JPS62113697A - Link type operation mechanism of aircraft wing rear-edge flap - 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 Field of the Invention The present invention relates to a link-type actuation mechanism for a Fowler-type trailing edge flap that is swingably provided on the trailing edge of an airplane as a high-lift device for the main wing of an airplane, and in particular to The present invention relates to a link type operating mechanism for an airplane wing trailing edge flap, in which the entire flap moves rearward substantially horizontally during the initial stage of operation, and the fairing that covers the operating mechanism can be prevented from increasing in size.

BACKGROUND OF THE INVENTION As shown in FIG. 8, a conventional Fowler-type trailing edge flap link type operating mechanism has a flap drive part support fitting 2 attached to the rear spar 1 of the main wing W, and the lower surface of the trailing edge flap 3. A flap support fitting 4 is rigidly attached and protrudes forward, and one end 5a of a first link 5, which is an element of a link mechanism for flap operation, is rotatably attached to the flap drive part support fitting 2. At the same time, the other end 5b was rotatably axially coupled to the front end 4 pa of the flap support fitting 4. Here, a rotary actuator 6 as a drive source is attached to the flap drive part support fitting 2, and the first link 5 is driven through its drive arm 7 and drive link 8 or by other driving methods.
It is designed to transmit driving force to. Then, by driving the rotary actuator 6, the first link 5 is rotated in the direction of arrow A with one end 5a as the center of rotation, and as a result, the trailing edge flap 3 is extended rearward and lowered in the direction of arrow B. It had become.

At this time, as the mounting angle ψ of the first link 5 in FIG.
will also become smaller. Note that other links not directly related to the explanation are not shown in FIG. 8.

Problem to be Solved by the Invention However, in such a link-type actuation mechanism, the first link 5 only touches the front end 4' of the flap support fitting 4 which is rigidly attached to the lower surface of the trailing edge flap 3. Since the first link 5 rotates in an arc shape in the direction of arrow A, the front end 4' of the flap support 4 moves downward at the beginning of the rotation. As a result, the entire trailing edge flap 3 was lowered at the initial stage of operation. For example, the first link 5 above has an angle ψ
The other end rotates by 5 and becomes perpendicular to the chord line.
When it reaches the position b', it is the maximum lowered position, and the trailing edge flap 3 is lowered to the position 3' shown by the broken line. in general,
When an airplane takes off or lands, the trailing edge flap 3 is fixed at an appropriate position during its operation. Here, in the case of the Fowler type trailing edge flap, while the flap operates substantially horizontally, the increase in aerodynamic drag is small and only acts to increase lift. Aircraft using Fowler-type flaps utilize this characteristic during takeoff, but as mentioned above, the trailing edge flap 3 descends during operation.
This increased lift as well as aerodynamic drag.

In order to reduce such downward movement of the trailing edge flap 3, the mounting angle ψ of the first link 5 in FIG. 8 may be reduced. That is, as shown in FIG. 9, the initial position of the first link 5 may be brought close to a state perpendicular to the chord line and made to stand upright. However, in this case, trailing edge flap 3
In order to protrude rearward by the necessary amount, the arm length of the first link 5 had to be increased. Therefore, the first link 5 largely protrudes from the lower surface of the trailing edge of the main wing W, and the fairing 9, which aerodynamically shapes and covers the first link 5, protrudes significantly from the lower surface of the trailing edge. In this way, conventionally, if an attempt was made to reduce the protrusion of the fairing 9 to the lower surface of the main wing W, the amount of descent of the trailing edge flap 3 during operation would increase; The protrusion of the fairing 9 was increased.

Here, the lowering of the trailing edge flap 3 during operation increases aerodynamic resistance during takeoff of the aircraft, resulting in a decrease in takeoff performance.

In addition, increasing the size of the fairing 9 increases aerodynamic resistance during cruising of the aircraft, reducing cruising performance. Therefore, the conventional trailing edge flap linkage operating mechanism requires a compromise between takeoff performance and cruise performance of the aircraft.

Therefore, an object of the present invention is to solve such problems.

Means for Solving the Problems The means of the present invention for solving the above-mentioned problems is such that one end is rotatably pivoted to a flap drive support fitting attached to the rear spar of the main wing of an airplane, and the other end is The part is connected to the flap support fitting of the trailing edge flap or has a link mechanism, and the link mechanism is driven by the drive part to operate the trailing edge flap in a Fowler type. In the above, the link mechanism includes a base link whose one end is pivoted to a link support fitting provided on the lower surface of the main wing near the rear spar, and a base link which is provided in a quadrilateral shape at the rear end of the base link and has a tip end. two flap support links connected to the flap support fittings;
A rotation control link that controls the rotation of the flap support link by the drive force from the drive unit, a base link control link that controls the vertical movement of the base link by the drive force from the drive unit, and the base link control link and rotation. It consists of a synchronization link that transmits the driving force of the drive unit to the control link and synchronizes the operation of both links. By driving this synchronization link with the drive unit, the base link and flap support link work together to control the trailing edge. This is achieved by moving the flap approximately horizontally rearward and swinging it according to a predetermined operating pattern.

Operation The link-type operating mechanism for the trailing edge flap of an airplane wing according to the present invention moves the trailing edge flap approximately horizontally rearward by synchronizing and jointly operating the base link and the flap support link of the flap operating link mechanism. and oscillates according to a predetermined Fowler-type actuation.

The principle of its operation will be explained with reference to FIGS. 1 and 2. First, in FIG. 1, two flap support links 11 and 12 are provided at the rear end of the base link 1o so as to form a quadrilateral at the positions of points B and C.
The tip of this flap support link 11.12 is lit,
It is connected to a flap support fitting (not shown) of the trailing edge flap 13 at E. Here, the lengths of the flap support links 11, 12 are different, with the second flap support link 12 being shorter. In such a link mechanism, base link 1 is attached.
When the two flap support links 11 and 12 are rotated in the direction of the arrow around points B and C by transmission of driving force from a drive unit not shown in the fixed state, the trailing edge is rotated according to the rotation angle Δθ. The leading edge of the flap 13 is ΔS (=Δ
x) (0 and S each indicate the maximum value)
.

At this time, as is clear from FIG. 1, the trailing edge flap 1
3 increases according to the rotation angle Δθ, and increases by ΔY at one point (Y indicates the maximum amount of increase). Therefore, in order to cancel this upward movement of the trailing edge flap 13, as shown in FIG. 2, in accordance with the increase in ΔY, that is, the increase in ΔX, the above-mentioned The base link 10 is rotated downward by an angle Δα as shown by the arrow. Then, the amount of increase in ΔY and the amount of descent due to the downward rotation of the base link 10 cancel each other out, and the trailing edge flap 13 moves rearward approximately horizontally, as shown by the broken line in FIG. . The present invention
Based on this operating principle, a link type operating mechanism for the trailing edge flap is provided.

Embodiments Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

FIG. 3 is a plan view showing how the trailing edge flap 13 is attached according to the present invention. This trailing edge flap 13 is attached to a flap drive part support fitting 1 attached to the rear spar of the main Y&W of the airplane.
4 and is provided so as to be swingable up to a predetermined angle. In addition, in FIG. 3, one inner trailing edge flap 13 and one outer trailing edge flap 13' are illustrated.

The rear spar 1 of the main wing W has the following structure as shown in FIG.

A flap drive part support fitting 14 is fixed, and a rotary actuator 15 is attached to the front part of the flap drive part support fitting 14.

This rotary actuator 15 serves as a drive source for the link-type actuating mechanism of the present invention, and a drive link 17 for transmitting driving force is rotatably coupled to the tip of a drive arm 16 fixed to its rotating shaft. has been done. The rotary actuator 15, drive arm 16, and drive link 17 form a drive section. Note that the drive source is not limited to the rotary actuator 15, but may be another power device. A trailing edge flap 13 as a high-lift device is provided at the trailing edge of the wing section of the main wing W. This trailing edge flap 13 is shown as a double slotted flap type in FIG. 4, and consists of a main flap 13a and an aft flap 13b attached behind it by rails, rollers, etc. and.

A flap support fitting 18 is rigidly attached to the lower surface of the main flap 13a.

From the vicinity of the rotary actuator 15 attached to the flap drive part support fitting 14
A link mechanism for operating the trailing edge flap 13 is provided toward the flap support fitting 18 of No. 3. This link mechanism is provided with driving force from a rotary actuator 15 of a drive section, and the above-mentioned trailing edge flap 13
The base link 10 and the first and second flap support links 11
．． 12, a one-rotation control link 19, a base link control link 20, and a synchronous link 21.

The base link 10 has one end at point A and the rear girder 1
The flap support fitting 1 of the trailing edge flap 13 is pivotally connected to a link support metal fitting 22 provided on the lower surface of the main wing W near the main wing.
It has reached the bottom of 8. First and second flap support links 11.12 are rotatably coupled to points B and C bent at the rear end of the base link 10 in a substantially F-shape. The first and second flap support links 11.12 support and actuate the trailing edge flap 13 and are arranged in a quadrilateral manner at the points B and C.

The tip of the first flap support link 11 is connected to the front end of the flap support fitting 18 at one point, and the tip of the second flap support link 12 is connected to the rear end of the flap support fitting 18 at point E. is connected to. Here, the above flap support link 11.12
The lengths of the second flap support link 12 are different, and the second flap support link 12 is shortened at an appropriate ratio. Thereby, the trailing edge flap 13 does not take a steering angle at the initial stage of operation, but can take a predetermined steering angle at the final stage of operation. A rotation control link 19 is rotatably coupled to a point at the tip of the first flap support link 11. This rotation control link 19 controls the rotation of the first and second flap support links 11 and 12 by the driving force from the drive section. Also,
A base link control link 2o is rotatably coupled to a point F in the intermediate portion of the base link 10. This base link control link 20 controls the vertical movement of the base link 10 using the driving force from the driving section. One end of a synchronizing link 21 is rotatably coupled to a point G at the rear end of the flap drive section support fitting 14 . This synchronizing link 21 transmits the driving force of the drive unit to the base link control link 20 and the rotation control link 19, and synchronizes the operation of both links 19 and 20. One end of the link control link 20 is rotatably axially coupled, and one end of a rotation control link 19 is rotatably axially coupled to the other end. Here, the base link control link 20 and the rotation control link 19 are the base link 10
Due to the arrangement relationship between the point F and the point of the first flap support link 11, they are provided so as to intersect in the middle.

The drive arm 16 of the rotary actuator 15 of the drive section is located at the intermediate point H of the synchronous link 21.
A drive link 17 is rotatably connected to the drive link 17 at a point J. Thereby, the driving force from the driving section is transmitted to the synchronous link 21.

In addition, in FIG. 4, the aft flap 13b of the trailing edge flap 13 is connected to the roller 23 attached to the main flap 13a side and the rail 24 attached to the aft flap 13b side, and the aft flap 13b is attached to the main flap 13a side. It is assembled by fitting the rail 25 and the roller 26 attached to the aft flap 13b side. And the first flap support link 11
Bushing rod 27 and mounting bracket 2 connected to the middle part of
A driving force is transmitted via a bell crank 29 which is rotatably attached to the shaft 8, and the shaft swings according to a predetermined operation type. In addition, in FIG. 4, the code 3o is
This is a fairing provided on the lower surface side of the base link 10 to aerodynamically shape and cover the link mechanism.

Next, the operation of the trailing edge flap link type actuation mechanism configured as described above will be explained. First, in the state where the trailing edge flap 13 is retracted as shown in FIG. 4, that is, in the cruising position, the rotary actuator 15 of the drive section is not driven and is in an initial state.

At this time, the drive link 17 is at its most advanced position, and the synchronizing link 21 is also at its most advanced position. To actuate the trailing edge flap 13 from this position to obtain a certain steering angle as shown in FIG. The driving force is transmitted to the synchronous link 21 through the synchronous link 21, and the synchronous link 21 is rotated in the direction of the arrow with the point G as the center of rotation as shown in FIG. Then, the rotation control link 19 which is axially connected to the synchronization link 21 at the point ■ is pushed while rotating in the direction of the above arrow, and rotates around the point of the first flap support link 11. Push the part backwards. This pressing force is also transmitted to the second flap support link 12 via the flap support fitting 18, and pushes the portion at point E rearward. As a result, the first flap support link 11 rotates upward in the direction of the arrow with the point B as the center of rotation, and at the same time, the second flap support link 12 rises in the direction of the arrow L' with the point C as the center of rotation. Rotate while doing so. At this time, the base link control link 20, which is pivotally connected to the point H of the synchronous link 21, gradually rises as the synchronous link 21 rotates in the direction of the arrow. Here, as is clear from FIGS. 4 and 5, the point G of the synchronous link 21,
Since the distance between H and H is constant, and the distance between points H and F of the base link control link 20 is also constant, the base link control link 20 stands up as the synchronous link 21 rotates in the direction of the arrow. As a result, point F of the base link control link 2o moves downward. Since this point F is axially connected to the base link 1o, the base link 10 rotates downward in the direction of arrow M with the point A as the rotation center. Above rotation control link 1
9 and the base link control link 20 are respectively axially connected to the point and point H on the synchronizing link 21, so that the arrows L' and L' force direction rotation of the above-mentioned first and second flap support links 11.12. The movement and the rotation of the base link 10 in the direction of arrow M are performed in synchronization. As a result, the rise of the trailing edge flap 13 due to the rotation of the first and second flap support links 11.12 is offset by the fall of the trailing edge flap 13 due to the rotation of the base link 10 in the direction of the arrow M.
3 begins to move backward approximately horizontally. As shown in FIG. 5, when points G and H on the synchronous link 21 and points H and F on the base link control link 20 are on the same straight line, the base link 1o is at its lowest position, and The first and second flap support links 11.12 are in a substantially upright position.

Thereafter, by further driving the rotary actuator 15 in a predetermined direction, the synchronous link 21 continues to rotate in the direction of the arrow with the point G as the rotation center, as shown in FIG. Then, the rotation control link 19 is pushed while rotating around the dot by the synchronization link 21, pushing the dot part of the first flap support link 11 backward, and this pressing force is applied to the flap support fitting 18. is also transmitted to the second flap support link 12 via the point E, pushing the point E rearward. As a result, the first flap support link 11 rotates downward in the direction of the arrow with the point B as the center of rotation, and at the same time, the second flap support link 12 descends in the direction of the arrow L' with the point C as the center of rotation. Rotate while doing so. At this time, the base link control link 20 axially connected to the point H of the synchronous link 21 is lifted by the point H according to the rotation of the synchronous link 21 in the direction of the arrow, and the base link control link 20 is lifted by the point H of the base link control link 20.
moves upward. Since this point F is axially coupled to the base link 1o, the base link 10 rotates upward in the direction of arrow N with the point A as the rotation center. Therefore, the above-mentioned first and second flap support links 11
．． The rotation of the base link 12 while descending in the direction of the arrow L' force and the rotation of the base link 10 while rising in the direction of the arrow N are synchronously performed by the synchronous link 21. As a result, the first and second flap support links 11.
The trailing edge flap 13 supported by the flap 12 continues to move rearward substantially horizontally, and takes a predetermined steering angle depending on the length ratio of the first and second flap support links 11 and 12. Then, as shown in FIG. 6, the synchronous link 21
When the rotation control link 19 extends in a straight line, the rearward extension stroke of the trailing edge flap 13 becomes maximum, and the steering angle also becomes maximum. This is the flap position in the landing state.

In this way, by the joint operation of the six links, mainly the base link 10 and the first and second flap support links 11.12, the trailing edge flap 13 is activated as shown in FIG. Initially, it moves rearward approximately horizontally, is extended rearward according to a predetermined Fowler type operation, and is controlled to take a predetermined steering angle at each position.

In addition, in FIGS. 4 to 6, a double slotted type with an aft flap 13b as the trailing edge flap 13 is shown.
Although a flap type flap is illustrated, the present invention is not limited to this, and can be similarly applied to a Fowler flap without an aft flap 13b or with a more multi-stage type.

Effects of the Invention As explained above, the present invention includes a link mechanism for operating the trailing edge flap 13, which includes the base link 1°, the first and second flap support links 11°12, the rotation control link 19, and the base It is composed of a link control link 20 and a synchronous link 21, and by driving the synchronous link 21 with a drive section, the base link 10 and the first and second flap support links 11 and 12 operate together. The trailing edge flap 13 can then be moved substantially horizontally rearward and oscillated according to a predetermined Fowler type actuation. That is, the synchronous link 21 and the rotation control link 1 correspond to the first link 5 of the conventional example shown in FIG.
9 is not directly connected to the flap support fitting 18 with one joint, but with two joints, so that the upward or downward movement caused by the rotation of the synchronization link 21 does not directly affect the upward or downward movement of the entire flap. At the same time, the trailing edge flap 13 is activated by the rotation control link 19.
The raising/lowering of the base link 10 can be offset by the lowering/lowering of the base link 10 due to the actuation of the base link control link 20. Therefore, an increase in aerodynamic resistance during the operation of the trailing edge flap 13 can be eliminated. Further, the mounting angle of the synchronizing link 21 can be increased to some extent, and the arm length thereof can be made shorter than that of the conventional example shown in FIG.

The amount of protrusion of the main wing W toward the lower surface of the trailing edge can be reduced. Therefore, it is possible to improve the takeoff performance without increasing the size of the fairing 30 on the lower surface of the main wing W compared to the conventional trailing edge flap link type actuation mechanism, that is, without sacrificing the cruise performance of the aircraft. becomes. Alternatively, when achieving the same level of takeoff performance with the same type of flap, the fairing 30 can also be made smaller because the amount of protrusion toward the lower surface of the main wing W of the aircraft during cruising can be reduced compared to the conventional link type actuation mechanism. Cruising performance can be improved.

[Brief explanation of drawings]

1 and 2 are explanatory diagrams showing the operating principle of the link type operating mechanism of the trailing edge flap according to the present invention, FIG. 3 is a plan view showing the installation state of the trailing edge flap according to the present invention, and FIG. 4 3 is an enlarged sectional view taken along the line rV-■ in FIG. 3 showing an embodiment of the link-type actuation mechanism for the trailing edge flap according to the present invention, FIG. 5 is an operation explanatory diagram showing the steering angle at an intermediate position, and FIG. FIG. 7 is an explanatory diagram showing the locus of operation of the trailing edge flap, and FIGS. 8 and 9 are explanatory diagrams showing a conventional link type operating mechanism of the trailing edge flap. W...Main wing 1...Rear spar 10...Base link 11...First flap server 1-link 12...
Second flap support link 13... Trailing edge flap 14... Flap drive part support fitting 15... Rotary actuator 16... Drive arm 17... Drive link 18... Flap support fitting 19...・Rotation control link 20...Base link Control link 21...Synchronization link 22...Link support fitting 30...Fairing applicant Japan Aircraft Development Association Figure 1 1υ Figure 2

Claims (1)

[Claims] One end is rotatably pivoted to the flap drive part support fitting attached to the rear spar of the main wing of the airplane, and the other end is connected to the flap support fitting of the trailing edge flap or has a link mechanism, and this link In a link-type operating mechanism for an airplane wing trailing edge flap that operates the trailing edge flap in a Fowler style by driving the mechanism with a drive part, the link mechanism is attached to a link support fitting provided on the lower surface of the main wing near the rear spar. A base link whose one end is pivoted, two flap support links provided in a quadrilateral shape at the rear end of this base link and whose tips are connected to the flap support fitting, and a A rotation control link that controls the rotation of the flap support link by a driving force, a base link control link that controls the vertical movement of the base link by the driving force from the drive unit, and a drive unit for the base link control link and the rotation control link. It consists of a synchronous link that transmits the driving force and synchronizes the operation of both links. By driving this synchronous link with the drive unit, the base link and flap support link work together to keep the trailing edge flap approximately horizontal. A link type operating mechanism for an airplane wing trailing edge flap, characterized in that it is moved rearward and swung according to a predetermined operating pattern.