JPH03287492A - Wing for airplane - Google Patents

Abstract

PURPOSE:To optimize the performance such as the lift coefficient and drag coefficient for all flight conditions and modes and minimize the fuel consumption rate by providing movable end plates at wing ends with no angle on the faces of wings, and freely moving the end plates with driving devices. CONSTITUTION:End plates 1 vertically arranged nearly perpendicularly to the wing faces of main wings 10 and vertically movably guided by end plate guides 11 provided at the wing ends of the main wings 10 are provided at the wing ends of the right and left main wings 10 fitted to a fuselage 9, and the end plates 1 are vertically driven by drive sections 2 connected to power sections 3 in the main wings 10. The power sections 3 are connected to a computer 5 in the fuselage 9 by wires 4. When action signals and the electric signal of a sensor 33 are transmitted to the computer 5 via the actions of an action switch 7 by a pilot 8, the optimum end plate positions for the flight conditions and modes of an airplane 32 are calculated by the computer 5, the power sections 3 are driven by the control signal thus obtained, and the end plates 1 are guided and vertically moved by the end plate guides 11.

Description

DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to aircraft wings, such as main wings and horizontal stabilizers, having end plates.

[Prior Art] In order to improve the aerodynamic performance of the main wing of an aircraft, some aircraft have conventionally provided end plates at the wing tips.

In conventional aircraft wings with end plates, as shown in FIG. 15, vertical end plates 28 are fixed to the wing tips of main wings 10 attached to the fuselage 9 of the aircraft.

[Problem to be solved by the invention]

As mentioned above, conventionally, in order to improve the aerodynamic characteristics of the main wing, horizontal stabilizer, etc. of the aircraft 32, a
An end plate 28 as shown in the figure is attached.

These effects will be explained with reference to FIG. 13.

Fig. 13 fat is the angle of attack of the wing 18 (as shown in Fig. 16 (a), the angle formed by the wind 31 and the line connecting the leading and trailing edges of the wing) and the lift coefficient 19 (as shown in Fig. 17). shows the relationship between the coefficient of lift acting on the aircraft 32 in the direction perpendicular to the wind 31), and when compared at the same angle of attack, the lift coefficient with the end plate is higher than that without the end plate. 19 is large and has excellent performance. Box 13) shows the relationship between the angle of attack 18 and the drag coefficient 20 (a dimensionless coefficient of the drag acting on the aircraft 32 in the same direction as the wind 31, as shown in FIG. 17). When compared with the end plate, the number of resistances is smaller and the performance is better than that without the end plate2.
As mentioned above, both the lift coefficient 19 and the drag coefficient 20 are mFi
Endplates are often applied in aviation 1132 to improve aerodynamic properties, as wings with endplates are superior in performance to wings without endplates.

The sideslip angle 21 (16th
(see figure ('b))), roll moment coefficient 22 (see figure ('b))
FIG. 13 shows changes in the coefficient, which is a dimensionless rolling moment of the aircraft 32 rotating around its longitudinal axis.

When the end plate is located above the main wing 10 (end plate upper position), the inclination is greater than when there is no end plate, and when the end plate is located below the main wing 10 (end plate lower if). The slope is smaller than when there is no end plate, and the sideslip angle is 2 depending on the position of the end plate.
The slope of the roll moment coefficient 22 relative to 1 is different.

This change in the rolling moment coefficient 22 with respect to the sideslip angle 21 is called the dihedral effect, and is an important item in terms of the flight performance of the aircraft 32. In order to keep this within an appropriate range, the changes shown in FIG. Various methods are being used. FIG. 14(a) shows an example in which a dihedral angle 23 is provided from the attachment part of the main wing 10 to the fuselage 9, and FIG. 14('b) shows an example in which a dihedral angle 23 is provided in a portion of the main wing 10. An example of this is shown in the 14th
TI! J(c) is an example in which the dihedral effect is reduced to m by attaching the groove tank 25 to the main wing 10 and changing the groove tank position 26.
FIG. 14(d) shows an example in which a groove fin 27 is attached to the groove 25 and the dihedral effect is adjusted by adjusting the position or size of the groove fin.

In addition, the above-mentioned dihedral effect varies slightly depending on the flight conditions of the aircraft 32 (speed, altitude, etc.), the shape B (leg entry/exit, high-lift device status, external payload, engine output status, etc.). , it is extremely difficult to maintain an appropriate dihedral effect for all flight conditions and configurations.

This invention solves the above-mentioned problems of conventional methods for improving aerodynamic performance, and optimizes performance such as lift coefficient and drag coefficient for all flight conditions and configurations. Keep the angular effect appropriate and make the aircraft efficient (
The objective is to provide an aircraft wing that can be operated safely and comfortably (by minimizing fuel consumption), while reducing the pilot's workload.

(Means for Solving the Problems) The aircraft wing of the present invention includes an end plate provided at a movable wing tip at an angle to the surface of the wing, and a drive device for moving the end plate.

[Operation] In the present invention, the drive device moves the end plate of the blade tip in an angle with the plane of the blade. By adjusting the position of the end plate in this way, the lift coefficient, drag coefficient, roll moment coefficient, etc. of the wing can be set to the desired values, and the performance and flight characteristics of the aircraft are maintained in good condition. is maintained.

(Example) A first example of the present invention will be described with reference to FIGS. 1 to 5.

Reference numeral 1 denotes an end plate guide 11 that is disposed vertically at right angles to the wing surface of the main wing 1120 at each wing tip of the left and right main wings 10 attached to the fuselage 10. It is an end plate that is attached so that it can move up and down guided by. As shown in FIG. 3, the plate 1 is driven in the vertical direction by a drive section 2 inside the main wing 10 that is connected to a power section 3 inside the main wing 10, and the power section 3 is connected to the wiring. 4 to the computer 5 in the fuselage 9, which is connected to the computer 5 in the fuselage 9. 6 is connected to an operation switch 7 operated by a pilot 8. Further, the computer 10 is connected to a sensor 33 provided on the body 9.

- The end plate l is provided with linear teeth 15 extending in the vertical direction on one side wall of a central vertical slot 15a, and the teeth 15 mesh with a pinion 34 connected to the power unit 3. The drive unit 2 is driven by the teeth 15 and the pinion 34.
is formed.

In this embodiment, as shown in FIG. 5, when the pilot 8 operates the operation switch 7, the operation signal and the sensor 33 are
Electrical signals such as the following are transmitted to the computer 5. This computer 5 calculates the optimal end plate position for the flight conditions and configuration of the aircraft 32, and then sends a control signal.
The power is transmitted to the power unit 3 through the wiring 4, the pinion 34 is rotated by the power unit 3, and the end plate 1 is guided by the end plate guide 11 and moves up and down.

As a result, the end plate 11 moves in the vertical direction from the intermediate original position 12 toward the upper end plate upper position 13 or the lower end plate lower position 114, in accordance with the flight conditions and configuration calculated by the computer 5. Take the optimal position.

In this manner, in this embodiment, by moving the end plate 1 up and down, the lift coefficient, drag coefficient, and rolling moment coefficient of the main wing can be made to take desired values.

A second embodiment of the present invention will be described with reference to FIGS. 6 to 12.

In this embodiment, end plates 1 are rotatably attached to the upper and lower ends of the left and right main wings 10 by hinges 16 in the chord direction,
The end plate 1 is configured to rotate around a hinge 16 by a drive section 2 within the main wing 10.

FIG. 12 shows details of the attachment portion of the end plate 1 of this embodiment. 12th Tj! J shows the end plate 1 provided on the upper surface of one main wing 10 on one side, but the same applies to the other parts. The end plate 1 is connected to a link mechanism 35, and horizontally arranged teeth 15 connected to the link mechanism 35 mesh with a pinion 34 rotated by the power unit 3. As the pinion 340 rotates, the teeth 15 rotate left and right. 12, so that the end plate 1 can rotate around the hinge 16 in the direction of the arrow in FIG. The link mechanism 35. Teeth 15. The drive section 2 is formed by the pinion 34. Since the other parts are the same as those in the first embodiment, their explanation will be omitted.

In this embodiment, when the end plates 1 are not used, the two end plates 1.1 are attached to the upper and lower surfaces of the main wing 10, as shown by solid lines in FIG.

When the pilot 8 operates the operation switch 7, the pinion 34 is rotated by the power unit 3 in response to a control signal from the computer 5, as in the first embodiment, and the tooth 1 is rotated by the power unit 3.
5 moves left and right, and as a result, the ends 1, 1 rotate around the hinge 16 toward the upper position 17 or lower M17 as shown by the arrow in FIG. 6 via the link mechanism 35, and the flight conditions Move to the optimal position for the form.

As an example of the end plate l being moved in this way, Fig. 2 shows a state in which the upper end plate 1 is set at the end plate upper position 17.
Fig. 9 shows the state in which the lower end plate 1 is set to the lower end plate position 17', and Fig. 10 shows the state in which the upper end plate 1 is set to the dihedral angle change position 29'.
Figure 11 shows the state where the lower end plate 1 is set to the anhedral angle change value? &30 are shown respectively.

Note that, although the first and second embodiments described above relate to the main wing of an aircraft, the present invention can be similarly applied to a horizontal stabilizer or the like.

[Effects of the Invention] The present invention improves the lift coefficient and resistance for all flight conditions and configurations of the aircraft by moving the end plate of the wing tip at an angle to the plane of the wing and positioning it at an appropriate location. Optimize performance such as coefficients, maintain dihedral effect appropriately, minimize fuel consumption rate, operate aircraft efficiently, safely, comfortably, and reduce pilot work burden. be able to.

[Brief explanation of drawings]

FIG. 1 is a front view showing the position above the end plate of the first embodiment of the present invention, FIG. 2 is a front view showing the position below the end plate of the same embodiment, and FIG.
4 is a side view of the main parts of the embodiment, FIG. 5 is an operational block diagram of the embodiment, and FIG. 6 is a second embodiment of the present invention. FIG. 7 is a plan view showing the components of the same embodiment, FIG. 8 is a front view showing the position above the end plate of the same embodiment, and FIG. 9 is a front view showing the position below the end plate of the same embodiment. FIG. 10 is a front view showing the dihedral angle and changing position of the end plate of the same embodiment. FIG. 11 is a front view showing the dihedral angle changing position of the end plate of the same example. FIG. 12 13(al), (bl), (c) are graphs explaining the effect of the end plates, and FIG. 14(a), ~l, tc
+, (d) is a front view showing the conventional method of changing the dihedral effect, Fig. 15 is a front view showing the conventional fixed end plate, and Fig. 16 faj) defines the angle of attack and sideslip angle. An explanatory diagram to
FIG. 17 is an explanatory diagram that defines the lift coefficient and the drag coefficient. 1... End plate, 2... Drive section 3...
Power part, 4...Wiring. 5...Computer, 6...Wiring 7...2
1 switch, 8... Pilot 9... Fuselage, 10... Main wing 11... End plate guide, 12... End plate original position 13... End plate upper position, 14... End Bottom position 715・
...teeth, 16...hinge. 17... End plate upper position, 17'... End plate lower position. 18... Angle of attack, 19... Lift coefficient 20... Drag coefficient, 11... Sideslip angle 2
2... Rolling moment coefficient. 23... dihedral angle, 25... groove tank 26... groove tank position, 27... groove tank fin. 28... End plate, 29... dihedral angle change position. 30... Anhedral angle change position, 31... Wind. 32...Aircraft, 33...Sensor. 34... Binion, 35... Link mechanism.

Claims (1)

[Claims] 1. An aircraft wing comprising: an end plate provided at a wing tip movable at an angle to the plane of the wing; and a drive device for moving the end plate.