Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64C—AEROPLANES; HELICOPTERS
  • B64C9/00—Adjustable control surfaces or members, e.g. rudders
  • B64C9/14—Adjustable control surfaces or members, e.g. rudders forming slots
  • B64C9/16—Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing

Definitions

• the invention relates to a high-lift system for an aircraft, according to the precharacterizing clause of Claim 1.
• high-lift flaps which are arranged on the aircraft mainplane and can be moved by means of an actuating drive between a retracted position, in which the flap continuously complements the wing profile essentially without any gap, and a plurality of extended positions, in which a slot of given width is formed between the wing and the flap and the flap is positioned at a predetermined angle with respect to the wing profile.
• the flap is extended in an entirely general manner in a movement which on the one hand comprises movement of the flap with respect to the wing to the rear, and thus lengthening of the effective wing profile, and on the other hand an increase in the incidence angle of the flap with the profile curvature being increased, thus resulting in an increase in the aerodynamic lift.
• Fowler flaps should be mentioned in particular among the most widely used types of high-lift systems nowadays.
• Fowler flaps while the flap is being extended, it moves backwards away from the wing forming the said slot between the wing and the flap, with an increase in the incidence angle of the flap being superimposed on this movement, particularly as the flap extension increases.
• This combined movement is also referred to as a Fowler movement.
• the object of the invention is to provide an improved high- lift system.
• the invention provides a high-lift system for an aircraft, having a high-lift flap which is arranged on the mainplane of the aircraft, is mounted such that it can pivot at one or more rotation points on the wing or on a carriage or a lever which is coupled to the wing, and can be moved by means of an actuating drive between a retracted position, in which the flap continuously complements the wing profile essentially without any gap, and a plurality of extended positions, in which a slot of the given width is formed between the wing and the flap, and the flap is positioned at a predetermined angle with respect to the wing profile.
• the rotation point, about which the flap can be pivoted is arranged in a variable position with respect to the wing or the carriage or lever which is coupled to the wing.
• the flap is mounted on a flap lever such that it can pivot about a rotation point which is provided under the wing.
• the flap is arranged in a fixed position on the flap lever and can pivot on a circular path about the rotation point .
• the rotation point about which the flap can pivot can be formed by a first joint on a carriage which can be moved on a track which extends obliquely downwards to the rear on the wing.
• the rotation point about which the flap can pivot can be formed by a second joint which is located further to the rear of the flap with respect to the direction of flow of the air flowing around the wing and is coupled to a third joint, which is arranged on the wing, via a lever by means of which the rear part of the flap is drawn downwards in the sense of increasing the incidence angle as the extension movement increases.
• the rotation point about which the flap can pivot can be formed by a third joint which is arranged on the wing and by means of which a second joint, which is located in the rear area of the flap is coupled via a lever by means of which the rear part of the flap is drawn downwards in the sense of increasing the incidence angle as the extension movement increases .
• the flap is arranged in a fixed position with respect to the flap lever, and can be pivoted about the rotation point on a circular path.
• the rotation point, about which the flap can be pivoted is provided on a kinematic element which is arranged such that it can move with respect to the wing or with respect to a carriage or lever which is coupled to the wing, and the position of which element can be varied by means of a drive device.
• the kinematic element is in general a movement apparatus for moving or positioning the rotation point which can be moved as required.
• the kinematic element may be formed by a lever or an eccentric which is mounted such that it can rotate about a second rotation point on the wing or on the carriage or lever which is coupled to the wing, with the first rotation point about which the flap is mounted such that it can rotate being at a distance from the second rotation point, and with the lever or eccentric being movable about the second rotation point by the drive device.
• the second rotation point may be fixed in position on the wing.
• the drive device by means of which the position of the kinematic element can be varied can be operated independently of the actuating drive for the high-lift flap.
• the drive device by means of which the position of the kinematic element can be varied can be operated positively coupled to the actuating drive for the high-lift flap.
• the kinematic element can be operated by an electrical or hydraulic drive device which is coupled to the kinematic element .
• One exemplary embodiment of the invention provides that the rotation point, about which the flap is mounted such that it can pivot can be moved by the drive device such that the rotation point assumes a first position with respect to the aircraft longitudinal direction and the aircraft vertical direction when the flap is in the retracted position, corresponding to the cruise flight position, in which first position the flap continuously complements the wing profile, essentially without any gap, and assumes a second position, which is located under the first position with respect to the aircraft vertical direction, in a first extended position of the flap, which corresponds to a takeoff position.
• the rotation point, about which the flap lever is mounted such that it can pivot assumes a second position, when the flap is in the first extended position which corresponds to the takeoff position, which second position is also located forward of the first position, which corresponds to the cruise flight position, with respect to the aircraft longitudinal direction.
• the rotation point, about which the flap is mounted such that it can pivot assumes a third position when the flap is in a second extended position, which corresponds to a landing position, which third position is located aft of the second position with respect to the aircraft longitudinal direction and above the second position, which corresponds to the takeoff position, with respect to the aircraft vertical direction.
• the high-lift system it is possible to move continuously between the positions of the rotation point which correspond to the various positions of the flap, about which the flap can be pivoted, on a circular path whose centre point forms the second rotation point .
• FIG. 1 shows a schematic side cross-sectional illustration of a high-lift system for an aircraft according to one exemplary embodiment of the invention
• FIG. 2a shows a schematic illustration of various phases during the extension movement of flap systems with Track Rear Link Kinematics
• FIG. 2b shows a schematic illustration of various phases in the extension movement of flap systems with dropped hinged kinematics
• Figures 3a and 3b show a side view of a high-lift system for an aircraft according to a further exemplary embodiment of the invention, with Figure 3a showing the exemplary embodiment in the retracted state, and Figure 3b showing the exemplary embodiment in the extended state; and
• FIG. 4 shows a schematic side cross-sectional illustration of a high-lift system for an aircraft according to one exemplary embodiment of the invention.
• Figures 1 and 4 show dropped hinge flap kinematics, in which the high-lift flap 2 which is arranged on the mainplane 1 of the aircraft is mounted on a rotating arm or flap lever 5 such that it can pivot about a rotation point 3 which is provided under the wing 1.
• Figure 4 shows the flap 2 in the retracted position, in which it continues the wing profile continuously essentially without any gap, and in a completely extended position, corresponding to a landing position, with the flap lever 5 not being illustrated in the latter case, in order to improve the clarity.
• a hydraulic actuator can be provided as the actuating drive, and is coupled between the flap lever 5 and a point arranged in a fixed position with respect to the mainplane 1. As shown in Figure 2b, in the case of dropped hinge flap kinematics, the slot 4 between the wing 1 and the flap 2 opens only slowly at the start of the extension movement, because the flap 12 is moving on the said circular arc.
• the high- lift flap 2 is illustrated in three different positions I, II, III.
• the flap 2 In the retracted position I, a cruise flight position, the flap 2 continues the profile of the mainplane 1 continuously, essentially without any gap.
• the flap 1 normally has a much greater incidence in the landing position III than in the take-off position II.
• the flap 2 is arranged in a fixed position on the flap lever 5, that is to say it is essentially rigidly connected to it and therefore pivots during extension on a circular path about the rotation point 3, the radius of which circular path is governed by the length of the flap lever 5.
• These positions should be regarded as being only examples, and the kinematics may, of course, also be formed differently.
• the rotation point 3 about which the flap 2 can be pivoted is arranged in a variable position with respect to the wing 1, in a predetermined manner, specifically essentially on the same plane as the pivoting movement of the flap 2, that is to say on the plane at right angles to the rotation axis which runs through the rotation point, about which the flap 2 can be pivoted by means of the flap lever 5, and may, for example, be provided on a kinematic element 6 which is arranged such that it can move with respect to the wing 1 and whose position can be varied by means of a drive device, which is not illustrated in its own right in Figure 1.
• the kinematic element 6 is formed by a lever or an eccentric, which is mounted such that it can rotate about a second rotation point 7, which is arranged in a fixed position with respect to the wing 1.
• the first rotation point 3 about which the rotating arm or flap lever 5 rotates or pivots, is separated by a predetermined distance from the second rotation point 7.
• the lever or eccentric 6 can be moved about the second rotation point 7 by means of the said drive device, with the first rotation point 3 describing the circular path about the second rotation point 7, as shown in Figure 1.
• the drive device by means of which the position of the kinematic element 6 can be varied can be operated independently of the actuating drive for the high lift flap 2, or can be operated by being positively coupled to the actuating drive for the flap 2, or to an element which is driven by it.
• the rotation point 3 about which the flap lever 2 is mounted such that it can pivot can be moved by the drive device such that it assumes a first position with respect to the aircraft longitudinal direction x and the aircraft vertical direction 7 when the flap 2 is in the retracted position I, which corresponds to the cruise flight position, in which first position the flap 2 continues the profile of the wing 1 essentially without any gap and continuously, as is shown in Figure 1.
• the rotation point 3 In the first, extended position II, as shown in Figure 1, which corresponds to the take-off position, the rotation point 3 assumes a second position which is located forward of the first position with respect to the aircraft longitudinal direction x in the illustrated exemplary embodiment, with the first position being that which the rotation point 3 assumes in the cruise flight position I.
• the rotation point 3 is moved forwards and downwards with respect to the wing 1, which leads to the slot 4 between the wing 1 and the flap 2 being enlarged, and to an increase in the flow from the lower face of the mainplane 1 to the upper face of the flap, and thus to an increase in the lift.
• the kinematic element 6 is rotated such that the rotation point 2 about which the rotating arm or flap lever 5 pivots assumes a third position which, in the illustrated exemplary embodiment, is located to the rear with respect to the aircraft longitudinal direction x and above, with respect to the aircraft vertical direction z, the second position of the rotation point 3 for the take-off position II.
• the incidence angle of the flap 2 with respect to the wing 1 is greater, that is to say the flap lever 5 has been rotated through a larger angle from the cruise flight position I than in the case of the take-off position II.
• the flap 2 has been moved further aft and upwards with respect to the wing 1 than would be the case if the flap 2 were rotated further from the take-off position to the landing position with the position of the rotation point 3 remaining unchanged.
• the kinematic element 6 in the form of the lever or eccentric can be operated by an electrical or hydraulic drive device, or in some other suitable manner.
• the positions of the rotation point 3 which correspond to the various positions I, II, III of the flap 2 and about which the flap 2 can be pivoted on the flap lever 5 lie on a circular path when the kinematic element 6 is embodied in the form of a lever or eccentric, with the centre point of this circular path being formed by the second rotation point 7 of the kinematic element 6. It is possible to move continuously between each of the positions of the rotation point 3 which correspond to the various positions I, II, III of the flap 2, so that the rotation point 3 can be moved from the position which corresponds to the cruise flight position I (retracted flap) via the position which corresponds to the take-off position II (partially extended flap) to the position which corresponds to the landing position III (completely extended flap) , and in the opposite direction.
• a mechanism for operating a Fowler flap in the form of so- called track rear link kinematics is illustrated in figures 3a and 3b.
• a track 8 which extends obliquely downwards to the rear from the wing 1 is provided on the lower face of the wing and a carriage 9 is mounted such that it can move on this track, with the carriage 9 being coupled to a rotation point in the front area of the flap 2 via a first joint 10.
• a lever 13 (rear link) is arranged between a second joint 11, which is located further to the rear on the flap 2, and a third joint 12, which is arranged at the rear end of the track 8 , by means of which lever the rear part of the flap is drawn downward in the sense of increasing the incidence angle as the extension movement increases.
• Figure 3a shows the retracted state, corresponding to a cruise flight position, of the flap 2
• Figure 3b shows the completely extended state of the flap 2 corresponding to a landing position.
• this results in relatively quick opening of the slot 4 that is located between the wing 1 and the landing flap 2, by virtue of the inclined position of the track 8 with respect to the aircraft longitudinal direction x, as can be seen from Figure 2a.
• One or more of the joints or rotation points 10, 11 and 12 about which the flap 2 can be pivoted is or are in turn arranged in a variable position, specifically in the case of the rotation point 10 in the sense of an additional relative movement with respect to the track 8 or the wing 1, and in the case of the rotation point 11 in the sense of an additional relative movement between the flap 2 and the lever 13. This additional relative movement is once again carried out essentially on the same plane as the pivoting movement of the flap 2.
• the joint or the rotation point 10, 11, 12 or at least one of the joints or one of the rotation points 10, 11, 12 is or are provided on a corresponding kinematic element which is arranged such that it can move and whose position can be varied by a drive device.
• the kinematic element can, for example, be formed by a lever or an eccentric which - depending on the joint or rotation point 10, 11, 12 at which it is provided - is mounted such that it can rotate about a flap 12 and lever 13 on the carriage 9, on the track 8 or between them.
• the drive device by means of which the position of the kinematic element can be varied, can in turn be operated independently of the actuating drive of the high lift flap
• the variability in the position of one or more of the joints or rotation points 10, 11, 12 can therefore in each case be achieved by an additional joint which is coupled via a lever or a crank to the respective variable-position joints or the rotation points 10, 11, 12, in which case the lever or the crank can be moved or pivoted by means of a drive apparatus.
• This implementation can also be provided for the embodiments shown in Figures 1 and 4.
• a guide apparatus can be provided at the respective first variable-position joint, instead of a second joint, by means of which the respective first joint can be positioned, guided by this apparatus.
• the first joint is moved by means of an actuating apparatus to a predetermined position by means of the drive device, which is coupled to the respective variable-position or first joint, so that it is possible to set a predetermined position for the variable-position joint as a function of the set movement position of the flap 2.
• the guide apparatus may have a guide path with which or by means of which the respective variable-position or first joint is guided by means of a drive device in order to vary or move the position of the joint.
• the guide path may be linear or curved, or may be linear and curved in different places.
• the guide path may, in particular, have a circular path at least in places.
• the guide apparatus may also have a coupling device by means of which the respective variable-position joint is mechanically coupled to an associated second joint, which is guided in the movement path, so that the positions of the first joint and of the second joint are positively coupled.
• This coupling device may be a lever, a lever linkage or a transmission which is mounted, or whose position is guided, in an articulated form in the guide path.
• the position of the respective variable-position joint can be varied via a control device with an operating apparatus, with the control device receiving information about the respective position of the flap 2 as an input variable and using this to determine set positions for the respective first joint and, from this, sending an appropriate command to the drive device.
• This command is used to operate the drive device and moves the first joint to an appropriate position by means of the guide apparatus.
• a sensor can be provided in this case, which detects the position of the respective first joint and transmits a value corresponding to this position to the control device, which compares the actual position of the respective first joint with the set position by means of a control function that is implemented in it, and, in the event of any discrepancies between these positions, produced commands to position the respective first joint at its set position.

Landscapes

• Engineering & Computer Science (AREA)
• Aviation & Aerospace Engineering (AREA)
• Transmission Devices (AREA)
• Connection Of Plates (AREA)
• Radio Relay Systems (AREA)
• Feedback Control In General (AREA)
• Retarders (AREA)
• Other Liquid Machine Or Engine Such As Wave Power Use (AREA)
• Coupling Device And Connection With Printed Circuit (AREA)
• Variable-Direction Aerials And Aerial Arrays (AREA)
• Geophysics And Detection Of Objects (AREA)

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• 2006
  • 2006-08-04 DE DE102006036464A patent/DE102006036464B4/de not_active Expired - Fee Related
• 2007
  • 2007-08-06 AT AT10000965T patent/ATE528208T1/de not_active IP Right Cessation
  • 2007-08-06 CN CN2007800286083A patent/CN101506050B/zh not_active Expired - Fee Related
  • 2007-08-06 EP EP10000965A patent/EP2199200B1/en not_active Not-in-force
  • 2007-08-06 CA CA002660094A patent/CA2660094A1/en not_active Abandoned
  • 2007-08-06 AT AT07801527T patent/ATE469025T1/de not_active IP Right Cessation
  • 2007-08-06 DE DE602007006808T patent/DE602007006808D1/de active Active
  • 2007-08-06 RU RU2009107490/11A patent/RU2438927C2/ru not_active IP Right Cessation
  • 2007-08-06 WO PCT/EP2007/006945 patent/WO2008015024A1/en not_active Ceased
  • 2007-08-06 EP EP07801527A patent/EP2046650B1/en not_active Not-in-force
  • 2007-08-06 US US12/376,258 patent/US8302913B2/en not_active Expired - Fee Related
  • 2007-08-06 JP JP2009522185A patent/JP2009545478A/ja active Pending
  • 2007-08-06 BR BRPI0714773-2A2A patent/BRPI0714773A2/pt not_active IP Right Cessation

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