WO2018138034A1

WO2018138034A1 - Assembly for aircraft comprising a movable trailing edge flap

Info

Publication number: WO2018138034A1
Application number: PCT/EP2018/051397
Authority: WO
Inventors: Albert-Paul Gonze; Laurent RAVIER
Original assignee: Sonaca S.A.
Priority date: 2017-01-24
Filing date: 2018-01-22
Publication date: 2018-08-02
Also published as: BE1024611B1

Abstract

The invention relates to an assembly (20) for an aircraft comprising a fuselage portion (5a) of the aircraft and an adjacent movable trailing edge flap (16), the flap comprising an inner end secured to an actuation shaft (22) for the flap passing through an opening (24) that is provided through the fuselage portion (5a) and is equipped with a seal system (30) comprising a first seal portion (30a) and a second seal portion (30b) arranged opposite one another as seen in a direction of the width (D2) of the opening. According to the invention, at least one of the first and second seal portions (30a, 30b) is segmented in the longitudinal direction into multiple seal sections (34a, 34b), each seal section being associated with elastic return means (36a, 36b) that force the section to move relative to the opening (24) in the direction of the width (D1), toward the other seal portion.

Description

AIRCRAFT ASSEMBLY COMPRISING A SOLIDARITY JOINT MOBILE SHUTTER OF A SHUTTER TREE CROSSING A FUSELAGE OPENING EQUIPPED WITH AN IMPROVED SEALING DEVICE DESCRIPTION

TECHNICAL AREA

The present invention relates to the field of the junction between a movable trailing edge flap also called "Flap", and the fuselage of an aircraft.

The invention relates to all types of movable trailing edge flaps, for example so-called "single slot" flaps, "double slots", "fixed vane", etc.

It is noted that the invention applies to all types of aircraft, such as a flying wing, a fuselage tail plane, a supersonic airplane, etc.

STATE OF THE PRIOR ART

On the aircraft wings, the most inwardly movable trailing edge flap, i.e., adjacent to the fuselage, is provided with an actuating shaft which passes through an opening thereof. same fuselage. This actuating shaft is indeed controlled from inside the fuselage, by conventional drive means.

The crossing of the opening of the fuselage by the actuating shaft generates an aerodynamic problem, since the outside air is likely to be disturbed by the presence of this opening. To limit the disturbances of the air flow, it is known to implant a seal system in the fuselage opening. More specifically, there are two separate joint regions between which the actuating shaft moves, during a displacement of the movable flap between its retracted position and its deployed position. It is usually two lips that are facing each other, and locally deformed at the passage of the actuating shaft.

One of the difficulties associated with this solution lies in the determination of the rigidity of the lips of the seal system. Indeed, a high rigidity causes significant deformation of the lips due to the passage of the tree, this deformation propagating a consistent length of these lips. This results in the presence of a parasitic slot of large section on each side of the shaft, which causes consequent aerodynamic disturbances at the level of the fuselage opening. Conversely, a low rigidity of the sealing lips reduces the deformation thereof at the passage of the shaft, but is conducive to the appearance of an uncontrolled deformation.

STATEMENT OF THE INVENTION

The invention therefore aims to at least partially overcome the disadvantages mentioned above, relating to the achievements of the prior art.

To do this, the subject of the invention is an aircraft assembly according to the features of claim 1.

The invention is thus remarkable in that it breaks with the prior art by providing a segmented seal system along the longitudinal direction of the fuselage opening. Due to this segmentation, no seal deformation, resulting from the passage of the shaft, can be transmitted to adjacent sections of the seal system according to the invention. The aerodynamic disturbances are thus advantageously reduced at the junction between the fuselage and the mobile trailing edge flap adjacent to this fuselage. In addition, thanks to this configuration, the spacing of the seal sections is automatically made to the passage of the actuating shaft, just as these sections are again automatically approaching each other as soon as the actuating shaft leaves these joint sections.

The invention furthermore provides at least one of the following optional features, taken singly or in combination.

Preferably, the longitudinal ends of the contact track form chamfers. Alternatively, rounded slopes are also possible. Some of the longitudinal ends may even remain straight in the continuity from the rest of the contact track, but still forming a notch with the other section to retain the desired functional mechanism.

In addition, at least one of the first and second sections of the pair has a trapezoidal overall shape, and even more preferably both.

Preferably, at a junction between two pairs of directly consecutive sections in the longitudinal direction, the first two sections partially overlap each other in the longitudinal direction, and / or the second two portions overlap partially l one in the longitudinal direction.

This covering makes it possible to limit, and even more preferably to eliminate, the parasitic slots in the fuselage opening.

To further limit the aerodynamic disturbances at the level of the fuselage opening, it is preferentially provided that at an overlap zone between the two first sections or between the two second sections, each of the two sections has a longitudinal end. of section defining said longitudinal end of the contact track, and in that the longitudinal end of the segment located most outwardly of the opening is masked by a web carried by the other longitudinal end of the section, so that the longitudinal end of the segment lying more outwardly is arranged between the web and the other longitudinal end of section, in a direction of the thickness of the sections. The web thus advantageously makes it possible to mask the longitudinal end of the section of the outside air flow.

Finally, the number of first sections is between 2 and 6, it being understood that the higher the number, the less aerodynamic disturbances are important at the junction between the mobile trailing edge flap and the fuselage.

Other advantages and features of the invention will become apparent from the detailed non-limiting description below.

BRIEF DESCRIPTION OF THE DRAWINGS

This description will be made with reference to the appended drawings among which; - Figure 1 shows a perspective view of an aircraft;

- Figure 2 shows a schematic partial sectional view of an aircraft wing according to the present invention, provided with a movable trailing edge flap;

FIG. 2a is a perspective view of an aircraft assembly according to the invention, comprising a fuselage portion and a movable trailing edge flap adjacent to this fuselage portion;

- Figure 2b is a schematic side view of the assembly shown in the previous figure;

- Figure 3 is a partial and more detailed of that shown in Figure 2b;

Figure 4 is a sectional view taken along the line IV-IV of Figure 3;

- Figure 5 shows a perspective view of a portion of a seal section;

- Figure 6 shows a perspective view of a portion of another seal section, intended to cooperate with the section of Figure 5;

- Figures 7 and 8 show, from different angles of view, the cooperation between the two joint sections shown in Figures 5 and 6; and

- Figures 9a to 9e show views similar to that of Figure 3, in different configurations adopted during a displacement of the actuating shaft integral with the movable trailing edge flap.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

Referring firstly to Figure 1, there is shown an aircraft 1 having a wing 2 consisting of a plurality of wing elements, also called aerodynamic bearing surfaces.

Throughout the following description, the terms "front" and "rear" are to be considered in relation to a direction of advancement of the aircraft encountered following the thrust exerted by the engines of the aircraft, this direction being represented schematically by the arrow 3. Among the wing elements of the aircraft 1, there are provided two main wings, said wings 4, a vertical drift 6, and two horizontal stabilizers 7 located at the rear of this aircraft. These elements are attached to the fuselage 5 of the aircraft.

As regards the wings 4, as mentioned above, these each comprise a fixed central wing body 8, also called the main central portion, this body constituting substantially the entirety of the wing, and being located in rearward of a leading edge 10. Throughout the following description, by convention, Y corresponds to the longitudinal direction of leading edge or direction of wingspan, X is the direction transversely oriented relative to the edge of Attack 10, and Z direction corresponds to the vertical direction, these three directions being orthogonal to each other.

As shown schematically in Figure 2, it is the trailing edge 11 of each of the two wings 4, opposite the leading edge, which can be equipped with at least one movable flap 16 trailing edge, said "Flap ". It can be any type of movable trailing edge flaps, for example so-called "single slot", "double slot", "fixed vane" shutters, etc.

Each of these flaps 16 is intended to be connected to the body 8 by conventional means. In this Figure 2, it is shown that the movable trailing edge flap 16 (shown schematically) can occupy a retracted / retracted position in which it is flush with the rear portion of the fixed central body 8 of the wing 4. In such a case , the movable flap 16 is in its most forward position. In addition, the movable flap 16 can occupy a fully deployed position where it is remote towards the rear of the fixed central body 8, this fully deployed position being adopted in particular during the landing and takeoff phases in order to increase the lift at low or medium speed. This flap 16 is of course designed to be moved between these two extreme positions, for example so as to make it adopt an intermediate position of takeoff, known to those skilled in the art.

As an indication, the movable flap 16 extends for example over substantially the entire length of the flange 4 concerned, of course according to the span direction of this wing 4, or only on a portion of this wing, as is most common on aircraft.

The invention relates more specifically to the most inwardly movable trailing edge flap 16, namely that which is adjacent to the fuselage 5. A part of the fuselage 5a and this flap 16 form an assembly 20 according to the invention. invention, this assembly being shown in Figures 2a and 2b.

The inner end of the flap 16, in the Y span direction, is integral with an actuating shaft 22 which is controlled by appropriate means housed inside the fuselage. To do this, the shaft 22 through an opening 24 made in the fuselage portion 5a, which extends in length in a longitudinal direction Dl. Here, the longitudinal direction is double curvature on the fuselage portion, and single curvature in side view as in Figure 2b. It follows the path of the flap 16 when it moves from its retracted position to its deployed position. In this regard, it is noted that the assembly 20 is configured so that during a movement of the flap 16 from its retracted position to its deployed position, the shaft 22 moves in the opening 24 in a first direction SI of the longitudinal direction Dl. This first direction SI is oriented so as to go from a front end 24a of the opening, towards a rear end 24b thereof.

Similarly, when the flap 16 is moved from the extended position to the retracted position, the shaft 22 moves in the opening in a second direction

S2 opposite the first sense SI.

One of the peculiarities of the invention lies in the implantation of a seal system 30 at the opening 24 of the fuselage portion.

Overall, the system includes a first seal portion 30a, or upper portion, and a second seal portion 30b, or lower portion. These two joint portions 30a, 30b are arranged facing each other in a direction of the width of the opening 24, this direction being referenced D2 in the figures. The direction of the width D2 is locally, at any point of the opening, substantially orthogonal to the longitudinal direction D1. The two seal portions 30a, 30b respectively comprise a first contact track 32a facing downwards, and a second contact track 32b facing upwards. The two tracks 32a, 32b are in contact with one another, outside the passage zone of the actuating shaft 22 against which these two tracks are supported. More specifically, as will be detailed below, the shaft 22 moves between the two tracks 32a, 32b during the setting in motion of the flap 16 between its retracted position and its deployed position, and vice versa. During this movement, the two tracks 32a, 32b are maintained in contact with the shaft 22, locally.

In order to limit the appearance of parasitic slots between the first and second seal portions 30a, 30b, the invention provides for segmenting these parts in the longitudinal direction D1, so that each of them is formed by a plurality of joint sections . For each portion 30a, 30b, it is for example 2 to 6 sections which succeed in the longitudinal direction Dl. Preferably, these sections have the same or similar lengths, and are facing two by two so as to form pairs of sections each comprising a first seal section of the first part, and a second seal section of the second party.

Two of these pairs are shown in FIGS. 3 and 4. In FIG. 3, for reasons of simplification, the opening 24 has been shown straight without curvature.

Each pair of sections has been referenced 34 in FIGS. 3 and 4.

Each pair is formed by a first seal portion 34a of the first portion 30a, and a second seal portion 34b of the second portion 30b. The two sections 34a, 34b are opposite one another in the direction D2 of the width.

Each section 34a, 34b is associated with elastic return means forcing it to move relative to the opening 24, in the direction D1 to the other section of the pair. For each first section of seal 34a, it is first elastic return means 36a interposed between a support piece 38a attached to the fuselage portion 5a, and an upper edge of the first section 34a. Similarly, for each second section of joint 34b, it is a question of second elastic return means 36b interposed between a support piece 38b attached to the part of the fuselage 5a, and a lower edge of the second section 34b. The elastic return means mentioned above may be springs, for example in the form of bellows as has been shown schematically in Figure 3. Other types of springs are of course conceivable, without departing from the scope of the invention. In this regard, it is indicated that in the figures, for reasons of readability of the diagrams, each section 34a, 34b is associated with a single spring. However, several springs spaced apart from each other could be associated with the same section, especially to promote their stability, without departing from the scope of the invention. For example, two springs could be associated with each section, being spaced from each other in the direction Dl.

When the shaft is at a distance from the torque 34, the springs 36a, 36b and push the two sections 34a, 34b of the couple to be pressed against each other, in a closed position in which they close the corresponding portion of the opening 24. The contact tracks 32a, 32b are then in contact with each other.

On the left-hand torque of FIG. 3, the general shape of the two sections 34a, 34b of at least one of the pairs of the assembly is shown, and preferably applicable to all the torques of the seal system 30, except possibly the most backward couple.

Each section 34a, 34b has a trapezoidal overall shape, when viewed in a direction of the thickness of the opening. This direction is referenced D3 in the figures. To do this, the longitudinal end 40 before the section and the rear longitudinal end 42 of this section are chamfered. Specifically, it is the longitudinal ends 44 and rear 46 of the contact tracks 32a, 32b which form chamfers, the latter then being arranged facing two by two in the direction D2, and having inverted slopes.

Thus, as is best seen in Figure 3, the chamfers of the two front ends 44 belonging to the two sections of the pair 34 together form a notch 50 opening longitudinally in the second direction S2, the bottom of this notch being indeed located behind its opening. This notch 52, of substantially triangular section, is such that the actuating shaft 22 resting in this notch and moving in the opening in the first direction SI, exerts efforts tending to separate the two sections 34a, 34b of the couple from each other. This spacing produced by the shaft 22 in simple displacement along the direction D1 in the first direction S1, opposes the return forces generated by the first and second elastic return means 36a, 36b, which are compressed.

This automatic spacing of the two sections of a couple is not only effected when the flap deploys from its retracted position to its deployed position, but also when it retracts. Thus, the chamfers of the two rear ends 46 belonging to the two sections of the pair 34 together form another notch 52 opening longitudinally in the first direction S1, the bottom of this notch being in fact located forward with respect to its opening. This notch 52, of substantially triangular section, is such that the actuating shaft 22 resting in this notch and moving in the opening in the second direction S2, exerts efforts tending to separate the two sections 34a, 34b of the couple of each other. This spacing produced by the shaft 22 in simple displacement in the direction D1 in the second direction S2, opposes the return forces generated by the first and second biasing means 36a, 36b, which are compressed.

As can be seen in FIG. 3, when the two pairs 34 are each in the closed position, the sections overlap partially in pairs at their longitudinal junction, so as to limit the aerodynamic disturbances of the air flow in the vicinity. of the opening 24. More specifically, the first two sections 34a, 34a partially overlap via the chamfered rear end 42 of the first section of the front torque, and the chamfered front end 40 of the first section of the rear torque. Similarly, the two second sections 34b, 34b partially overlap via the chamfered rear end 42 of the second section of the front torque, and the chamfered front end 40 of the second section of the rear torque.

These longitudinal overlaps are shown diagrammatically in FIGS. 5 to 8, partially representing the two second sections 34b. The chamfered ends 40, 42 therefore overlap each other when the sections 34b adopt their closed position corresponding to that of FIGS. 7 and 8. The covering is sufficiently extended in the longitudinal direction Dl so that there is no parasitic slot in the opening of the fuselage portion between the two chamfered ends. This overlap is effected by ensuring that the chamfers do not extend over the entire thickness of the sections, but only on a portion of this thickness in the direction D3. The space left free at the end of one of the two sections can thus be occupied by the end of the other section, to form the overlap area.

To further limit the aerodynamic disturbances on the overlap zone, the second rear section 34b has at its longitudinal front end 40 a sail 54. In this way, the rear longitudinal end 42 of the other section 34b, which is the outermost point of the fuselage opening, or vice versa, becomes masked by this sail 54. In other words, in the closed position, the chamfered rear end 42 of the front section 34b is housed between the sail 54 and the front end of the other section 34b, in the direction D3. In particular, it is ensured that the entire chamfer forming the rear end 46 of the contact track is masked by the web 54.

Thanks to the design of the assembly 20 described above, the actuating shaft 22 can move in the opening 24 automatically discarding the sections 34a, 34b during its passage. These sections rebasculent under the effect of the elastic return means in their closed position, after passage of the shaft 22.

Figures 9a to 9e illustrate these principles. First, from its retracted position, when the flap moves to its deployed position, the shaft 22 first comes into contact in the notch before 50 of the most forward torque 34. When its displacement continues, the shaft 22 spreads the two sections 34a, 34b, as can be seen in FIG. 9a. After leaving the chamfers of the contact tracks, the shaft 22 continues to move in the SI direction while being sandwiched between the two sections of the pair, as shown schematically in FIG. 9b. The sections of the other pairs remain in their closed position.

Before even reaching the rear chamfers of the two sections of the front torque, the shaft 22 comes into contact with the chamfers before the sections of the pair. located directly to the rear, and therefore begins their spacing, as shown in Figure 9c. Then, the shaft 22 leaves the sections of the front couple, which can then automatically return to their closed position, under the effect of the elastic return means 36a, 36b. At this stage shown in Figure 9d, only the sections of the right torque are in the open position.

This sequence is repeated each time the actuating shaft passes between two pairs of sections. In addition, this principle applies analogously during the retraction movement of the flap, which sees the shaft 22 move in the second direction SI, as shown schematically in Figure 9e.

Of course, various modifications may be made by those skilled in the art to the invention which has just been described, solely by way of non-limiting examples.

Claims

An aircraft assembly (20) comprising a fuselage portion (5a) of the aircraft and a movable trailing edge flap (16) adjacent to said fuselage portion, wherein the movable trailing edge flap comprises, according to a span direction, an inner end secured to an actuating shaft (22) flap passing through an opening (24) provided through the fuselage portion (5a), the assembly being configured so that when a displacement of the movable flap from a retracted position to an extended position, the actuating shaft (22) moves in the opening in a first direction (SI) of a longitudinal direction (D1) of this opening, the first direction from a front end of the opening to a rear end thereof, and so that during a movement of the movable flap from the extended position to the retracted position, the actuating shaft moves in the opening (24) in a second direction (S2 opposed to the first, said open ure being equipped with a seal system (30) having a first seal portion (30a) and a second seal portion (30b) disposed opposite the first seal portion in a width direction (D2) of the opening, the first and second seal portions (30a, 30b) respectively comprising a first contact track (32a) and a second contact track (32b) between which the actuating shaft ( 22) moves during a setting in motion of the mobile trailing edge flap (16),

characterized in that at least one of the first and second seal portions (30a, 30b) is segmented in the longitudinal direction (D1) into a plurality of seal sections (34a, 34b), each seal portion being associated with elastic return means (36a, 36b) forcing the section to move relative to the opening (24) in the direction of the width (D1) towards the other part of the joint,

in that the first joint portion (30a) is segmented in the longitudinal direction (D1) into a plurality of first joint sections (34a), each first joint section (34a) being associated with first elastic return means (36a). , in that the second joint portion (30b) is segmented along the longitudinal direction (D1) into a plurality of second joint sections (34b), each second joint section (34b) being associated with second elastic return means (36b), and in that the first and second biasing means (36a, 36b) force the first and second joint sections (34a, 34b) to move relative to the opening (24) in the direction of the width (D2), towards each other,

and in that for at least one pair (34) of sections formed by a first joint section (34a) and a second joint section (34b) arranged opposite in the direction of the width (D2), each of the sections comprises a front longitudinal end of the contact track (44) and a rear longitudinal end of the contact track (46) spaced from the front longitudinal end (44) along said first direction (SI), the two forward longitudinal ends of the track of contact (44) of the pair of sections (34) being configured to form a notch (50) opening longitudinally in the second direction (S2) so that the actuating shaft (22) bears in this notch ( 50) and moving in the opening (24) in said first direction (SI), exerts efforts tending to separate the two sections of the couple from each other by opposing the return forces generated by the first and second elastic return means (36a, 36b), and / or that e the two longitudinal rear ends of the contact track (46) of the pair of sections (34) are configured to form a notch (52) opening longitudinally in the first direction (SI) so that the actuating shaft ( 22) bearing in this notch (52) and moving in the opening in said second direction (S2), exerts efforts tending to separate the two sections of the couple from each other by opposing the efforts of return generated by the first and second biasing means (36a, 36b).

2. An assembly according to claim 1, characterized in that the longitudinal ends of the contact track (44, 46) form chamfers.

3. An assembly according to claim 1 or claim 2, characterized in that at least one of the first and second sections (34a, 34b) of the pair (34) has a trapezoidal overall shape.

4. An assembly according to any one of claims 1 to 3, characterized in that at a junction between two pairs of sections (34) directly consecutive in the longitudinal direction (D1), the first two sections (34a, 34a) partially overlap each other in the longitudinal direction, and / or the two second sections (34b, 34b) partially overlap each other in the longitudinal direction (Dl).

5. An assembly according to claim 4, characterized in that at an overlap zone between the two first sections (34a, 34a) or between the two second sections (34b, 34b), each of the two sections has one end. longitudinal section (40, 42) defining said longitudinal end of the contact track (44, 46), and in that the longitudinal end of the segment (42) is located furthest out of the opening (22) is masked by a web (54) carried by the other longitudinal end of the section (40), so that the longitudinal end of the most outwardly located segment (42) is arranged between the web (54) and this other longitudinal end of section (40), in a direction of the thickness (D3) of the sections.

6. An assembly according to any one of claims 1 to 5, characterized in that the number of first sections (34a) is between 2 and 6.