JPH0924897A - Roll control device for aircraft - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a roll control device for an aircraft unrestricted in a position of providing a flap as in case of using an aileron and prevented from the lowering of lift of main wings as in case of using a spoiler. SOLUTION: Lift plates 1 movable between each closed position in contact with the surface skin and each opened position generating lift above the surface skin are respectively provided on the upper face skin of lateral main wings 11 of an aircraft, and the lift plate 1 of one main wing 11 is moved into the closed position to increase lift, thus generating rolling moment to an airframe.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an aircraft roll control device applied to control of aircraft roll motion and the like.

[0002]

2. Description of the Related Art Conventional roll control techniques for aircraft include a roll control technique using an aileron as shown in FIG. 3 and a roll control technique using a spoiler as shown in FIG.

In the case of aircraft roll control technology using ailerons, as shown in FIG. 3, ailerons 3 as movable nautical surfaces are provided at the trailing edges of the left and right main wings 11 of the aircraft 10, and the ailerons 3 By moving in the opposite direction, the lift of the left and right main wings is changed, and the roll motion of the airframe is performed as shown by the arrow.

In the case of aircraft control technology using a spoiler, as shown in FIG. 4, a movable resistance plate called a spoiler 4 is provided in the middle of the upper surfaces of the left and right main wings 11, and the spoiler 4 on one side is set up. By separating the flow on the upper surface and reducing the lift force, the roll motion of the airframe is performed as shown by the arrow.

[0005]

The conventional roll control technique for an aircraft by aileron has the following drawbacks as shown in FIG.

(1) The rear edge of the outer wing portion of the main wing 11 is aileron 3
Therefore, when the flap 5 is provided as shown in FIG. 5A, the span size of the flap 5 is limited.

(2) Since the aileron 3 itself is a movable control surface, as shown in FIG.
It is necessary to consider the rotation of the wing and the coupled flutter of the main wing 11.

(3) It is necessary to consider the adverse effect of aileron. That is, as shown in FIGS. 5C and 5D, when the control rod 12 is moved laterally to lower one aileron 3 by the steering angle β, due to the upward aerodynamic force P _A generated by the aileron 3, A moment of head down acts on the main wing 11. Note that α is the angle of attack of the main wing 11. Main wing 11 at this time
Is weak against twisting, as shown in FIG.
The downward aerodynamic force P _F generated by the twisting deformation of the wing becomes large, and the total aerodynamic force generated by the main wing 11 and the aileron 3 may be downward, which may cause an adverse effect phenomenon, which needs to be considered. Become.

On the other hand, another conventional technique, the roll control technique for an aircraft using a spoiler, has the following drawbacks.

(1) By erecting the resistance plate, the air flow on the upper surface of the wing is disturbed, and the lift force of the one-side wing is reduced to roll, so that the lift force of the entire machine body is lowered (the altitude is lowered).

(2) The effect is not good at low dynamic pressure.

The present invention seeks to provide an aircraft roll control device that can overcome the above-mentioned drawbacks of the prior art.

[0013]

The roll control device for an aircraft of the present invention moves on the upper skin of the left and right main wings of the aircraft between a closed position in contact with the upper skin and an open position for generating lift. The feature is that each possible lift plate is provided.

According to the present invention, when the lift plate is in the closed position in contact with the upper skin of the main wing, no lift force is generated in the lift plate. When one of the left and right wing plates moves to the open position, a lift force is generated on the one lift plate in the open position, which causes a difference in lift between the left and right wing plates, causing a rolling moment in the airframe.

Further, by adjusting the position of the lift plate between the closed position and the open position, the lift force generated by the lift plate can be adjusted and the value of the rolling moment generated in the airframe can be changed. You can

[0016]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described with reference to FIGS. Left and right main wings 1 of the aircraft 10
A lift plate 1 having the same size as the upper panel between the girders is provided on the upper surface of the outer wing portion (wing tip portion) of No. 1 so as to be symmetrical with respect to the machine axis. The lift plate 1 is openable and closable, and when it is in the closed position in contact with the upper skin of the main wing 11, the main wing 11
The upper surface outer plate of the main wing 11 is formed into a concave shape in conformity with the shape of the lift plate 1 so as not to change the outer shape of the wing shape.

The drive mechanism for each lift plate 11 will be described below. As shown in FIG. 2, a rear end 2 a of the actuator 2 is pivotally attached to a lower portion of the rear spar 16 of the main wing 11, and a front end 2 b of the actuator 2 is connected to the rear spar 1 of the main wing 11.
A rear end 13a is pivotally attached to the upper portion of the connecting rod 6, and the middle portion of the connecting rod 13 is pivotally attached. The connecting rods 14a and 14b projecting upward from the connecting rod 13 and extending parallel to each other pass through the through holes (not shown) provided in the upper outer plate of the main wing 11, and the upper ends of the connecting rods 14a and 14b are lift plates. It is attached to 11.

The tip of the lift plate 1 is located near the front girder 15 of the main wing 11 at the closed position shown by the solid line in FIG. Move it to the upper open position and lift the lift plate 11 to lift ΔL.
When the force occurs, the position of the force applied point of the same lift ΔL in the chord direction of the main wing is the aerodynamic center a. c. Therefore, the change in pitching moment due to the increase in the lift force by the lift plate 1 becomes zero, and the adverse effect does not occur.

When the actuator 2 is operated, the lift plate 1 is moved upward from the closed position in contact with the upper skin of the main wing 11 shown by the solid line in FIG. 2 and the outer skin of the main wing 11 shown by the dotted line in FIG. Can be moved to and from the open position, which is remote to. When the lift plate 11 moves from the closed position to the open position shown by the dotted line in FIG. 2, the rear end 13a of the connecting rod 13 moves around the point pivotally attached to the rear girder 16, and the lift plate 1 is in the open position. The lift plate 1 has a larger angle of attack than the main wing.

In the present embodiment, the left and right main wings 11
When one of the lift plates 1 is moved from the closed position to the open position by the actuator 2, a lift ΔL is generated in the lift plate 1, whereby the left and right main wings 1
The difference in the lift of No. 1 causes a rolling moment in the airframe.

Further, by positioning the lift plate 1 between the closed position and the open position and adjusting the opening of the lift plate 1, it is possible to control the amount of increase in lift.
The amount of rolling moment acting on the airframe can be adjusted.

Further, the position of the lift force of the lift plate 1 in the chord direction of the main wing is set to the aerodynamic center a. c. Since the pitching moment does not change due to the increase in lift force, it is possible to prevent the adverse effect from occurring.

[0023]

As described above, according to the present invention, the lift plate on the upper surface of the main wing on one side is opened to the open position where the lift is generated, thereby causing the lift difference between the left and right main wings to generate the rolling moment in the body. By adjusting the opening of the lift plate, the magnitude of the rolling moment generated in the airframe can be changed.

Further, the lift plates are provided on the upper surfaces of the left and right main wings, and the flaps can be provided over the entire span of the wings as in the case of using the spoiler.

[Brief description of drawings]

FIG. 1 is an overall view of an embodiment of the present invention.

FIG. 2 is an explanatory diagram of a main part of the same embodiment.

FIG. 3 is an explanatory diagram of a conventional roll control technique having an aileron.

FIG. 4 is an explanatory diagram of a conventional roll control technique having a spoiler.

5 (a) to 5 (e) are explanatory diagrams of problems of the roll control technique by aileron.

[Explanation of symbols]

 1 Lifting Plate 2 Actuator 3 Aileron 4 Spoiler 5 Flap 10 Aircraft 11 Main Wing 12 Control Rod 13 Linking Rod 14a, 14b Connecting Rod 15 Front Girder 16 Rear Girder

Claims (1)

[Claims] 1. A lift plate is provided on the upper skins of the left and right main wings of the aircraft, the lift plates being movable between a closed position in contact with the upper skins and an open position for generating lift. Aircraft roll control device.