow to turbulent flow, and the projection 93 A turbulent boundary layer is created on the rear blade root side upper surface 92.

  The valve body 81 is arranged and fixed inside the blade root side upper surface portion 92, and both rotations of the valve body 81 on bearings 99a and 99b provided on both side surfaces of the induction box 98 opened on the blade root side upper surface portion 92 side. The shafts 82a and 82b are supported, and are arranged and assembled in the induction box 98 with a slight gap. In the induction box 98, a first series passage 97 is formed at a position on the opposite side of the blade root side upper surface 92 and the valve body 81 rotation center line, and the first series passage 97 is formed in the jet engine 25. It communicates with the second communication path 22 piped inside the pylon 26 that supports the pylon 26.

  In the valve body 81 described above, the closed first flat surface portion 85, the second flat surface portion 88 in which the plurality of communication holes 89 are opened, the protruding portion 93, and the recesses 94a and 94b before and after the protruding portion 93 are provided. Although not provided with the protrusion 93 and the depressions 94a and 94b before and after the protrusion 93 with respect to the valve body 81, the closed first plane part 85, a plurality of The valve body 100 comprised from the 2nd plane part 88 in which the communicating hole 89 opens is also considered.

  2, for example, the front induction box 16a and the central induction box 16b in FIG. 2 are combined with the valve body 100 that is not provided with a protrusion, and the rear induction box 16c is provided with a protrusion 93 and a front and rear of the protrusion 93. Embodiment which combined the valve body 81 provided with the hollow 94a and the hollow 94b of this can be considered. When the trailing edge flap 14 located behind the rear induction box 16c is operated, the projection 93 is projected rearward of the blade root side upper surface 92, thereby creating a turbulent flow on the upper surface of the trailing edge flap 14 and creating a boundary layer. The lift of the trailing edge flap 14 can be increased by mixing the air inside and outside to keep the upper surface of the trailing edge flap 14 in the turbulent boundary layer and suppressing separation.

  Further, when the trailing edge flap 14 is actuated, the drag force caused by projecting the protrusion 93 increases, but after the trailing edge flap 14 is deactivated and shifted to cruise flight, By causing the flat surface portion 85 to be flush with the blade root-side upper surface portion 92, the increased drag is reduced.

  Furthermore, an embodiment in which an induction box is disposed and fixed inwardly behind the rear edge of the trailing edge flap and the valve body 81 is combined in the induction box is considered. The structure is complicated, but the upper surface of the trailing edge flap 14 A turbulent boundary layer can be generated efficiently.

  Similarly to the rear edge flap 14 described above, in the embodiment in which an induction box is disposed and fixed inwardly behind the front edge of the slotted flap and the valve body 81 is combined in the induction box, the slotted flap operation is performed. Occasionally, the air flow that has flowed on the blade root lower surface flows from the gap between the main wing and the slotted flap to the upper surface of the slotted flap, and the air flow that has flowed on the blade root upper surface also flows on the upper surface of the slotted flap By projecting the protrusion 93 on the upper surface of the slotted flap, turbulence is generated in the combined air flow, and the air inside and outside the boundary layer is mixed to suppress separation, thereby increasing the lift force in the slotted flap.

  Further, in the embodiment shown in FIG. 15, the rotating body 101 is provided with rotating shafts 102 a and 102 b at both ends on the rotating center line of the rotating body 101, and is a flat portion closed in the rotating center line direction of the rotating body 101. 103, and a projection 104 on the opposite side of the flat portion 103, and depressions 105a and 105b on both sides of the projection 104. The rotating body 101 has rotating shafts 102a and 102b supported at both ends of the rotating body 101 on bearings provided on both side surfaces of the casing 106 having an opening on the blade root side upper surface side.

  Then, for example, when the casing 106 having the rotating body 101 is disposed and fixed inside the blade root side upper surface portion 12 shown in FIG. 2, the protrusion 104 of the rotating body 101 is fixed to the blade root upper surface portion. 12, a turbulent flow is generated in the blade root side upper surface portion 12 behind the protrusion 104, and the air inside and outside the boundary layer is mixed and kept in the turbulent boundary layer to suppress separation, and the blade root side upper surface portion After the lift in 12 is increased, and after the transition to cruise flight, the blade-side upper surface portion 12 is positioned by placing the closed flat portion 103 in place of the protrusion 104 on the same plane as the blade-root-side upper surface portion 12. The drag of is reduced.

  In addition, since the rotating body 101 does not use the suction force generated in the compression part of the jet engine, the intake port and the discharge hole, and between the intake port and the discharge hole, as in the boundary layer control device described above. Without providing a communication path, an open / close valve or the like, the protrusion 104 is protruded from the upper surface 12 of the main wing, thereby creating a turbulent flow on the blade root upper surface 12 behind the protrusion 104 and allowing air inside and outside the boundary layer to flow. By mixing and maintaining the turbulent boundary layer, separation can be suppressed and the lift at the blade root side upper surface portion 12 can be increased.

  How to combine the rotary body 81 having the protrusions described above, the valve body 100 without the protrusions, and the rotary body 101 composed of the protrusions and the closed flat portions, and opening / closing of the combined on-off valves The timing setting etc. will be selected as appropriate in consideration of the aircraft model and application.

  Then, as the rotary valve bodies 81 and 100 and the rotary body 101 described above become longer in the direction of the rotation center line of the valve body and the rotary body, an induction box 98 in which the valve bodies 81 and 100 are disposed, It is also conceivable that the upper surface portion of the main wing of the casing 106 in which the rotating body 101 is disposed is elongated and the strength between the front portion and the rear portion of the blade root side upper surface portion sandwiching the opening portion is insufficient.

  Therefore, in the valve bodies 81 and 100, the rotating body 101, and the induction box 98 and the casing 106, the valve body and the rotating body are divided into blocks in the same manner as the method employed in the reciprocating on-off valve shown in FIG. Also, on the induction box and casing side, the direction of the rotation center line of the valve body and the rotating body in the induction box and casing is partitioned by a partition plate so as to correspond to the valve body and the rotating body divided into blocks. The partition plate is provided with a bearing portion of a rotating shaft that connects between the block valve body and the block of the rotating body, and the valve body is constituted by the bearing portions and both bearing portions provided on both sides of the induction box and the casing. It is good also as supporting a rotary body.

  By providing the partition plate, the partition plate increases the rigidity of the induction box and the casing as a whole, and by further arranging and fixing the rigidity of the induction box and casing inside the blade root side upper surface, the blade root side upper surface portion The rigidity between the front part and the rear part can be ensured. Moreover, it is good also as connecting and integrating with the reinforcing material which bridges several places between the front part and back part in an induction box upper surface part or a casing upper surface part. And in the valve body which has a projection part, rigidity can be improved if the said projection part is divided into blocks and it bridges between the blocks with a reinforcing material.

  Furthermore, it is conceivable that as the aircraft becomes larger, the wing length becomes longer, and the rotary valve body and the rotator that are employed together become longer. Therefore, the rotary valve body and the rotary shaft direction of the rotary body are divided into several parts, and a plurality of short-divided valve bodies and rotary bodies are connected via the rotary shaft to cope with a large aircraft. Is also possible. For example, a plurality of intakes are opened in a row in the direction of the spar at the back of the upper surface of the blade root side where large lift is generated in the main wing of a large aircraft, or in the form of a spar, respectively. Group, rear intake port group, by connecting the valve body and the rotating body that are divided into short parts and connecting them in common, the valve is divided into short parts. Manufacture and supply of bodies and rotating bodies, and simplification of assembly and storage operations can be achieved.

  Furthermore, the induction box and the housing are floating with respect to the structural material of the other main wing in order to fix the structural material of the main wing to the other main wing structural material and to cope with the bending moment on the blade root side. The case may be considered, but it may be selected as appropriate in consideration of the aircraft model and application.

  Next, the Example which employ | adopted the rotary on-off valve as the 2nd on-off valve is described based on drawing.

  The rotary on-off valve 114 described below has a structure similar to that of the rotary on-off valve 80 although the rotational axis direction of the valve body 115 is shorter than that of the rotary on-off valve 80 described above. In the embodiment shown in FIGS. 16 and 17, an annular passage 112 communicating with the second communication passage 22 is provided on the inner side in the circumferential direction behind the intake side inner peripheral surface 111 of the jet engine 110, and the annular passage 112 is provided. The rotary on-off valve 114 is provided in a discharge hole 113 provided at one or more locations in the circumferential direction of the intake-side inner peripheral surface 111, and the valve body 115 in the rotary on-off valve 114 rotates. The discharge hole 113 is opened and closed. Further, when the discharge holes 113 are provided at a plurality of positions in the circumferential direction of the intake side inner peripheral surface 111, the opening positions in the annular passage 112 may be set at equal intervals.

  The rotary on-off valve 114 is provided with rotary shafts 116a and 116b at both ends of the rotary on-off valve 114 on the rotation center line HH of the valve body 115, and the rotary shafts 116a and 116b are connected to the intake side inner periphery. The bearings are supported by bearings provided on the inner base of the surface 111. Further, as shown in FIG. 17, a first flat portion 119 that is closed in the direction of the rotation center line of the valve body 115 between the first bus 117 and the second bus 118 in the valve body 115 is provided, and the third bus 120 and the fourth bus The second flat surface portion 122 is provided in the direction of the rotation center line of the valve body 115 between the bus bars 121, and the communication hole 123 penetrating from the second flat surface portion 122 to the opposite side across the rotation axis center line is provided. Yes.

  The rotary on-off valve 114 can have the shape of the intake side inner peripheral surface 111 when the first flat portion 119 and the second flat portion 122 are exposed to the cylindrical intake side inner peripheral surface 111 of the jet engine 110. In order to keep the shape as close to a cylinder as possible, the rotation center line H-H of the valve body 115 is set in the same direction as the rotation center line of the jet engine 110 and the front-rear direction at the opening of the communication hole 123 is set. The dimension is set longer than the dimension in the left-right direction, and a necessary area is secured in the discharge hole 113.

  The rotary on-off valve 114 is closed when the first flat portion 119 of the valve body 115 is located on the same plane as the intake side inner peripheral surface 111 of the jet engine 110 as shown in FIG. In addition, when the valve body 115 rotates from the position shown in FIG. 17 and the second flat surface portion 122 where the communication hole 123 opens is located on the same plane as the intake side inner peripheral surface 111, the valve body 115 is open. Thus, the communication hole 123 allows communication between the intake-side inner peripheral surface 111 and the annular passage 112 communicating with the second communication passage 22.

  Next, an embodiment in which a sliding on-off valve different from the above-described reciprocating on-off valve and rotary on-off valve is adopted as the second on-off valve will be described with reference to the drawings.

  In the embodiment shown in FIG. 18, unlike the above-described reciprocating on-off valve and rotary on-off valve, the second communication passage 22 communicates with the inner circumferential surface 131 on the intake side inner peripheral surface 131 of the jet engine 130 in the intake direction. An open annular groove 132 is provided on the side inner peripheral surface 131 side, and a sliding on-off valve 134 having an annular valve body 133 on the surface of the opened annular groove 132 is employed. The sliding on-off valve 134 opens and closes the surface of the annular groove 132 that is opened by sliding the annular valve body 133 back and forth on the rotation center line of the jet engine 130.

  The annular valve body 133 slides in the front-rear direction on the rotational center line of the jet engine 130 by a guide mechanism provided between the intake-side inner peripheral surface 131 of the jet engine 130 and the annular valve body 133. An optimum guide mechanism may be adopted as the guide mechanism in view of various conditions. In the embodiment shown in FIG. 18, guide grooves 135 a (not shown) and 135 b provided in the direction of the rotation center line of the jet engine 130 are provided at the inner base of the intake side inner peripheral surface 131 of the jet engine 130, and the guide A projection 136 provided on the annular valve body 133 is guided between the grooves 135a and 135b, and the annular valve body 133 slides in the front-rear direction.

  As shown in FIG. 18, the sliding on-off valve 134 is closed when the annular valve body 133 is stopped at a position where the surface of the annular groove 132 is closed. Is blocked. When the annular valve body 133 slides forward from the position of the surface of the annular valve body 133 in FIG. 18 and stops at the position of the annular valve body 133 indicated by the dotted line, it is when it is open. The annular discharge hole 132 is opened to communicate with the intake side inner peripheral surface 131 of the jet engine 130.

  In the embodiment shown in FIG. 19, an annular passage 142 communicating with the second communication passage 22 piped inside the pylon that supports the jet engine 140 is formed on the inner side in the circumferential direction of the intake-side inner peripheral surface 141 of the jet engine 140. In addition, a closed portion 143 closed to the intake side inner peripheral surface 141 side and an open discharge hole 144 are alternately arranged on the circumferential surface of the annular passage 142. An annular valve body 146 that slides in the circumferential direction on the circumferential surface of the annular passage 142 along the guide portion is provided on the intake side inner peripheral surface 141 side of the annular passage 142. Further, on the annular valve 146 side, an annular on-off valve 150 is configured by alternately arranging the closed portions 147 closed in the circumferential direction and the open holes 148 opened. The annular valve body 146 slides on the intake side inner peripheral surface 141 in the direction of the arrow shown in FIG.

  When the opening 148 opened in the circumferential direction in the annular valve body 146 overlaps the closed closing portion 143 on the annular passage 142 side, the annular passage 142 is closed and the annular on-off valve 150 is closed. In some cases, when the open hole 148 of the annular valve body 146 slides on the intake side inner peripheral surface 141 and overlaps the open discharge hole 144 on the annular passage 142 side, This is when the side inner peripheral surface 141 is in communication and the annular on-off valve 150 is open.

  In addition, in the guide portion, although not shown, for example, the annular valve body 146 slides in the circumferential direction on the annular passage 142 provided in the circumferential direction inner side of the intake side inner circumference 141, for example, in the intake side A guide portion configured by combining a guide groove provided in the circumferential direction of the circumference 141 with a projection provided on the annular valve 146 is conceivable.

  Next, although detailed explanation is omitted, the structure is more complicated than the above-mentioned various on-off valves, but the convergence / divergence nozzle in the conventional jet engine is adopted as the second on-off valve at the air intake of the jet engine. Examples are also possible.

  For example, if a convergence divergence nozzle used in a jet engine is used as a second open / close valve in the intake side inner peripheral portion of the air intake port in the jet engine, the air flowing into the intake side inner peripheral surface of the jet engine The flow can be finely controlled, and the performance of the jet engine can be improved.

  In addition, a case where a reciprocating on-off valve, a rotary on-off valve, a sliding on-off valve, etc. are adopted as the first on-off valve and the second on-off valve has been described. It is sufficiently conceivable to adopt other types of on-off valves as the first on-off valve and the second on-off valve, as well as the on-off valve.

  And in each embodiment mentioned above, although the case where the present invention was adopted as the main wing in an aircraft, the trailing edge flap of the main wing trailing edge, and the slotted flap was explained, In the triangular wing aircraft, a single or a plurality of intake openings are provided in front of the trailing edge of the triangular wing (including the upper surface portion behind the fuselage), and the intake and air intake in the aircraft propulsion engine described above are provided. An embodiment in which the discharge holes provided in the mouth are communicated with each other through a communication path is also conceivable, because the air in the opening area of the intake port is sucked and the airflow flowing through the upper surface of the aircraft is drawn and flows along In addition, the boundary layer separation phenomenon on the upper surface of the aircraft can be finely suppressed, and the stall can be suppressed to ensure lift, which greatly improves the stable flight during aircraft flight and takeoff and landing. Azukasuru can.

  In the above-described swept wing aircraft, the lack of lift at low speed, which is a feature of swept wing aircraft, can be compensated by the lift obtained at the upper surface of the fuselage, and in the triangular wing aircraft, it is a feature of the triangular wing aircraft. If the large angle of attack is not taken, the necessary lift cannot be obtained. However, in the above-described embodiment, the angle of attack at which the necessary lift can be obtained is small, and as a result, the forward visibility during take-off and landing can be improved.

  Also, in competition airplanes that perform rear flight during flight, not only the top surface of the main wing, but also the bottom surface of the main wing is provided with intake ports that are open at a single location or multiple locations in the same manner as the top surface of the main wing. An embodiment is also conceivable in which the intake port and the intake port on the lower surface of the main wing are switched as necessary, and the necessary lift force can be easily secured even during rear flight.

  The embodiments of the present invention have been described above with reference to the accompanying drawings. However, the present invention is not limited to the embodiments, and various modifications can be made by those skilled in the art within the scope described in the claims. It is clear that examples or modifications can be conceived, and it is understood that they also belong to the technical scope of the present invention.

Claims (10)

  A first on-off valve for opening and closing the intake port controlled by the aircraft control system at the intake port, provided at the upper surface portion of the aircraft with an intake port for taking in air from the upper surface portion of the main wing. Provided at the intake side inner peripheral surface of the aircraft propulsion engine with a single or a plurality of discharge holes for releasing the air taken in by the intake port, and the discharge hole is controlled by the control system of the aircraft A second on-off valve that opens and closes the discharge hole, and the first on-off valve and the second on-off valve communicate with each other between the intake port and the discharge hole when the open control valve is controlled by the aircraft control system A boundary layer control device for an aircraft, characterized in that a communication path is provided between the intake port and the discharge hole.   The intakes are divided into openings in the spar or near the spar at the back of the upper surface of the wing root side where the generation of lift in the main wing of the aircraft is large, and the front intake group, the central intake group, and the rear intake group are opened. Configured, the arrangement position of the rear intake group is set in front of the blade root side rear edge portion to which the trailing edge flap is attached, and the arrangement position of the central intake group is set in front of the arrangement position of the rear intake group. The arrangement position of the front intake group is set in front of the arrangement position of the central intake group, and each of the intake groups is arranged in parallel or substantially in parallel. The aircraft boundary layer control device described.   In the second on-off valve, the valve body forms a substantially U-shaped side wall portion by both side wall portions rising from both sides of the bottom portion of the valve body and a front side wall portion rising from the front side of the bottom portion. It forms a bucket type that is integrated with the bottom and the upper and rear surfaces of the side wall are open, and the front side wall of the valve body is supported by a bearing provided at the base of the jet engine via a rotating shaft. The valve body operates in a fan shape in the direction of the rotation center line of the jet engine, so that only the rear surface portion of the valve body faces the front surface of the compression portion of the jet engine and the discharge hole is opened. A reciprocating on-off valve that closes and closes the discharge hole by operating in a fan shape on the side opposite to the rotation center line direction of the jet engine is provided at one or more points in the circumferential direction of the inner peripheral surface of the intake side of the jet engine. Boundary layer control system of an aircraft according to claim 1, characterized in that provided in the discharge hole provided by opening a.   The second on-off valve is a reciprocating on-off valve having a valve body formed in a taper shape whose width is narrowed as both sides go rearward, and the reciprocating on-off valve is provided at a plurality of locations on the intake-side inner peripheral surface of the jet engine. The valve body of each of the reciprocating on-off valves is provided in each of the discharge holes provided so as to be opened, and the front end portion of the valve body is supported by a bearing portion provided at the base of the jet engine via a rotating shaft. All of the valve bodies operate in a fan shape in the direction of the rotation center line of the jet engine, thereby opening all the discharge holes opened in the intake side inner peripheral surface of the jet engine and the intake side inner peripheral surface of the jet engine. A cylinder with a truncated cone shape that is reduced in diameter toward the rear is formed, and all the valve bodies operate in a fan shape on the side opposite to the direction of the rotation center line of the jet engine. Jin boundary layer control system of the aircraft of all claim 1, wherein characterized in that said closing plug the discharge holes opening to the intake side inner peripheral surface of the.   A single or a plurality of intake ports for taking in air from the upper surface of the main wing are provided in the upper surface of the main wing of the aircraft, and the air taken in by the intake is released to the intake side inner peripheral surface of the aircraft propulsion engine. A single or multiple discharge holes are provided, and a communication path is provided between the intake and the discharge hole to communicate between the intake and the discharge hole, and the intake is controlled by the aircraft control system. And an opening / closing valve that opens and closes communication between the discharge hole and the discharge hole at any one of the intake port, the discharge hole, and the communication path.   A single or a plurality of intake ports for taking in air from the upper surface of the main wing are provided in the upper surface of the main wing of the aircraft, and the air taken in by the intake is released to the intake side inner peripheral surface of the aircraft propulsion engine. Discharge holes are provided at one or a plurality of locations, a communication passage communicating between the intake port and the discharge holes is provided between the intake port and the discharge holes, and the communication passage is between the intake port and the discharge holes. A boundary layer control device for an aircraft, characterized in that the device is always in communication with each other.   An intake box group is formed by opening the front upper surface portion of the rear edge of the rear edge flap in the left-right direction and taking in air on the upper surface of the rear edge flap in a row or in a row to form an intake box group. A trailing edge flap characterized in that a communication path is provided in the rear of the trailing edge flap body by means of an outer plate material, a girder member, a small bone member or the like constituting the body of the trailing edge flap.   Between the second communication passage end on the main wing side and the first series passage end on the slotted flap side, the first passage end on the slotted flap side is the second end on the main wing side when the slotted flap is extended. A slotted flap characterized by comprising an expansion / contraction communication device that keeps communicating with the end of the communication path.   The first on-off valve is provided with a rotation shaft at both ends on a rotation center line of the valve body, and is closed in a direction of the rotation center line of the valve body between the first bus line and the second bus line in the valve body. A plane portion is formed, a second plane portion is formed in the rotation center line direction of the valve body between the third bus bar and the fourth bus bar, and the rotation center line of the valve body is sandwiched between the second plane portion A plurality of communication holes penetrating to the opposite side are provided in a plurality of rows in the direction of the rotation center line of the valve body, and the upper surface of the main wing in the direction of the rotation center line of the valve body between the fifth bus bar and the sixth bus bar A protrusion for generating a turbulent flow is formed, a recess is formed inward from the fifth bus side toward the inside of the protrusion, and a recess is formed inward from the protrusion to the sixth bus bar. A rotary on-off valve in which the valve body configured as described above is combined is adopted. 1 boundary layer control system for aircraft as claimed.   The first on-off valve is provided with a rotation shaft at both ends on a rotation center line of the valve body, and is closed in a direction of the rotation center line of the valve body between the first bus line and the second bus line in the valve body. A plane portion is formed, a second plane portion is formed in the rotation center line direction of the valve body between the third bus bar and the fourth bus bar, and the rotation center line of the valve body is sandwiched between the second plane portion Adopting a rotary on-off valve in which a plurality of communication holes penetrating to the opposite side are opened in a row in the direction of the rotation center line of the valve body and combined with the valve body. The aircraft boundary layer control device according to claim 1.

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