JPH05155387A - Rolling control apparatus for airplane - Google Patents

Abstract

PURPOSE:To prevent the deteriovation of wing performance by rotatably mounting part of a structure for supporting an engine in the pitch direction on a wing torque box through a pivot and by providing the turning direction of a right and a left engine with the reverse direction respectively by the actuation of a pitch actuator to provide a fuselage with rolling moment. CONSTITUTION:Part of a structure for supporting each engine equipped on a right and a left wing in an air plane is rotatably mounted in the pitch direction on a wing torque box 3 or a structure part connected to the torque box 3 through a pivot 2. In addition, there is provided a pitch actuator 1 for turning the structure for supporting the engine to the pitch direction. The actuation of the pitch actuator 1 provides the turning direction of a right and a left engine with the reverse direction respectively to provide a fuselage with rolling moment. The result limits no flap width, develops no aileron reversal, and provides a rolling control apparatus having no decrease in wing performance and no increase in resistance.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a roll control device applied to an aircraft having an engine mounted on its wing.

[0002]

2. Description of the Related Art Conventionally, control for rolling an airframe has been performed by using an aileron (auxiliary wing) provided on an outer wing portion, using a spoiler, or both of them.
11 and 12 show examples of aileron control and spoiler control, respectively.

In the aileron control shown in FIG. 11, the left and right ailerons 10 are moved up and down in opposite directions to change the cambers of the left and right wings, thereby causing left and right differences in lift and generating a rolling moment. ..

The spoiler control shown in FIG. 12 raises a single-wing spoiler 12 to lower the lift of the blade on the side where the spoiler is raised, thereby causing a difference in lift between the left and right wings to generate a rolling moment. Is.

[0005]

The conventional roll control devices have the following problems, respectively. (1) Airframe control by aileron: Aileron 1 at trailing edge of wing
Since 0 is provided, it is impossible to provide the flap 13 over the entire span, and the flap width is limited. Further, when the outer wing portion has a low torsional rigidity, a problem of aileron reversal (aileron adverse effect) shown in FIG. 13 occurs, and the weight reduction of the outer wing structure is limited. (2) Airframe control by the spoiler: The spoiler 12 disturbs the flow on the blade surface, thereby lowering the lift force, which leads to a reduction in airfoil performance and an increase in drag.

The present invention is intended to provide a roll control device in which the flap width is not limited, aileron reversal does not occur, and the blade performance is not deteriorated and the resistance is not increased.

[0007]

SUMMARY OF THE INVENTION The present invention has been made to solve the above problems, and a part of a support structure of an engine mounted on the left and right main wings of an aircraft is connected to the main wing torque box or the torque box. The structure is equipped with a pitch actuator that can be rotated in the pitch direction via a pivot, and a pitch actuator that turns the support structure of the engine in the pitch direction is provided. By operating the pitch actuator, the turning directions of the left and right engines are reversed. The present invention relates to a roll control device for an aircraft, which applies a roll moment to the airframe by changing the direction.

[0008]

[Operation] For example, pitching up the starboard engine,
The vertical component of thrust is output upward. On the contrary, the port side engine is pitch down, and the vertical component of thrust is downward. As a result, a couple moment is generated in the left and right engines, and acts as a rolling moment on the airframe.

[0009]

1 is a vertical sectional view of an engine portion according to a first embodiment of the present invention. In the figure, 1 is a pitch actuator, 2 is a pivot that rotatably supports an engine support structure, 3 is a main wing torque box, 4 is a propeller, and 4a is a propeller rotating surface.

In this example, a turbo prop engine is provided as a propulsion system. The truss structure that supports the engine is pin-coupled to the front girder and the rear girder of the torque box 3 of the main wing by the pivot 2. The actuator 1 is connected to the middle of the drag strut, and the expansion and contraction of the actuator 1 moves the nacelle structure itself in the pitch direction. By performing this in the opposite direction with the left and right nacelle structure, the roll can be applied to the airframe.

FIG. 2 is a vertical sectional view of an engine portion according to a second embodiment of the present invention. In the figure, 1 is a pitch actuator, 2 is a pivot, 3 is a wing torque box, 5 is a turbofan engine, 6 is a front mount, and 7 is a rear mount.

Although this example shows an example in which a turbofan engine is provided as a propulsion system, it can also be applied to a case in which a jet engine is provided. In this case, the pylon and the front mount part 6 of the engine are connected by the pivot 2 so as to move freely with respect to the pitch, and the rear mount part 7
The actuator 1 is mounted on the vehicle, and the engine 5 is moved in the pitch direction by the expansion and contraction of the actuator.

Generally, when the lift forces of the left and right wings are different from each other and the roll motion is performed, the resistance of the left and right wings is changed, so that a moment in the yaw direction is generated. 3 to 7 show a third aspect of the present invention.
1 is a drawing of an embodiment showing a device for displacing an attachment portion of an engine in a yaw direction to cancel a moment in the yaw direction. 3 is a longitudinal sectional view of the engine portion of the third embodiment, FIG. 4 is a perspective view of the drag strut 8 of the same embodiment, and FIG. 5 is a front mount 6 provided in part A of FIG.
FIG. 6 is a perspective view of the rear mount 7 provided in FIG. 4B, and FIG. 7 is a side view of the rear mount 7. The engine support structure is pinned to the wing torque box at C in FIGS. 3 and 4. 1
Is a pitch actuator.

Although this device can perform roll control by the pin and the pitch actuator as in the above-described embodiments, it can also perform yaw control. That is, the yaw actuator 9 shown in FIGS. 6 and 7 is driven to move the rear mount 7 of the engine to the side, and the engine is rotated in the yaw direction around the front mount 6 shown in FIG. With this, the moment in the yaw direction can be canceled.

FIG. 8 is an explanatory view of the roll moment generating effect of each of the above-mentioned embodiments. The figure (a) is a side view of the starboard engine with the thrust turned upward, the figure (b) is the side view of the port engine with the thrust turned downward, and the figure (c) shows the thrust turning as described above. FIG. 6 is a perspective view of an aircraft in which a rolling moment is applied by the engine. In the figure, T is thrust, T _X is the forward component of the thrust, and T _Z is the vertical component of the thrust. (C) of the figure shows that a rolling moment is generated in the airframe by the vertical component T _Z of the left and right engines.

FIG. 9 is a plan view of a blade for explaining other effects of each of the above embodiments. FIG. 9 (a) is an aileron / spoiler control blade, and FIG. 9 (b) is a thrust deflection control blade. Is shown. In the figure, 10 is an outer aileron, 11 is an inner aileron, 12 is a spoiler, and 13 is a flap. Compared to the aileron steering wing (a), the thrust deflection device control wing (b) can be provided with the flap 13 up to the aileron portion, so that the takeoff and landing distance can be shortened and the STOL property can be provided. In addition, when the thrust directions of the left and right wings are set in the same direction and are directed upward (pitch up), an effect as a high lift device is also produced. Further, since there is no aileron, there is no concern about aileron reversal, and the outer wing structure can be made weaker and lighter than before, and a high-performance main wing with a thin blade can be obtained.

FIG. 10 is a plan view of a blade for explaining still another effect of each of the above-described embodiments. FIG. 10A shows a blade having an aileron spoiler, and FIG. 10B shows an aileron spoiler. Figure 3 shows a wing with a thrust deflector in tandem.
In the conventional wing, the tab 14 for trimming the roll is required, but when the thrust deflecting device is also used together with the aileron spoiler, it is possible to provide the function of the trim tab and the tab is not required.

[0018]

According to the roll control device for an aircraft of the present invention, a part of the supporting structure of the engine mounted on the left and right main wings of the aircraft is pivoted to the main wing torque box or a structure portion connected to the torque box. It has a pitch actuator that is mounted so as to be rotatable in the pitch direction, and that has a pitch actuator that turns the support structure of the engine in the pitch direction. By operating the pitch actuator, the turning directions of the left and right engines are opposite to each other. Since the roll moment is applied, the flap width is not limited, aileron reversal does not occur, and the roll control device in which the performance reduction and the resistance increase of the blade do not occur can be provided.

[Brief description of drawings]

FIG. 1 is a vertical cross-sectional view of an engine unit according to a first embodiment of the present invention.

FIG. 2 is a vertical sectional view of an engine section according to a second embodiment of the present invention.

FIG. 3 is a vertical cross-sectional view of an engine unit according to a third embodiment of the present invention.

FIG. 4 is a perspective view of the drag strut of the same embodiment.

FIG. 5 is a perspective view of the front mount of the embodiment.

FIG. 6 is a perspective view of a rear mount of the embodiment.

FIG. 7 is a side view of the rear mount.

FIG. 8 is an explanatory diagram of a roll moment generation effect of each of the above-described embodiments.

FIG. 9 is an explanatory diagram of another effect of each of the embodiments.

FIG. 10 is an explanatory diagram of still another effect of each of the embodiments.

FIG. 11 is a first of an aircraft having a conventional roll control device.
FIG.

FIG. 12 is a second view of an aircraft having a conventional roll control device.
FIG.

FIG. 13 is an explanatory diagram of aileron reversal.

[Explanation of symbols]

1 Pitch Actuator 2 Pivot 3 Main Wing Torque Box 4 Propeller 4a Propeller Rotating Surface 5 Turbofan Engine 6 Front Mount 7 Rear Mount 8 Drag Strut 9 Yoke Actuator 10 Outer Aileron 11 Inner Aileron 12 Spoiler 13 Flap 14 Tab T Thrust T ' Thrust T _X Thrust front component T _Z Thrust vertical component

Claims (1)

[Claims] 1. A part of a supporting structure of an engine mounted on left and right main wings of an aircraft is attached to a main wing torque box or a structure portion connected to the torque box via a pivot so as to be rotatable in a pitch direction, and further. An aircraft characterized by comprising a pitch actuator for turning a support structure of the engine in a pitch direction, and by operating the pitch actuator, the turning directions of the left and right engines are made opposite to each other to give a roll moment to the airframe. Roll control device.