JPS60193794A - 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 relates to an aircraft, particularly a fixed-wing aircraft having a main wing fixed to the fuselage. However, recently, active control technology uses the output of accelerometers placed at the tips of the main wings to locate each control surface, namely the outer aileron, inner aileron, and elevator (: E or stabilizer] to reduce the design load,
Increasing flag speed is being done.

For example, by raising the trailing edge of the outer aileron and lowering the trailing edge of the inner aileron, the total lift coefficient of the main wing is kept constant, but the lift coefficient on the outer side is reduced, and the lift on the inner side is reduced. By increasing the coefficient, the bending moment of the main wing can be reduced,
When an upward gust of wind acts on the main wing, the angle of attack increases1111.
In order to suppress the upward lift caused by this, the outboard ailerons are raised, and reversed when facing downward gusts.

However, among the control surfaces, when the outboard aileron is operated, a torsional moment is generated in the main wing.

The amount of bending moment that decreases is the 'f! This does not lead to a decrease in the oriented load.

Therefore, the present invention attempts to reduce the overall target (constant load) by suppressing the increase in the main wing torsional moment caused by the operation of the outboard aileron.

Therefore, in the present invention, an outboard leading edge flap is provided on the leading edge of the main wing outboard portion opposite to the outboard aileron at the trailing edge, and the outboard aileron and the outboard leading edge flap are arranged in opposite directions to each other. Activate. By doing this, you can
7 The lap acts as a control surface that suppresses the main wing torsional moment generated by the operation of the outer sidewall.6 Hereinafter, the present invention will be explained based on an illustrated embodiment.6 Figure 1 is a perspective view showing the entire aircraft. Figure 2 is a plan view of one of the main wings, and the arrow indicates the direction of flight of the aircraft. 1 is the body, 2
is the main wing, 3 is the tail, and the tail 3 has an elevator 4 pivotally attached to its trailing edge.

An inner aileron 6 is provided at the inner portion of the ridge edge of the main wing 2 to which the engine 5 is attached, and an outer aileron 7 is provided at the outer wing tip portion.

An accelerometer 8 is provided at the wing tip, and a signal corresponding to the stiffness of the wing tip detected by this accelerometer 8 is sent to a 1TiI control device (not shown), which controls the control 1l.
The control surfaces such as the elevator 4, the inner aileron 6, the outer aileron 7, etc. are operated by the IP shout, and the aircraft is designed to suppress the load on each part of the aircraft below a certain limit value.

Reference numeral 9 denotes an outboard leading edge flap according to the present invention, which is provided at the leading edge of the outboard tip portion of the main wing 2, facing and opposite to the front outboard aileron. This outboard leading edge flap 9 is attached to the leading edge of the main wing 2 by a hinge so that its leading edge can be swung symmetrically up and down, and its operating mechanism is connected to the outboard aileron 70 operating mechanism. Interlockingly, as shown in FIG. 3, when the outboard aileron 7 lowers the trailing edge, the outboard leading edge flap 9 operates in opposite directions to raise the leading edge.

For example, when an upward gust of wind is applied to the main wing 2, the outboard aileron 7 is operated to raise the trailing edge in order to suppress the upward lift force Z due to the increase in the angle of attack, but at the same time, the outboard leading edge flap 9 is operated to raise the trailing edge. Or the leading edge is lowered, and the outboard aileron 7
The main wing torsional moment generated by operating the outboard leading edge flap 9 is canceled out by the operation of the outboard leading edge flap 9, and only the effect of reducing the main wing root bending moment remains.

Figure 4 shows the results of a mathematical simulation based on the quasi-steady lift surface theory, where the horizontal axis is the length Y in the Boshin direction from the root of the main wing.
The vertical axis represents the torsional moment of each part of the main wing. This simulation includes engine inertia load', B&! This is the engine mounting position. In the figure, solid line a is a curve showing the torsional moment when the operating angle of the outboard aileron is 0° and the outboard leading edge flap is operating angle 0°, that is, neither the outboard aileron nor the outboard leading edge flap is in operation, and the chain line is a curve showing the torsional moment. is the operating angle of the outboard aileron - 30' - the operating angle Ifo' of the outboard leading edge flap,
In other words, the curve showing the torsional moment when only the outboard aileron is operated to raise the g trailing edge, the dotted line C, is the operating angle of the outboard aileron - 30 - the operating angle of the outboard leading edge flap I0, that is, the outboard aileron - 1730' As can be seen from Figure 4, the torsional moment when the outboard leading edge flap is also operated to lower the chin edge as well as to raise the rear aileron. (Dashed line b1
, the torsional moment becomes larger compared to the case without control surface operation (solid line α), but when the outboard leading edge flap is also activated in conjunction with the operation of the outboard aileron (dotted line C), the torsional moment increases due to control surface operation. reduced to almost the same value as without,
In particular, in the outer part where the outboard leading edge flap exists, the torsional moment decreases significantly and becomes less than that without control surface operation. Figure 5 is similar to section 4, section 1, where the bending moment Y is taken on the vertical axis. It is a line diagram. As can be seen from Fig. 5, by operating only the outboard aileron (dashed line b), the bending moment is significantly reduced compared to the case without control surface operation (solid line α).
The effect of reducing the bending moment at the root of the main wing can be obtained, but if the outboard leading edge flap is also activated (dotted line C1, the bending moment is further reduced, albeit slightly).

The effects and effects of this embodiment have been described above regarding the gust wind load reduction operation, but it goes without saying that similar effects can be obtained when operating the outboard ailerons for other purposes such as motion load control and platter suppression.

As described above, in the present invention, an outboard leading edge flap is provided on the leading edge of the main wing outboard portion opposite to the outboard ailerons of the two trailing edges, and the outboard ailerons and the outboard leading edge flag are turned upside down with respect to each other. 5, the torsional moment generated on the main wing is suppressed by the operation of the outboard leading edge flap, reducing the load on the aircraft when the outboard aileron is activated to perform various aircraft controls. That's a big deal,

[Brief explanation of the drawing]

Fig. 1 is a perspective view of an aircraft that is an embodiment of the present invention;
The figure is a plan view of the main wing, Figure 3 is a sectional view taken along line ■-III in Figure 2, Figure 4 is a line diagram showing the distribution of the main wing torsional moment, and Figure 5 is a line diagram showing the distribution of the main wing bending moment. The diagram shows 1...fuselage, 2...main wings, 3...tail, 4...
Elevator, 5... Engine, 6... Inner aileron + 7... Outer aileron - 8... Accelerometer, 9...
Outboard leading edge flap. Agent: Patent Attorney Nozomi Ehara (2 people) Figure 1 Figure 2

Claims (1)

[Claims] An outboard leading edge flap is provided on the leading edge of the main wing outboard portion opposite to an outboard aileron at the trailing edge, and the outboard aileron and the outboard leading edge flap are operated in opposite directions to each other. Featured aircraft.