JPH10324299A - Mutually connecting system for mobile wing surface - Google Patents

Abstract

PROBLEM TO BE SOLVED: To prevent both wings from causing left-right-unbalanced operation, by connecting the outer end of a link arm with two matched mobile wing surfaces of both wings, interconnecting their inner ends, and operating the matched mobile wing surface left-right symmetrically. SOLUTION: Inner slats 3a of both side wings 1 are interconnected through two inner link arms 10, and each of slats 3a is connected with an inner swing arm 6 of a slat 3a at its outer end. The inner ends of the inner link arms 10 are connected with a crank 11 which is placed on a center line(CL) of an airplane. Rotation of the crack 11 moves two inner link arms 10 inward or outward, and transfers inner slats 3 into operation condition or accommodation condition. Interconnection of these two inner slats 3a operates the both slats 3a synchronously. Adjacent slats 3a and 3b, and 3b and 3c of each wing are interconnected by an outer link arm 12.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an interconnection system or mechanism for actuating a movable wing, such as a flap or slat.

[0002]

BACKGROUND OF THE INVENTION Modern civilian aircraft generally include cruising,
Movable wings, such as slats and flaps, are provided that optimize the wing shape to provide aerodynamic lift (lift) and drag (retraction) for various flight conditions, such as takeoff and landing. I have. These lift replenishers need to be controlled so as not to provide imbalanced dynamics. That is, it is required that the dynamic action of the movable surface of one wing matches the dynamic action of the corresponding movable face of the other wing. Unbalanced dynamics can cause the aircraft to roll, resulting in a crash.

[0003] An interconnect system has been provided to prevent imbalanced actuation of the movable wing surface and is linked to the aerodynamic surface actuation mechanism. These systems provide for synchronous operation of the moving surfaces of the wings.

[0004] Another form of accident in an aircraft is caused by an uncontrolled state of the wing moving surface. Such an out of control condition may be due to malfunction / damage of mechanical components. Therefore, it is important not to cause such an uncontrollable state due to malfunction / damage of some parts.

[0005] A typical slat actuating mechanism employs a two paired track system. Part 1
An example is U.S. Pat. No. 475,340 assigned to Boeing.
No. 2. This system uses two curved orbits to move the slats from a retracted position directly in front of the wing to a deployed position extending forward and downward. It is to rotate.

In most dual orbit systems, motors at each orbital position drive a movable surface. These drives must operate synchronously. Otherwise, the mechanism will not work properly. A torque shaft connecting the tracks is provided and plays a role in the event of a malfunction of the drive. Wing ben
In order to deal with this, the torque shaft is divided by a universal joint at an intermediate station. A plurality of torque shafts are further connected to the trajectory of another movable surface portion, and all movable surface portions are connected along both wings. Gears are provided at the drive stations to increase the rotational speed of the torque shaft, reduce the transmitted torque and reduce the overall weight of the system.

[0007] It is also important that the slats of commercial aircraft remain intact from the wing due to component damage. This is especially important for the inner (fuselage) slats. This is because there is a possibility of damage to the fuselage or horizontal stabilizer by the detached slats. In designing two tracks, this safety condition is provided by the provision of additional tracks.

Another slat actuation mechanism is a swing arm parallelogram system, an example of which is disclosed in US Pat.
No. 116 and PCT / NZ95 / 00996. The contents are incorporated into the text. Such a system must also follow the same safety standards as the two-track system described above.

[0009]

SUMMARY OF THE INVENTION One object of the present invention is to overcome at least some of the problems of the current systems described above, or to provide an interconnected transmission for swing arm slat and flap systems that provides a viable option. Is to provide a system.

[0010]

According to one aspect of the present invention, there is provided an interconnection system for a movable wing of an aircraft having a pair of wings. Each wing includes a main wing portion having a leading edge and at least one movable wing surface. Each movable wing surface portion is connected to the main wing portion by at least two swing arms, and the movable wing surface portion is moved vertically and parallel to the front edge of the main wing portion by the rotation of the swing arm to be in an operating state. The interconnection system includes at least two link arms, the outer ends of which are provided on both wings and are connected to two mutually matched movable wing surfaces, the inner ends of which are interconnected. And the matched movable wings are operated symmetrically.

[0011] By connecting these movable wing surfaces of the two wings, imbalanced operation is prevented, and the risk of an aircraft accident is reduced. These link arms are very lightweight, reduce the overall weight of the aircraft, are reliable, and have low manufacturing costs.

The inner end of the link arm is connected to a crank provided in the machine body, and the rotation of the crank causes the link arm to move symmetrically. The crank can be moved by a drive motor. Both link arms can be driven by a single motor.

In accordance with another aspect of the present invention, there is provided an interconnection system for a movable wing of an aircraft having a pair of wings. Each wing includes a main wing portion having a leading edge and a plurality of movable wing surfaces. Each movable wing surface portion is connected to the main wing by at least two swing arms, and the movable wing surface portion is moved vertically and parallel to the front edge of the main wing portion by the rotation of the swing arm to be in an operating state. The interconnect system includes at least one link arm that connects at least one movable wing to an adjacent movable wing of the same wing and operates the movable wings in a synchronized manner. Let me. Due to the interconnection of these adjacent wing surfaces, all of the interconnection surfaces operate as intended, even in the event of a drive motor malfunction.

[0014] At least one movable wing surface is connected to at least two adjacent movable wing surfaces by link arms. With the provision of two link arms and two swing arms, the movable wing surface does not come off the main wing even if the link arm or the swing arm is damaged.

The link arms can extend substantially parallel to the leading edges of the wings. Sealing means may be provided to fill the gap between adjacent moving wing surfaces.

In accordance with yet another aspect of the present invention, there is provided an interconnection system for a movable wing of an aircraft having a pair of wings. Each wing includes a main wing portion having a leading edge and a plurality of movable wing surfaces. Each movable wing surface is connected to the main wing by at least two swing arms,
By the rotation of the swing arm, the movable wing surface portion is moved vertically and parallel to the front edge of the main wing portion, and is brought into an operating state.
The interconnection system includes at least two inner link arms, the outer ends of which are connected to mutually matched movable wing surfaces of the wings. Its inner ends are interconnected to synchronously actuate matched movable wings. At least one outer link arm connecting at least one movable wing surface to an adjacent movable wing surface portion of the same main wing is further included for operatively operating the connected movable wing surface portion.

These link arms can be connected to the swing arm on the movable wing surface. These link arms can also be connected (directly or indirectly via a swing arm) to the movable wing surface with a universal joint.

[0018] At least one link arm has a build tolerance difference between the main wing and the movable surface.
nce) is included to adjust the length of the link arm.

[0019] The at least one link arm includes a lost motion mechanism to cope with changes in the length of the link arm, such that after the lost motion has been addressed, the link arm may have a tensile load or compression. Transmit the load. A drive motor can be connected to the swing arm to operate the movable wing surface.

In accordance with a preferred embodiment of the present invention, the interconnection system includes an inner slat mechanism with two swing arms and two adjacent link arms, with simple damage to the link arm or swing arm. The slats do not come off the wings.

According to another preferred embodiment of the present invention, the interconnection system includes a link arm from the inner slat to the crank in the fuselage, the rotation of the crank controlling the moving surfaces of the two wings in synchronism. .

According to another preferred embodiment of the present invention, the interconnection system includes a linkage for activating the wing surface. The link mechanism includes a link arm connected to adjacent movable surface portions or swing arms at both ends,
An adjustment mechanism for addressing molding tolerances between the main wing and the movable surface.

According to another preferred embodiment of the present invention, the interconnection system includes a linkage (ie, a backup system) for secondary operation of the wing. The link mechanism includes a link arm connected at both ends to an adjacent movable surface or swing arm, and a lost motion mechanism that transmits a tensile load or a compressive load after the lost motion is addressed.

[0024]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT FIG.
Shown is an aircraft wing 1 having a wing section 2 with body slats 3a, 3b and 3c. Slats 3a, 3b
And 3c are in the operating position and the storage position 5
a, 5b and 5c are shown by thin lines. Slat 3
a, 3b and 3c are operated and stored in a synchronized manner, are activated when taking off, and are stored when cruising.

Each slat 3a, 3b or 3c is moved by two swing arms 6 to the front edge 4 of the wing portion 2.
It is connected to the. Each of the swing arms 6 is rotatably connected to one end of the main wing portion 2 and is rotatably connected to the slat 3a, 3b or 3c at the other end. When the swing arm 6 is pivoted from a storage position substantially parallel to the front edge 4 to the operating position shown in FIG. 1, the slats 3a, 3b and 3c
Move forward from below. Slats 3a, 3b and 3c
Is also moved inward (substantially parallel to the front edge 4), and when the slat is activated, the inner slat 3a and the wing 1
To eliminate the gap between the root of The swing arm mechanism is described in PCT / NZ95 / 00096,
The contents are incorporated into the text.

The inner slats 3a of the left and right wings 1 are interconnected by two inner link arms 10, and are connected at their outer ends to the inner swing arm 6 of the slat 3a. The inner end of the inner link arm 10 is connected to a crank 11 located on the center line (CL) of the aircraft. With the rotation of the crank 11, the two inner link arms 10 are moved inward or outward, and the inner slats 3a are put into an operating state or a stowed state. The interconnection of these two inner slats 3a allows both slats 3a
Operate synchronously.

Adjacent slats 3a and 3b and 3b of each wing
And 3c are interconnected by an outer link arm 12. As shown in detail in FIG. 2, each outer link arm 12 includes a turnbuckle device that includes a link tube 13, a threaded shaft 14, and an adjustment nut 15 to adjust the length of the outer link arm 12. The ends of the outer link arm 12 are two universal joints 1
6 are connected to the swing arms 6 of the adjacent slats 3b and 3c. Optionally providing a flexible seal 17 between the ends of adjacent slats 3b and 3c,
It can improve the aerodynamic performance of the wing and prevent rain and ice from entering. This turnbuckle device is a link arm 12
The length of the wings and slats is adjusted to accommodate the molding tolerances. The two universal joints 16 deal with the individual adjustment of the wing bending action, slat actuation and slat rotation without increasing the load on the slat structure.

The slats 3a, 3b and 3c are operated by electric or hydraulic motors 18 and 19 installed in the fuselage and both wings. The central motor 18 drives the crank 11 and acts on the inner swing arm 6 of the inner slat 3a via the inner link arm 10. The wing motor 19 drives the outer swing arm 6 of the inner and outer slats 3a, 3b and 3c. The inner swing arm 6 of the outer slats 3b and 3c is connected to the outer swing arm 6 of the adjacent slats 3a and 3b via the outer link arm 12. Inner link arm 10 and outer link arm 12 are capable of transmitting compressive and tensile forces between slats 3a, 3b and 3c, and actuate the wing slats symmetrically and synchronously.

When the motors 18 and 19 operate, each swing arm 6 is driven directly by a motor or indirectly via link arms 10 and 12. Only one motor acts on one slat and the central motor 18
And the total number of motors required is approximately half that required for a similar two track system. There is also no need for torque shafts and their associated gears and universal joint mechanisms. Thus, the overall weight of this actuation mechanism is significantly less than that of a similar two-track system. This mechanism is simple,
Higher reliability.

The motors 18 and 19 are activated to operate the slats. The central motor 18 moves the crank 11 counterclockwise (shown) and the two inner link arms 1
Pull in 0 inside. Thus, the inner slat 3a is retracted in the forward inward direction toward the root of the wing. The wing motor 19 simultaneously drives the outer swing arms 6 of the outer slats 3b and 3c to move them forward and inward. The outer link arm 12 transmits this movement to the inner swing arm 6 of the outer slats 3b and 3c. The wing slats 3a, 3b and 3c are operated simultaneously and synchronously. The storing process is the reverse of this operating process, and a detailed description is omitted.

Even if the motor 18 or 19 is malfunctioning,
The interconnection of the slats 3a, 3b and 3c via the link arms 10 and 12 ensures that all slats operate properly. Similarly, if the link arm 10 or 12 is malfunctioning, the slat will operate properly. This is because each slat is directly driven by at least one drive motor. This actuation mechanism provides a safety mechanism and prevents slat imbalanced actuation.

Further, due to the interconnection of the slats via the link arms 10 and 12, even if a part of the swing arm connecting the slat to the main wing portion is broken, the slat does not come off the wing.

Another embodiment of the present invention is illustrated in FIGS. Link arms 10 and 12 include a lost motion mechanism. In this embodiment, the link arm 1
2 includes two tubes 23 and 24 interconnected by a telescoping joint 25. Tubes 23 and 2
The outer end of 4 is a universal joint 16 and a slat 3b
And 3c are connected to the adjacent swing arm 6. The telescoping joint 25 addresses small variations in the separation of the slats 3b and 3c without loading the slat structure. The joint 25 includes a stop mechanism to transmit a tensile or compressive load after coping with lost motion to provide symmetric and symmetrical operation of the slat.

Various modifications of the slat mechanism are possible. For example, the link arms 10 and 12 can be connected directly (for example, with a universal joint) to the movable wing surface instead of the swing arm.

The above-described operation mechanism can be adopted for other movable wing surfaces such as wing flaps.

[0036]

[Brief description of the drawings]

FIG. 1 is a schematic plan view of a wing with three slats provided on a wing leading edge separated by an engine pylon.

FIG. 2 is a schematic front view of a main wing portion viewed from an arrow A in FIG. 1, and a part of a front edge of a slat is omitted from FIG.
Shows gaps between body slats.

FIG. 3 is a schematic front view of a main wing portion viewed from an arrow A in FIG. 1 and shows another embodiment of the present invention.

FIG. 4 is a schematic front view of a main wing portion viewed from an arrow A in FIG. 1, and shows still another embodiment of the present invention.

Claims (13)

[Claims] An interconnecting mechanism for a movable wing surface of an aircraft having a pair of wings, wherein each wing includes a wing portion having a forward edge and at least one movable wing surface. The wing surface is connected to the main wing portion by at least two swing arms, which can be activated by the rotation of the swing arm and move vertically and parallel to the front edge, and the interconnection mechanism comprises at least two swing arms.
Link arms, the outer ends of which are connected to the two matched movable wings of the two wings, the inner ends of which are interconnected, and the symmetrical symmetry of the movable wings. An interconnect mechanism characterized by providing actuation. 2. The link arm of claim 1, wherein the inner ends of the link arms are connected to cranks in the fuselage, and rotation of the cranks provides a symmetrical movement of the link arms. Interconnect mechanism. 3. The interconnection mechanism according to claim 1, further comprising a drive motor for driving said crank. 4. An interconnection mechanism for a movable wing surface of an aircraft having a pair of main wings, wherein each wing includes a main wing portion having a front edge and a plurality of movable wing surfaces. Is connected to its wing portion by at least two swing arms, which can be activated by the swing arm's rotation and move vertically and parallel to the front edge, the interconnection mechanism comprising at least one An interconnection mechanism comprising at least one link arm for connecting the movable wing surface to an adjacent movable wing surface portion of the same main wing, and operating the connected movable wing surface portions in a synchronized manner. 5. The interconnection mechanism according to claim 4, wherein at least one of the movable wings is connected to at least two adjacent movable wings by a link arm. 6. The interconnection mechanism according to claim 4, wherein the link arm extends substantially parallel to a front edge of the wing. 7. The interconnection mechanism according to claim 4, further comprising sealing means for filling a gap between adjacent movable wing surface portions. 8. An interconnection mechanism for a movable wing surface of an aircraft having a pair of main wings, wherein each wing includes a main wing portion having a forward edge and a plurality of movable wing surfaces. Is connected to its main wing portion by at least two swing arms, which can be activated by the rotation of the swing arm and move vertically and parallel to the front edge, the interconnection mechanism comprises at least two Includes an inner link arm, the outer end of which is a two-wing matched
Connected to the movable wings of the body, the inner ends of which are interconnected to provide symmetrical actuation of the matched movable wings, wherein at least one movable wing is connected to an adjacent movable wing of the same wing. An interconnect mechanism, further comprising at least one outer link arm for connecting to the face, wherein the interconnected mechanism activates the connected movable wing face in a synchronized manner. 9. The interconnection mechanism according to claim 1, wherein said link arm is connected to said swing arm of said movable wing surface portion. 10. The interconnection mechanism according to claim 1, wherein the link arm is connected to the movable wing surface by a universal joint. 11. The interconnection mechanism according to claim 1, wherein at least one of the link arms includes an adjustment mechanism for adjusting a length. 12. The link arm according to claim 1, wherein at least one of said link arms includes a lost motion mechanism, and a compressive load and a tensile load are transmitted only after the lost motion is dealt with. An interconnect mechanism as claimed in any of the preceding claims. 13. The interconnection according to claim 1, wherein a drive motor is connected to at least one of the swing arms for operating the movable wing surface. mechanism.