JPH035199Y2 - - Google Patents

Description

[Detailed Description of the Invention] Industrial Application Field The present invention relates to a track-type actuation mechanism for a Fauler-type trailing edge flap, which is swingably provided at the trailing edge of an airplane's main wing as a high-lift device. The present invention relates to a trailing edge flap track-type operating mechanism in which two rails for controlling the overall operating form and steering angle are housed within the airfoil, thereby eliminating the need for a fairing that covers the operating mechanism.

BACKGROUND TECHNOLOGY As shown in FIGS. 7 and 8, a conventional truck-type operating mechanism for a Fowler-type trailing edge flap operates a flap 1, which is swingably provided on the trailing edge of a main wing W of an airplane, by a carriage 2 from below. The support roller 3 attached to this carriage 2 is supported by the main wing W.
The supporting roller 3 is fitted into an operating rail 5 formed on a fairing 4 provided on the lower surface of the trailing edge and drives a screw jack 6 connected to the carriage 2, thereby causing the support roller 3 to move within the operating rail 5 in the front-rear direction. The flap 1 is lowered to a predetermined steering angle by the guide of the operating rail 5.
Here, FIG. 7 shows the screw jack 6 arranged between the flap 1 and the operating rail 5, and FIG. 8 shows the screw jack 6 arranged below the operating rail 5. .

Problems to be Solved by the Invention However, in the above-mentioned conventional technology, the entire operating mode of the flap 1 from the take-off steering angle to the landing steering angle is determined by only one operating rail 5. As shown in FIGS. 7 and 8, the trajectory of the rail 5 has a shape that is bent significantly downward in the rear half in order to provide the maximum steering angle, and the fairing 4 is bent downward by that much. It had a large protruding shape on the bottom. Therefore, the presence of this large fairing 4 increases air resistance. In particular, during cruising when the flap 1 is retracted into the airfoil, it is desirable to reduce the air resistance of the entire aircraft as much as possible, but due to the large fairing 4 mentioned above, the air resistance cannot be reduced, and the cruising speed cannot be improved. There were also restrictions. In addition, the fairing 4 that protrudes significantly from the lower surface of the trailing edge of the main wing W increases the weight of the entire aircraft and also increases the cost. Therefore, the present invention aims to solve such problems.

Means for Solving the Problems According to the present invention, the above-mentioned problems can be solved by moving forward from the front of the trailing edge flap that is swingably supported by the trailing edge rib of the main wing of the airplane. A roller support plate, which is approximately F-shaped in side view and fits within the area of the airfoil behind the main wing spar, protrudes by a predetermined length, and a first A control roller and a second control roller are provided, and on one side with the roller support plate in between is a first control rail that rises obliquely rearward and upward and has a gentle arcuate trajectory to control the steering angle of the entire trailing edge flap. On the other side, a second control rail with a gentle arcuate trajectory that rises diagonally rearward and upward at a slope lower than that of the first control rail to regulate the trailing edge flap's faller-type operating form crosses each other. and the first and second control rollers are fitted to the first and second control rails to guide the operation of the trailing edge flap. The invention is solved by providing a track-type actuation mechanism for trailing edge flaps of an airplane wing.

Function The truck-type operating mechanism for the trailing edge flap of an airplane wing according to the present invention includes a roller support plate that is housed in the airfoil behind the main wing spar and protrudes forward from the front part of the trailing edge flap as described above. A first control roller and a second control roller provided on the roller support plate are fitted into first and second control rails provided on both sides of the roller support plate with the roller support plate in between. However, by controlling the steering angle of the entire trailing edge flap with the guidance of these first and second control rails, and regulating the operating form of the furler type,
This eliminates the need for a large fairing to extend below the trailing edge of the main wing.

Embodiments Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 1 is a plan view showing the attached state of the trailing edge flap 11 according to the present invention.
1 is supported by the trailing edge rib 12 of the main wing W of the airplane and is swingable up to a predetermined angle. In FIG. 1, one inner trailing edge flap and one outer trailing edge flap are illustrated.

At the front of the trailing edge flap 11, as shown in FIGS. 2 and 3, a roller support plate 13 projects forward. This roller support plate 13
is a member to which a first control roller 15 and a second control roller 17, which will be described later, are attached, and is a side view in which the front end is slightly lowered so that it fits within the area of the airfoil behind the main wing spar 14. It is formed into a substantially V-shape, and its front end extends toward the wing spar 14 by a predetermined length. A first control roller 15 is attached to the shaft 1 on one side of the front end of the roller support plate 13.
6, and a second control roller 17 is mounted on the other side opposite to the mounting surface of the first control roller 15 at the intermediate portion (see FIG. 3).
is rotatably mounted by a shaft 18.
This first control roller 15 and second control roller 17
The entire trailing edge flap 11 is supported by a first control rail 20 and a second control rail 21, which will be described later, as guides, and is swung according to a predetermined operating pattern. In addition, in FIG. 2, a double slotted flap type is shown as the trailing edge flap 11, which is composed of a flap main body 11a and a vane 11b located in front of the flap main body 11a, and the roller support plate 13 is attached to the flap main body. Wing spar 1 of 11a
It stands out from 9. In addition, the flap body 1
Although not shown, the vane 1a and the vane 11b are connected to each other by a connecting fitting, so that they operate as one unit.

On one side and the other side of the roller support plate 13, as shown in FIG.
First control rail 20 and second control rail 21
is provided. The first control rail 20
is fitted with the first control roller 15 to control the steering angle of the trailing edge flap 11 mainly for the takeoff position, landing position, etc. As shown in FIG. Then, the rail member 20' bent in a substantially U-shape is fixed to the protruding side surface of the first control roller 15 of the roller support plate 13 with the fixing part 22, and the concave groove formed inside the rail member 20' is fixed. A control rail 20 is used. The side surface of the first control rail 20 is in the form of a gentle arc rising diagonally rearward and upward, as shown by the broken line in FIG. This arcuate shape is determined from the momentary movement trajectory of the front end of the roller support plate 13 from the retracted position of the trailing edge flap 11 to the takeoff and landing positions. The second control rail 21 is fitted with the second control roller 17 to regulate the Fowler-type operating mode from the retracted state of the entire trailing edge flap 11 to the maximum steering angle state. As shown in FIG. 4, the trailing edge rib 12 is used as a rail member, and the groove formed on the side surface of the trailing edge rib 12 is used as a control rail 21. In FIG. 4, the second control rail 21 is formed so as to pass through the trailing edge rib 12 from one side to the other side, and the second control roller 17 is also formed as one wide roller. It also serves as the trailing edge flap. As shown by the solid line in FIG. 2, the side surface shape of the second control rail 21 is in the form of an extremely gentle circular arc that rises obliquely upward at a slightly weaker slope than the slope of the first control rail 20. . This gentle arc shape is determined from the momentary movement locus of the intermediate portion of the roller support plate 13 as the entire trailing edge flap 11 moves from the retracted position to the takeoff and landing positions.

As shown in FIG. 2, the first control rail 20 and the second control rail 21 are arranged to intersect with each other at the middle part of the first control rail 20 when viewed from the side. Both rails 20 and 21 are arranged so as to fit within the region of the airfoil behind the wing spar 14. Note that the trajectories of the first and second control rails 20 and 21 are not limited to those shown in FIG. 2, and the operating form and steering angle of the entire trailing edge flap 11 may vary depending on the applicable model. It is subject to change as appropriate.

In this state, the first control rail 20
By fitting the first control roller 15 to the first control roller 15 and fitting the second control roller 17 to the second control rail 21, the two rails 20 and 21 guide the operation of a predetermined fallout type. Depending on the configuration, the trailing edge flap 11 can be actuated. Although not shown, the drive source is a rotary actuator or a torque actuator, and the driving force from these drive sources is transmitted to the shaft 16 of the first control roller 15 or It is transmitted to the shaft 18 of the second control roller 17 and operates.

Next, the operation of the trailing edge flap track type actuating mechanism constructed as described above will be explained. First, when the flap 11 is retracted as shown in FIG.
That is, in the cruising position, the first control roller 1
5 and the second control roller 17 are in the most advanced position within the first control rail 20 or the second control rail 21, respectively. From this position flap 11
To lower the vehicle to the take-off position, a drive source (not shown) is driven to push the shaft 16 of the first control roller 15 backward. At this time, the first control roller 15 slides in the direction of arrow A under the guidance of the first control rail 20.
At the same time, a backward force is applied to the second control roller 17 via the roller support plate 13, and the second control roller 17 slides in the direction of arrow B under the guidance of the second control rail 21. As a result, the flap 11 receives a force in the retreating direction via the roller support plate 13, and is guided by the first and second control rails 20, 21 to retreat according to a predetermined operating mode, as shown in FIG. As shown, when the steering angle reaches the take-off position, the drive source stops and the flap 11 is held at that angle. Then, when the airplane takes off, the flaps 11 are retracted to the cruise position. next,
To lower the aircraft to the landing position, which is the maximum rudder angle, the drive source continues to be driven even after the rudder angle of the takeoff position shown in FIG. 5 has passed, and the shaft 16 of the first control roller 15 is pushed rearward. As a result, the first control roller 15 slides in the direction of arrow C under the guidance of the first control rail 20, and the second control roller 17
slides in the direction of arrow D under the guidance of the second control rail 21. As a result, the flap 11 receives a force in the retreating direction via the roller support plate 13, and is guided by the first and second control rails 20, 21 to retreat according to a predetermined operating mode, as shown in FIG. As shown, when each roller 15, 17 retreats to the rearmost end of its respective rail 20, 21 and descends to the maximum steering angle of the landing position, the drive source is stopped and the flap 11 is held at that angle. . Then, when the airplane lands, the flaps 11 are retracted to the cruise position. In FIG. 2, reference numeral 23 denotes a fairing for covering the portion of the member 20' of the first control rail 20 that guides the first control roller 15 at the front end of the roller support plate 13 that protrudes from the lower surface of the rear edge. It is. The size of this fairing 23 varies depending on the protruding length of the roller support plate 13 and the maximum steering angle, but if the maximum steering angle of the flap 11 is not very large, it may not be provided at all.

In the above explanation, the trailing edge flap 11 has been illustrated as a double slotted flap type, but the present invention is not limited to this, and may be a normal fall flap without a vane. can be similarly applied.

Effects of the Invention Since the present invention is constructed as described above, the roller support plate 13, which is housed in the airfoil behind the main wing spar 14 and protrudes forward from the front part of the trailing edge flap 11, A first control roller 15 and a second control roller 17 respectively provided on the side surfaces are provided on both sides with the roller support plate 13 in between, and have different trajectories and are arranged to intersect with each other. By fitting into a first control rail 20 that controls the steering angle of the entire trailing edge flap 11 and a second control rail 21 that regulates the Fowler-type operating form of the trailing edge flap 11, these first and second control rails are fitted. The steering angle of the entire trailing edge flap 11 can be controlled by the guidance of the second control rails 20 and 21, and the operating form of the Fowler type can be regulated. Thereby, the operating mechanism of the trailing edge flap can be housed within the airfoil, and a large fairing can be prevented from protruding from the lower surface of the trailing edge of the main wing W. Therefore, the air resistance of the entire fuselage can be reduced, and the effect is particularly noticeable during cruising with the trailing edge flap 11 retracted. This makes it possible to improve the cruising speed.
Moreover, the weight of the entire aircraft body can be reduced, and costs can also be reduced.

[Brief explanation of the drawing]

FIG. 1 is a plan view showing the attached state of the trailing edge flap according to the present invention, and FIG.
Figure 3 is a plan view of Figure 2 showing the two rails, Figure 4 is a cross-sectional view taken along the - line in Figure 2, and Figure 5 is an operational explanatory diagram showing the steering angle at the takeoff position. ,
Figure 6 is an operation explanatory diagram showing the rudder angle at the landing position, Figure 7
8 and 8 are explanatory diagrams showing a conventional trailing edge flap track type operating mechanism. 11... Trailing edge flap, 11a... Flap body, 11b... Vane, 12... Trailing edge rib, 13
...Roller support plate, 14...Main wing spar, 15...
First control roller, 16... shaft, 17... second control roller, 18... shaft, 20... first control rail, 21... second control rail.

Claims (1)

[Scope of utility model registration request] A roller support that is approximately V-shaped in side view and is located within the area of the airfoil behind the main wing spar, extending from the front of the trailing edge flap supported by the trailing edge rib of the main wing of an airplane so as to be swingable. The plate is protruded by a predetermined length, and a first control roller and a second control roller are provided on opposite sides of the front end and middle part of the roller support plate, respectively, and one side is provided with the roller support plate in between. On one side, there is a first control rail that rises diagonally rearward and upward and has a gentle arc-shaped trajectory that controls the steering angle of the entire trailing edge flap, and on the other side, it slopes diagonally rearward and upward at a weaker slope than the first control rail. second control rails having a gentle arcuate trajectory for regulating the faller-type operating mode of the rising trailing edge flap are disposed intersecting each other and are housed within the airfoil;
Track type operation of an airplane wing trailing edge flap, characterized in that the first and second control rollers are fitted to the first and second control rails to guide the operation of the trailing edge flap. mechanism.