JPS58126291A - Jet propulsion type aircraft - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention provides that as a result of the supercirculation created in the wing,
Additionally, the Coanda effect immediately downstream of the blade
The present invention relates to a jet-powered aircraft of the type having a propulsion jet directed over the top surface of the wing to provide additional lift as a result of the downward deflection of the propulsion jet caused by the wing.

An example of an aircraft of the above type is the Agard CP-2
62 “Aerodynamic Control Characteristics” Section 8 “YC-14 Top Blowout 7 Lap: Unique Control Surface” (Agard CP -
262” A@rodynamic characters
-ristic of control”, 5ec
tion 3″TheYC-14upper gur
face blown flap: a
uniqu@controlsurface'').

In the aircraft exemplified in the above-mentioned technical publications, those skilled in the art will understand that the "engine-over-engine"
Each propulsion unit F is placed on a wing according to the shape known as the -wing) J. This feature allows the jets of the propulsion system to be directed over the top of the wing, creating supercirculation in the wing, resulting in a significant increase in lift. Additionally, a phenomenon known as the Coanda effect causes a jet directed over the top of a wing to follow the curvature of the top of the wing and be deflected downward immediately downstream of the wing; The increase in lift is approximately equal to the thrust of the jet.

It is an object of the invention to provide an aircraft of the above-mentioned type with further improved lift characteristics.

The main features of the aircraft according to the present invention are as follows. That is, the region of the top surface of the wing that the jet is directed to cover is laterally bounded by two longitudinal surfaces projecting from the top surface of the wing, and the second fluid is in the jet and the second The fluid is adapted to form a single surface ejector system with relative airflow over the wings, the successive expansion, mixing and recompression regions of the ejector being formed by a single active surface consisting of the top surface of the blade. It is in the defined m formation.

The above-mentioned features make it possible to obtain an increase in jet thrust which is translated into a combined increase in lift and thrust.

According to a first solution, the propulsion jet is directed to impinge on the top surface of the wing, so that the jet assumes a flat and wide profile on the top surface of the wing due to its contact with the top surface of the wing. It looks like this. In another solution, the propulsion jet is directed so as not to impinge on the top surface of the wing. In this case, the nozzle through which the jet is ejected has a flat and wide profile, so as to give the jet a corresponding shape.

In a preferred embodiment of the invention, the nozzle from which the jet is discharged has a device for generating a vortex in the jet to ensure mixing of the jet with the relative airflow over the wings. ing.

An aircraft according to an embodiment of the invention has a conventional configuration with two main wings on one fuselage.

In this case, the sides of the fuselage are provided with at least two propulsion jets, one for each main wing, and the longitudinal surface is provided with two main wings and a longitudinal surface of the aircraft. It is almost parallel to the plane of directional symmetry.

The aircraft according to the second embodiment of the invention has a configuration with two fuselages and wings, the two fuselages being connected to each other by a central section of the wing. In this case, the jet is directed over said central portion of the wing;
The longitudinal surface is also constituted by the two bodies.

Preferably, in said first embodiment, each of the longitudinal surfaces is located at a point on said wing intermediate between the fuselage and the free end of the respective wing, and this point is such that the pressure across the wing is The center and the center of pressure of the portion of the wing between the fuselage and the longitudinal surface are selected to coincide longitudinally with each other.

This ell minimizes the jerking moment caused by changes or variations in thrust force.

Another feature of the first embodiment is that the aircraft has a triangular main wing;
It has a canard-type secondary wing placed in front of the main wing, and a nozzle from which the jet is discharged is placed in line with the trailing edge of the secondary wing and changes the direction of the jet. The structure has a device for this purpose.

Because of this feature, the jets that are used to create supercirculation on the main wing can also be used to cause the secondary wing to act as a "blowout seven rad" system. These changes in the direction of the jets do not significantly change the overall lift, but rather allow the lift of the secondary wing to be controlled.

According to the aircraft according to the invention, the ejector system makes it possible to obtain an increase in jet thrust which is converted into a combined increase in lift and thrust. The increase in jet thrust increases both the lift component due to the effects of supercirculation acting on the wing and the lift component due to the downward deflection of the jet due to the Coanda effect immediately downstream of the wing. As the thrust of the jet increases, the lift component due to the downward deflection of the jet becomes dominant over the lift component due to the supercirculation effect. Furthermore, the aerodynamic field (a@r
The portion of the odynamic fie14) is concentrated in the area adjacent to the trailing edge of the wing. This gives rise to the possibility of controlling the attitude of the aircraft by reorienting the wing surface area adjacent to the trailing edge of the wing with the aim of directing the deflected jet in a corresponding direction and increasing lift. It will be done.

This possibility is exploited in a further embodiment of the aircraft according to the invention, which is characterized in that the aircraft wing has a fixed forward section which occupies a small part of the chord and a fixed forward part which occupies a large part of the chord. a movable rear portion, the movable rear portion being pivotally connected to the fixed front portion for pivotability about a generally transverse axis and tiltable downwardly with respect to the fixed front portion; and a trailing edge of the wing section between said longitudinal surfaces is provided with a movable control surface for controlling the attitude of the aircraft, the aircraft further being capable of controlling changes in relative wind direction in a given flight attitude. and a drive device configured to move the movable control surface in response to an output from the sensor device to maintain the attitude of the aircraft in an unchangeable state. A71
According to another preferred embodiment, the sensor device is constituted by an auxiliary movable surface. More preferably, the auxiliary movable surface is coupled to the movable control surface by a mechanical transmission, such that the auxiliary movable surface also acts as a driver for the movable control surface? ing.

Preferably, the auxiliary movable surface comprises a horizontal stabilizer of the aircraft, which horizontal stabilizer is adapted to move in a vertical direction.

Embodiments of the present invention will be described below with reference to the accompanying drawings.

FIGS. 1 and 2 of the accompanying drawings illustrate the unique similarities between the aerodynamic field of the wing and the aerodynamic field of the ejector. More specifically, the aerodynamic field of the wing is schematically illustrated in the upper part of FIG. 1, and the relative changes in pressure are schematically illustrated in the lower part. The aerodynamic field has a stagnation region indicated by (C) on the upstream side of the wing, a high-velocity region indicated by Φ) on the top surface of the wing, and a recompression region indicated by (C) on the downstream side of the wing. have. In the upper part of FIG. 2 an ejector is shown schematically, comprising a pipe 1 having a converging part 2 and a diverging part 3, and a nozzle 4 positioned in the converging part 2 of the pipe f1. have. According to the well-known operating principle of ejectors, the kinetic energy of the jet of fluid (-secondary fluid) ejected from the nozzle 4 is greater than that of the other fluid (secondary fluid) flowing from the input of the convergent section 2. It is partially transferred to the flow, primarily by mixing. The kinetic energy possessed by the flow produced by the mixing of these two fluids is converted into pressure energy at the diffuser section 3, so that the pressure at the outlet of the ejector is the same as that of the secondary fluid in the pipe. The pressure is higher than that of the atmosphere drawn into the chamber. In Figure 2, (A
), (B) and (C) respectively show the expansion region, mixing region and recompression region of the ejector.

As can be seen by comparing FIGS. 1 and 2, similarities exist between the aerodynamic fields of the wing and the ejector.

Because of this similarity, it is possible to provide an ejector system that matches the top surface of a jet-powered aircraft wing by directing the propulsion jet over the top surface of the wing to form a single surface ejector. This gives us a theoretical possibility.

In the single surface ejector, the primary fluid is the propulsion jet, the secondary fluid is the relative air flow over the blade, and the expansion, mixing and recompression areas of the ejector are at the top of the blade. It is defined by a single active surface consisting of a single active surface.

Figure 6 schematically shows the application of the ejector principle to a jet propulsion aircraft maple ([J] indicates the nozzle, and the propulsion jet is located at this nozzle). Also shown in (B) is the mixing region between the jet and the relative airflow over the wing.

The advantage obtained by applying the ejector principle is that a significant increase in thrust is produced which translates into a combined increase in both lift and thrust.

Research and experiments conducted by the applicant indicate that the main challenges that must be solved in order to achieve a practical single-surface ejector system such as that described above that conforms to the wing top surface of a jet-powered aircraft are: It has been found that efficient mixing can be achieved between the jet (secondary fluid) and the relative airflow over the wing (secondary fluid) in the high velocity region, i.e. in close proximity to the top surface of the wing. .

In the aircraft according to the present invention, this problem is solved as follows. That is, the problem is solved by lateral delimiting the top area of the wing over which the jet is directed by two longitudinal surfaces projecting from the top surface of the wing. The aforementioned mixing is made easier by allowing the propelling jet to assume a flat and wide shape at the top of the needle.

FIG. 4 shows a schematic plan view of an aircraft according to an embodiment of the invention, which will be described in detail below in connection with FIGS. 7 and 8.

The two said longitudinal planes (indicated by the number 5) delimit a central region 6 over which the jet 7 discharged from the nozzle 8 is directed.

Making the shape of each jet 7 flat and wide on the top surface of the wing can also be achieved by directing the jet towards the top surface of the wing and bringing it into contact with the top surface of the wing, or by directing the jet to the top surface of the wing, or by This is also possible by making the shape of the nozzle 8 flat and wide in advance and giving the jet a shape corresponding to the flat and wide shape.

Experiments carried out by the applicant have shown that by using two longitudinal surfaces 5 it is possible to produce a large increase in thrust, and also to have an effect on both lift and propulsion. It has been found. It is understood that this phenomenon is due to the fact that the longitudinal surface 5 prevents the swirling transverse flow from being drawn into the central region of the blade due to the high pressure drop existing there.

7 and 8 show a first embodiment of the aircraft according to the present invention described above, which consists of a triangular main wing consisting of two main wings 9 and a secondary wing positioned in front of the main wing. A light tail fin 10 is provided, the longitudinal surface 5 of which projects from the main wing 9. In FIG. 8, a propulsion unit 11 of an aircraft is schematically illustrated by broken lines, the propulsion unit 11 having a first pair of discharge nozzles 12 and a position located behind the first pair of discharge nozzles 12. 1f! 2 pair of discharge nozzles 1
3. The nozzle 12 is placed in line with the trailing edge of the secondary blade 10 and is also provided with seven rods 12- for changing the direction of the jet.

Due to the above-mentioned standby configuration, the jet ejected from the nozzle 12, in addition to being used to create a supercirculation in the area of the main wing contained between the two longitudinal surfaces 5, is also used for the secondary wing. It is also used to provide a system with 7 blowouts and 10 blowouts. By changing the direction of the jet ejected from the nozzle 12, it is possible, on the one hand, to control the lift of the secondary wing 1°, and on the other hand, almost no change in the overall lift occurs. FIG. 6 schematically shows the path of the jet in the aircraft shown in FIGS. 7 and 8.

As shown in FIG. 6, the jet directed to cover the main wing 9 is deflected downward by the Coanda effect immediately downstream of the main wing, and the magnitude of the thrust of the deflected jet increases. causing an equal increase in lift.

In order to further improve the mixing between the jet and the relative airflow over the blades, the nozzle from which the jet is discharged should preferably be equipped with a device for increasing the temperature of the jet.

In FIG. 5, (CPl) and (CF2) respectively indicate the center of pressure in the part of the main wing between the fuselage and the longitudinal surface 5. This longitudinal surface consists of two points (cpi+cp
2) extend in the intermediate region of the main wing, which are selected to be approximately coincident with each other in the longitudinal direction of the aircraft.

FIG. 9 shows #! of the present invention! An aircraft according to a second embodiment is shown, which aircraft has a twin-hull configuration, the wings having a central section 14 connecting the two fuselages to each other, and the jets of two propulsion units 16. 15 is oriented over its central portion 14. In this case, the longitudinal surfaces laterally delimiting the hypercirculation region are constituted by the twin fuselages of the aircraft.

Jet 15 is converged in the center of the wing,
It is possible that the four-ring moments that occur when flying with one engine are minimized.

The aircraft according to the embodiment of the invention shown in FIG.
and a T-shaped tail in cross section.

The propulsion jets of the aircraft are discharged from two nozzles 70 located on the sides of the fuselage in the forward region of R30, only one of these two nozzles 70 being shown in the figure. Additionally, each wing 40 has a longitudinal surface 80 projecting from the top surface thereof, which longitudinal surface 80 is similar to that provided in the embodiment shown in FIGS. 4-9. It is likewise possible to provide a single-surface ejector system or device in the region between its longitudinal surface and the fuselage.

Xl-X1l in Figure 10! As shown in FIG. 16, which corresponds to a cross-section along 1, the shed discharged from each nozzle 70 flows along the curvature of the top surface of the main wing 40, resulting in supercirculation caused in the wing. provides additional lift and is deflected downward by the Coanda effect just downstream of the wing. This deflected jet causes an aerodynamic chip), and the rectangular component (P) of the force OP) constitutes the lift component due to the deflection of the jet.

Due to the presence of the two longitudinal surfaces 80, the area adjacent the top surface of the wing between each of these longitudinal surfaces and the fuselage acts as a single surface ejector system;
In the ejector system, the secondary fluid is the jet, the secondary fluid is the relative airflow over the blades, and the ejector's successive expansion, mixing and recompression zones are at the top surface of the blades. Defined by a single active surface.

The ejector effect makes it possible to produce an increase in jet thrust which is translated into an increase in aerodynamic chipping due to the deflected jet.

This phenomenon is shown in more detail in the graph of Figure 12.
Ru. In this graph, the line marked (cLTOT) represents the blowout efficiency (proportional to the thrust of the jet).
It shows the total value of the lift coefficient (OL>) of the wing when it is a function of the value of C#).The blowing efficiency (Cμ) is the value (Cμm)
In the case of , the total lift coefficient is the combination of the lift coefficient (CLJ It is the total.

If there were no ejector effect and the thrust of the jet was deflected vertically, the lift component due to the deflected jet would be straight! (1). Under actual conditions, in the absence of the ejector effect, the lift force component due to the deflected diene F will be as shown by 1a-). Therefore, the distance indicated by (A) is (C,
Fig. 3 shows the increase in lift caused by the ejector effect for a jet blowing efficiency equal to csi).

As is clear from the graph shown in FIG. 12, as the jet thrust (Cμ) is increased, the lift component due to the deflected jet becomes dominant with respect to the remaining lift components.

If the portion of the aerodynamic field affected by the deflected jet is concentrated in a limited area adjacent to the trailing edge of the wing, then by reorienting the portion of the aerodynamic field adjacent to the trailing edge, Controlling the direction of the aerodynamic deflection by the jet is achieved by the special structure and configuration of the aircraft parts shown in FIG. The configuration will be described below.

As shown in FIGS. 10, 11, 13, and 14, each of the two main wings 40 of the aircraft 100 is
It has a fixed forward section 90 that occupies a portion shorter than the chord (approximately 20% in the illustrated embodiment) and a movable rear section 101 that occupies most of the chord. The movable rear section 101 is pivotally connected to the fixed forward section 90 of the wing for pivoting about a generally transverse axis 110.
01 can be tilted downwardly relative to the fixed front part 90 (see FIGS. 11 and 14).

Furthermore, each main wing 4 between its respective longitudinal surface 80 and the fuselage
The QT dynamic control EIf corresponds to the trailing edge of the 0 part.
120 are provided.

With the movable part 101 of the wing in a given position, by changing the tilt of the movable control surface 120, the slope of the resultant aerodynamic force (F) can be correspondingly changed. It has become. On the other hand, when the downward inclination of the movable part 101 of the wing is changed, the aerodynamic balance chip remains almost constant in its inclination;
It is adapted to be able to be displaced.

FIG. 1'5 schematically shows a cross section of the wing with the movable part 101 in the zero tilt position.

On the other hand, FIG. 14 shows the movable part 101 in its maximum downwardly inclined position.

The movable wing portion 101 is designed to be controlled by the aircraft pilot according to the conditions described below, whereas the movable control surface 120 is designed to sense changes in relative airflow in a given flight attitude. It is automatically controlled according to the output signal from the sensor device.

In the embodiment shown in FIGS. 10 to 14, the sensor device consists of a flat horizontal stabilizer 60, the structure of which is entirely movable in the vertical direction. It has become a thing.

FIG. 11 schematically shows an example of a support structure supporting a flat tail 60, which support structure is pivoted to the structure of the aircraft by an articulated parallelogram with two levers 14θ. It is made of support prad 130.

In the illustrated embodiment, the movable tail fin 60, which acts as a sensor device, is connected to the movable leakage control surface 1 by means of a mechanical transmission device 150.
20 , whose movable tail fin 60 therefore also acts as a drive member for the movable control surface 120 .

An example of the mechanical transmission device 150 is schematically illustrated in FIG.
The other end is pivotally connected to an arm 180 fixed to the movable control surface 120.

When the aircraft is in a given flight attitude, any change in the relative airflow direction causes the horizontal tail ms.

is caused to move in the vertical direction, thereby moving the movable control surface 1
20 is controlled via a mechanical transmission device 150 to keep the attitude of the aircraft unchanged.

In one variation, the movable tail fin 60 includes a movable control surface 120
(hydraulic, pneumatic or electrical) servo control system.

In another variant, the sensor device for detecting the change in the direction of the relative airflow consists of an inertial sensor device coupled to the servo control system of the movable control surface 120.

The downward tilt of the movable wing portion 101 is controlled by the pilot when the aircraft is under conditions requiring it to have a high lift and a degree of drag. An example of this type of condition is a landing condition.

The maximum angle of downward inclination of the movable part 101 of the wing is between 20 and 60 degrees.

Since the end regions of the airfoil 30 located outside the longitudinal surface 80 cannot have a boundary layer controlled using jet propulsion, the boundary layer is controlled by matching the leading edges of these end regions. A movable surface 190 of the type known to those skilled in the art as a "slat" is provided to prevent separation of the boundary layer when the movable part 101 of the wing reaches a significant angle of inclination. It is necessary to.

When the aircraft is under conditions that require it to have high lift and low drag (e.g. during take-off and low-altitude flight),
The movable part 101 of the wing is kept at an intermediate angle of inclination.

The tilt of the moving part 101 is completely zeroed during high speed flight.

[Brief explanation of the drawing]

1 to 6 are diagrams schematically illustrating the operating principle of an aircraft according to an embodiment of the present invention, FIG. 7 is a perspective view of the first embodiment of the aircraft according to the present invention, and FIG. 7 is a schematic plan view of the aircraft of FIG. 7, FIG. 9 is a schematic plan view of a second embodiment of the aircraft according to the invention, and FIG. 10 is a perspective view of a third embodiment of the aircraft according to the invention. and the first
1 is a schematic side view of the aircraft shown in FIG. 10, and FIGS. 12 to 14 are views showing the operating principle of the aircraft shown in FIG. 10. DESCRIPTION OF SYMBOLS 1... Pipe, 2... Converging part, 3... Divergent part, 4... Nozzle, 5... Longitudinal plane, 6... Central region, 7... Jet, 8...・Nozzle, 9...
Main wing, 10...Secondary leading edge, 11...Propulsion unit, 12.13...Discharge nozzle, 14...Center portion,
15... jet, 16... propulsion unit, 30...
...Wing, 40...Main wing, 50...Vertical stabilizer, 60
...Horizontal stabilizer, 70... Nozzle, 80... Longitudinal surface, 90... Fixed front part, 100... Aircraft, 101... Movable rear part, 110... Lateral axis, 120... Movable control surface, 130... Support rod,
140... Lever, 150... Mechanical transmission device, 1
60...Rod, 170.180...Arm, 19
0...Movable surface. Agent Akira Asamura 524 Drawing 1 (no change to 1) Procedural amendment (1 autopsy January 1980, To the Commissioner of the Japan Patent Office, 1971 n59477 ka 1, issue 1
, Display of iG 1982 Permit Application No. 18121-ri No. 3, Supplement 11
Patent applicant 4, agent 5, Supplement i ``Date of order, 1920, month, day 6, number of inventions increased due to sleeve 11'' 7, subject of Supplement 11'' Details Procedural amendment (method) % formula % [1 1. Indication of the case 1982 Application for permission in hand No. 181213 2. Name of the invention 3. Person making the amendment Relationship with the case Patent applicant 4. Telephone number of the agent (211) ) 3651 (Representative) Name
(6669) Akira Asamura5, Date of amendment order February 22, 19806, Number of inventions increased by amendment7, Subject of amendment

Claims (1)

[Claims] (1) As a result of supercirculation around the blade, and
In a propulsion aircraft having a propulsion jet oriented to cover the top surface of the wing to provide additional lift as a result of the downward deflection of the propulsion jet caused by the Coanda effect immediately downstream of the wing. , the area of the top surface of the wing that the jet is directed to cover is bounded by two longitudinal surfaces (5) projecting from the top surface of the wing, and - the area of the top surface of the wing that the jet is directed to cover is Become,
The secondary fluid forms a single surface ejector system with relative airflow directly above the ejector, the successive expansion, mixing and recompression zones of which are formed by a single surface formed by the top surface of the vane. A jet-propelled aircraft characterized in that it is defined by an active surface. (2. In the aircraft according to claim 1, the nozzle through which the Gen-F is discharged is equipped with a vortex generating device for generating a vortex in these jets, and the jet and the wing (8) In the aircraft according to claim 1, the propulsion jet is directed toward the top surface of the wing. (4) The aircraft according to claim 1, wherein the jet is configured to have a flat and wide shape upon contact with the top surface of the wing. The propulsion jets are directed so that they do not impinge on the top surface of the wing, and the discharge nozzle from which the jets are discharged has a flat and wide profile to impart a corresponding shape to the jets. (5) The aircraft according to claim 1, wherein the aircraft has a conventional shape with one horse body and two main wings. , at least two propulsion jets are disposed on the sides of the fuselage, one on each of the main wings, each of the two main wings carrying a longitudinal surface, the longitudinal surface of the aircraft (6) The aircraft according to claim 1, wherein the aircraft has a shape having two fuselages and two wings. the two fuselages are connected to each other by a central section of the wing, said propulsion jet being directed over said central section (14), and said longitudinal surface being defined by said two fuselages. (7) An aircraft according to claim 5, wherein each of the longitudinal surfaces (5) is located on the main wing intermediate the fuselage and the free end of the respective main wing. The point is located at a point 1 which longitudinally separates the center of pressure (cpl) of the entire wing and the center of pressure of the part of the wing between the fuselage and the longitudinal surface (5). (8) In the aircraft according to claim 7, the aircraft has a triangular main wing (9) and a wing in front of the main wing (9). The nozzle (12) from which the propulsion generator (12) is discharged has a canard-type secondary wing (10) placed on the trailing edge of the secondary wing (10). and a device (12-') for changing the direction of the jet;
An aircraft characterized by having. (9) In the aircraft according to claim 1, the wing (30) of the aircraft includes a fixed front part (90) that occupies a small part of the wing chord, and a movable rear part (90) that occupies a large part of the wing chord.
101), the movable rear portion being pivotally connected to the fixed front portion (90) for pivoting about a generally transverse axis (110); ) and is capable of tilting downward with respect to 2
Behind the portion of the fi (30) between the two longitudinal surfaces (80) is provided with a loe motion control surface (120) for controlling the attitude of the aircraft, the aircraft further comprising:
A sensor device t (60) adapted to detect a change in the relative airflow in a predetermined flight attitude, and a movable control WJ according to an output signal from the sensor device (60).
(120) and a drive device (60) that controls the aircraft's attitude to keep the attitude of the aircraft unchanged. (Lot) The aircraft according to claim 9, characterized in that the sensor device has an auxiliary movable surface (60). (Y) The aircraft according to claim 10,
The auxiliary movable surface (60) is connected to the movable control surface (120) by a mechanical transmission (15G), so that the auxiliary movable surface (60) also acts as a driver for the river control surface (12G). An aircraft configured to: (b) In the aircraft according to claim 10,
An aircraft characterized in that the auxiliary movable surface (60) is constituted by a horizontal stabilizer of the aircraft, and the horizontal stabilizer is vertically displaceable. (b) The aircraft of claim 9, wherein the transverse axis (110) between the fixed forward portion and the movable aft portion of the wing is approximately 20 chords from the leading edge of the wing.
An aircraft characterized by being located at ≦. (b) An aircraft according to claim 9, characterized in that the downward inclination angle of the movable rear part (101) of the wing can be varied between 0 degrees and 60 degrees. (b) In the aircraft described in claim 9, 1.
A movable boundary layer control surface (19G) is provided at the leading edge of the distal end of the wing located outside the two said longitudinal surfaces (80).
An aircraft characterized by being equipped with. (b) In the aircraft according to claim 10,
Aircraft, characterized in that said auxiliary movable surface is coupled to a servo control system of said movable control surface (120). v)′! The aircraft according to claim 9, characterized in that the sensor device is constituted by an inertial sensor device and is connected to the servo control system of the movable control In (1201).