JPS5813398B2 - High-lift devices in aircraft - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a high-lift device in an aircraft, and more particularly to a device having means for stopping flap operation by detecting left-right asymmetry of the high-lift device.

As is well known, high-lift devices are operated during take-off and landing of aircraft, but in this case, if there is a failure in the operating mechanism of the high-lift device and the high-lift device is activated asymmetrically, the lift on the left and right sides will increase. Depending on the amount, a large unbalance occurs, and depending on the amount, the side control system cannot fully handle the unbalance, and the situation eventually becomes such that safe flight cannot be continued.

Conventional left-right asymmetry detection devices electrically detect the positions of the left and right high-lift devices, detect asymmetry by comparing the two electrical signals, and stop the drive source by activating a relay or the like and issue an alarm. However, conventional asymmetry detection devices require the use of a large number of expensive, high-grade electrical components, resulting in an increase in the overall cost of the device.

In view of the above points, the present invention attempts to provide a high-lift device having an asymmetric detection device with improved reliability by using many simple and inexpensive mechanical parts and minimizing the use of electrical parts. be.

Further, the present invention aims to provide an inexpensive high-lift device having a means for reliably detecting the occurrence of a failure when an asymmetry occurs and stopping the operation of the flaps in order to prevent an excessive asymmetry. It is something.

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

In FIG. 1, F denotes left and right high-lift force generating flaps, which are attached to the main wing (not shown), as is well known.

These flaps F, F are each adapted to be displaced by a hydraulic actuator 3A.

Each actuator 3A is provided with a piston 42 that can move forward and backward, and is provided with a forward and backward rod 4A.
2 moves the flap F into a known high-lift position.

The hydraulic pressure is sent from the flap switching valve 43 to either the flap-down pressure oil pipe line D or the flap-up pressure oil pipe line U.

In the flap operating mechanism described above, for example, if a failure such as breakage occurs in a certain part of one side, the flap of one side
Although the driving force is no longer transmitted to the flap on the other side, the driving force continues to be transmitted to the flap on the other side, resulting in an asymmetrical state between the left and right flaps.

Furthermore, if the advancement/retraction rod 4A breaks, the flap on the broken side will have nothing to support the nitrogen force acting on it, so it will be suddenly pulled up to the raised position, creating an unbalanced lift force, leading to a serious situation. .

According to the present invention, such a situation can be detected by the left-right asymmetry detection device described below, and an excessively asymmetric state can be prevented.

As shown in FIG. 1, a pair of rotation transmission wheels 6a, 6b are provided on the fuselage at an intermediate portion between the flaps F, F.

In the illustrated embodiment, these transmission wheels are sprockets.

These sprockets will be referred to below as the first rotary transmission wheels.

On the other hand, other rotary transmission wheels 7a and 7b are rotatably supported on the main wings (not shown).

These transmission wheels are also sprockets in the illustrated embodiment and are hereinafter referred to as second rotary transmission wheels.

First and second rotation transmission wheels 6a, 7a, 6b,
A flexible linear transmission member 8 is stretched between the parts 7b.

In the illustrated example, the transmission member 8 is a chain in the portions that engage with the sprockets at both ends, and the other portions are conduction cables.

Each pair of rotational transmission wheels 6a interlocked via the linear transmission member 8
, 7a and 6b, 7b will rotate in the same direction.

The first rotary transmission wheels 5a, 5b are arranged adjacent to each other and form part of an asymmetry detection unit, generally designated 10.

The details of this asymmetry detection section 10 will be explained below.

Reference numeral 11 denotes a bracket supported by the fuselage, and a support beam 1 in the left and right direction is attached to this bracket 11 via a pivot 12.
4 is supported at the center, and the support beam 14 is attached to the pivot point 1.
It can be rotated around 2.

An arm 15 integrally projects from the center of the support beam 14.

Pivot pins 16a, 16b are supported at both ends of the support beam 14, and the aforementioned first rotation transmission wheels 6a, 6b are attached to these, respectively.

As shown in FIG. 2, in addition to the rotation transmission wheel 6a, a spur gear 18a is coaxially fixed to the pivot pin 16a so as to rotate together with the rotation transmission wheel 6a. A spur gear 18b is fixed to be rotatable integrally with the transmission wheel 6b, and both gears 18a and 18b mesh with each other.

The aforementioned second rotation transmission wheel 7a has a central shaft 34, as shown in FIG. 3, and this central shaft is rotatably supported by a bearing member 35 fixed to the main wing structure.

On the other hand, an arm 36 integrally projects from the central shaft 34, and one end of a push-pull rod 37 is connected to the tip of the arm 36 by a universal joint 38.

Further, the other end of the push-pull rod 37 is similarly connected to a bracket 39 fixed to the upper surface of the flap F by a universal joint 40.

The above configuration also applies to the portions related to the second rotation transmission member 7b.

The pipes U and D are connected to a spool valve 45, which is shown in detail in FIG.

A pin 47 at the outer end of the spool 46 of this valve 45 is engaged with a long hole 48 at the tip of the arm 15 of the asymmetric detection section 10 .

Under normal conditions, the spool 46 is in the communication position shown in FIG. 4, the flap-down pressure oil pipe D communicates with the pipe V connected behind the piston of the actuator 3A, and the flap-up pressure oil pipe U communicates with the pipe V of the actuator 3A. It communicates with the pipe U' which continues to the front part of the piston.

Therefore, by the switching operation of the flap switching valve 43, the flap F can be moved to either the down or up position.

The operation of the device described above will now be explained.

When the pilot switches the flap switching valve 43, the flap F is displaced by the actuator 3A as described above.

Flap F is up (UP), take off (TAKE)
It can take three positions: OFF) and LANDING, and does not stop in between these positions.

When the flap reaches these positions, a limit switch in the cam box (not shown) operates to stop the flap.

The above is a normal operation, and the left and right flaps F, F continue to take symmetrical positions.

That is, by the symmetrical displacement of both flaps, the left and right second transmission wheels 7a are
, 7b rotate by the same amount, and the first transmission wheels 6a, 6b and the gears 18a, 18b mesh with each other via the transmission member 8.
rotates an equal amount, and the support beam 14 and its arm 15 remain stationary in the neutral position shown in FIG.

Now, suppose that a failure such as a break occurs in the transmission system to the left flap F.

In this case, if both flaps F are in the high-lift position where they are hanging downward, an upward force will act on the left-hand flap F in the high-lift position to return it upwards, and the left push-pull rod will A force pushing 37 upward in FIG. 1 acts, and the second transmission wheel 7a on the left side attempts to rotate counterclockwise via the arm 36.

As a result, the tensile load on the upper running section (in FIG. 1) of the transmission member 8 increases, and the load on the lower running section decreases.

Due to this change in load, the first transmission wheel 6a on the left side and the gear 18a coaxial therewith tend to rotate counterclockwise.

This rotational movement is caused by the gear 1 on the right meshing with the gear 18a.
It receives resistance from 8b.

In other words, even if the right gear 18b tries to rotate the left gear 18a, it will cause the first transmission wheel 6b, the transmission member 8,
The right actuator 3 is connected via the second transmission wheel 7b, the arm 36, the push-pull rod 37, and the right flap F.
Receives reaction force from A.

Therefore, a reaction force is also generated in the right transmission member 8.

Therefore, a counterclockwise moment acts on the support beam 14, causing the support beam 14 to pivot around the pivot 12 in a counterclockwise direction.

As a result, the arm 15 rotates to the left, and the spool 46 is deflected from the neutral position as shown in FIG.
Close 5.

Therefore, the operation of the actuator 3A is stopped.

In the event of an accident as described above, the aerodynamic force applied to the flap on the accident side is supported in the following manner to prevent asymmetry.

Contrary to the above case, assuming that the right side is the accident side, the right side flap F tries to move suddenly from below to above due to the aerodynamic force applied to it, but this force is exerted by the push-pull rod 37 and the arm 36. , is transmitted to the transmission member 8 via the rotating shaft 34 and the second transmission wheel 7b, and is transmitted to the first transmission wheel 6 in the center.
b, a counterclockwise rotational force is applied to the second transmission wheel 7a on the left side via the gears 18b, 18a and the first transmission wheel 6a as viewed in FIG.

As a result, the push-pull rod 37 on the left side has the arm 3.
A tensile force acts on the retractable rod 4A through the bracket 39 and the flap structure, and as a result, the load of the right flap is supported by the left wing structure.

Unlike the case described above, suppose that, for example, the transmission system to the right flap breaks while both flaps F are being moved toward the high-lift position.

In this case, the left flap continues to move from the upper position to the lower position, but the movement of the right flap F is interrupted.

Therefore, regarding the left flap F, the push-pull rod 37 attempts to displace the flap rearward and downward to lower the flap, and as a result, the arm 36 rotates clockwise, and the second transmission wheel 7
a also rotates in the same direction, and the lower transmission member 8 in the figure receives tension.

However, the right side flap F does not apply a similar tension to the corresponding portion of the right side transmission member 8.

Therefore, the support beam 14 and the arm 15, which are in the state shown in FIG. 1 in the normal state due to the balance of the tensile forces of the transmission members 8 on both sides, are given a clockwise moment in the figure and swing in the same direction.

Therefore, the arm 15 closes the spool valve 45 and the actuator 3A stops operating.

In another modified embodiment shown in FIG. 6, the outlet side conduit of the spool valve 45 is connected to the hydraulic motor Mo, and the hydraulic motor Mo is rotated in either direction by switching the flap switching valve 43.

The output shaft of this hydraulic motor Mo is connected to a transmission shaft 51 via a gear reduction mechanism 50, and both ends of this transmission shaft 51 are connected to the helical shaft 4 via a bevel gear mechanism 52.

In this case as well, when the arm 15 is tilted due to the detection of the asymmetry, the spool valve 45 is closed and the flap operation is stopped.

As is clear from the above description of the embodiments, according to the present invention, inexpensive mechanical parts such as transmission wheels and flexible linear transmission members attached thereto, support beams connecting the transmission wheels, and A mechanism constructed using simple mechanical parts such as a protruding arm and a valve for controlling the flap operating mechanism that closes when the arm is displaced, reliably detects failures in the left and right lift flap operating systems and immediately stops the flap operating mechanism. , it is possible to prevent the occurrence of an excessive unbalanced state.

Furthermore, in the present invention, a dedicated flexible linear transmission member is provided over the first and second rotating transmission wheels on each side, regardless of the flexible linear transmission member on the other side. , damage to one linear transmission member does not affect the linear transmission member on the other side, making it easy to replace, and the gears rotating together with the two first rotating transmission wheels are meshed with each other. By this, the linear transmission members on both sides and the first rotary transmission members on both sides can be reliably interlocked,
Furthermore, when an asymmetry occurs, the support beam between the two first rotary transmission members is rotated, and the valve for controlling the pressure oil of the flap actuation mechanism is closed via its arm to immediately stop the flap actuation mechanism, thereby preventing excessive unbalance. The occurrence of this condition can be reliably prevented.

[BRIEF DESCRIPTION OF THE DRAWINGS] FIG. 1 is a plan view of the main parts schematically showing the entire high-lift device in an aircraft according to the present invention, and FIG. 2 is a longitudinal cross-sectional view of a part of FIG. FIG. 3 is an enlarged plan view showing the flap operating mechanism, FIGS. 4 and 5 are detailed views of the spool valve in FIG. 1, and FIG. 6 is a diagram showing another modified embodiment of the present invention. . F...Flap, MO...Hydraulic motor, 3A...Flap actuator, 6A,
6B...First rotation transmission wheel, 7a, 7b...
...Second rotary transmission wheel, 8...Flexible linear transmission member, 10...Asymmetric detection section, 12...
...Pivot, 14...Support beam, 15...
...Arm, 18a, 18b...Gear, 35.
...Bearing member, 36...Arm, 37...
... Push-pull rod, 43 ... Flap switching valve, 45 ... Spool valve, 46 ...
·spool.

Claims (1)

[Claims] 1. The left and right flaps, a hydraulic actuator that displaces these flaps synchronously, and a valve that controls the supply of pressure oil to this hydraulic actuator are provided, and a fixed part installed on the fuselage at the intermediate part connecting both flaps. The middle part of the support beam in the left and right direction is pivotally connected to the pivot shaft, and the first rotary transmission wheels are respectively pivotally supported at both ends of the support beam, and each of the two first rotary transmission wheels rotates coaxially therewith. Set up gears freely,
The gears that rotate together with the two first rotary transmission wheels are engaged with each other, while each flap is provided with a second rotation transmission wheel that is linked to its displacement, and the first rotation transmission wheel on the same side with respect to the fuselage is provided with a second rotation transmission wheel that is linked to the displacement of the flap.
and a second rotation interlocking wheel are linked by a flexible linear transmission member, an arm is provided protruding from the center of the support beam in a direction perpendicular to the pivot axis thereof, and the arm is linked to the valve, the valve having: open in the normal position of the support beam and the arm, and closed via the arm when the support beam is pivoted due to the moment acting on the support beam due to the occurrence of an asymmetry due to a failure of the transmission mechanism to the one-sided flap; A high-lift device characterized in that it is configured to