JP4270738B2 - Aircraft blade operating device - Google Patents

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an aircraft moving blade actuating device for moving up and down left and right moving blades provided on the rear edges of left and right main wings in opposite phases or in the same phase.
[0002]
[Prior art]
Such an aircraft moving blade operating device is known from Japanese Patent Publication No. 60-47156, Japanese Utility Model Publication No. 53-33360, and Japanese Patent Publication No. 49-124800.
[0003]
[Problems to be solved by the invention]
By the way, the above-described conventional aircraft moving device for aircraft transmits aileron operation inputs and flap operation inputs to the moving blades through a complex mixing mechanism in which a large number of links and levers are combined. There is a problem that the structure becomes complicated, which not only causes an increase in cost, an increase in weight, and a failure, but also makes it difficult to secure a space for mounting on the airframe due to the overall size of the apparatus. In addition, the above-described conventional moving blade only has an aileron function and a flap function, and does not have a drag reduction function.
[0004]
The present invention has been made in view of the above-mentioned circumstances, has a simple, small and light structure, can be easily mounted on a fuselage, and has a drag reduction function in addition to an aileron function, an elevator function or a flap function. An object of the present invention is to provide a moving blade operating device for an airplane.
[0005]
[Means for Solving the Problems]
In order to achieve the above object, according to the first aspect of the present invention, the moving blades can be moved up and down at the rear edges of the left and right main wings, and the left and right moving blades move up and down in opposite phases. Control the rolling moment, move the left and right moving blades up and down in the same phase to control lift or pitching moment, and move the left and right moving blades up and down in the same phase by a small rudder angle to control drag A rotor blade operating device for an airplane, wherein the rotor is provided so as to be able to rotate left and right around a rotor shaft extending in the longitudinal direction of the fuselage, and can be moved left and right integrally with the rotor and can be moved back and forth along the rotor shaft. The left first link whose one end is pivotally supported by the rotor shaft, the right first link whose one end is pivotally supported by the rotor shaft, the one end pivotally supported by the slider and the other end of the left first link. Left left pivoted at the middle or other end A link, a right second link having one end pivotally supported by the slider and the other end pivotally supported by the middle or the other end of the right first link, and a laterally inner end pivotally supported by the other end of the left first link. The left third link in which the left and right direction outer ends are connected to the left moving blade via the coupling mechanism, and the left and right direction inner ends are pivotally supported by the other end of the right first link, and the left and right direction outer ends are connected to the coupling mechanism. A right third link connected to the right moving blade via the rotor, and the rotor and the slider are rotated left and right around the rotor axis, and the left and right third links are connected via the left and right second links and the left and right first links. The left and right moving blades are moved up and down in opposite phases by moving in the same direction in the left and right direction, and the slider is moved back and forth along the rotor axis, and the left and right first links and the left and right links via the left and right second links. By moving the third link of Blades actuating device is proposed blades of aircraft, characterized in that to move vertically in phase.
[0006]
According to the above configuration, by rotating the rotor and the slider left and right around the rotor axis, the left and right third links are moved in the same direction in the left and right directions via the left and right second links and the left and right first links. The wings can be moved up and down in opposite phases to function as ailerons, and the slider can be moved back and forth along the rotor axis so that the left and right first links and the left and right first links The three links can be moved in opposite directions, and the left and right moving blades can be moved up and down in the same phase to function as flaps or elevators. Drag can be reduced by controlling the layer. As a result, the flap function is exerted on the moving blade to increase the maximum lift, or the moving function is exerted on the moving blade to control the pitching, and at the same time, the aileron function is exerted to control the rolling without any trouble. In addition, during cruise, the drag of the main wing can be reduced to reduce fuel consumption. In addition, one end of the left and right first links and one end of the left and right second links are pivotally supported by a rotor and a slider supported on a common rotor shaft, respectively, and the left and right second links are provided in the middle or the other end of the left and right first links. The left and right moving blades are actuated by the left and right third links that are pivotally supported by the other ends of the left and right first links. And it can be easily mounted on the aircraft.
[0007]
According to the second aspect of the invention, in addition to the configuration of the first aspect, the actuator for moving the slider back and forth along the rotor shaft and the rudder angles of the left and right moving blades that minimize the drag of the main wing are provided. There is proposed a moving blade operating device for an airplane, comprising control means for calculating and controlling the operation of the actuator based on the steering angle.
[0008]
According to the above configuration, the control means calculates the steering angle of the left and right moving blades that minimizes the drag of the main wing, and the actuator operates based on this steering angle to control the steering angle of the left and right moving blades. The drag of the main wing can be effectively reduced.
[0009]
The flaperons FEL and FER of the embodiment correspond to the rotor blade of the present invention, the center shaft 11 of the embodiment corresponds to the rotor shaft of the present invention, and the center pulley 12 of the embodiment corresponds to the rotor of the present invention. The example control unit CU corresponds to the control means of the present invention.
[0010]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples of the present invention shown in the accompanying drawings.
[0011]
1 to 23 show an embodiment of the present invention. FIG. 1 is a plan view of a main wing of an airplane, FIG. 2 is an enlarged view of a main part of FIG. 1, and FIG. 3 is a perspective view of an operation device of a flaperon. 4 is an enlarged view of the main part of FIG. 3, FIG. 5 is an enlarged view of the direction 5 of FIG. 3, FIG. 6 is an enlarged view of the line 6-6, and FIG. 7 is an enlarged view of the line 7-7 of FIG. FIG. 8, FIG. 8 is an enlarged view in the direction of arrow 8 in FIG. 3, FIG. 9 is a view in the direction of arrow 9-9 in FIG. 8, FIG. 10 is an explanatory diagram of the action when the flaperon is operated to the left, and FIG. FIG. 12 is an operation explanatory diagram when the flapperon is operated to the left from the lowered state, FIG. 13 is an operation explanatory diagram when the flaperon is slightly raised, and FIG. 14 is a rudder of the left and right flaperons. FIG. 15 is a diagram illustrating the profile of the main wing of an airplane, FIG. 16 is a block diagram of airplane drag reduction control, and FIG. FIG. 18 is a diagram showing the relationship between lift L, drag D, thrust T, and angle of attack α in the longitudinal motion of an airplane, FIG. 18 is a diagram showing XYZ coordinate axes and variables representing the motion state of the airplane, and FIG. 19 shows various flaperon steering angles. FIG. 20 is a block diagram of the flight control, FIG. 21 is a flowchart of the drag reduction control, and FIG. 22 shows the relationship between the steering angle of the flaperon and the drag. FIG. 23 and FIG. 23 are graphs showing simulation results of drag reduction control.
[0012]
As shown in FIG. 1, left and right flaps FL and FR located on the wing root side and left and right flaperons FEL and FER located on the wing tip side are provided at the rear edges of the left and right main wings WL and WR of the airplane. It is done. The flaps FL and FR descend while being pushed backward from the illustrated storage position in order to increase the maximum lift when the airplane takes off and landing. The flaperons FEL and FER have both an aileron function, a flap function, and a drag reduction function. When the left flaperon FEL is raised and the right flaperon FER is lowered during a cruise, a left rolling moment is generated and the right flaperon FER is raised and left. When the flaperon FEL is lowered, a right rolling moment is generated. When taking off and landing, the flap function is exhibited when the left and right flaperons FEL, FER are lowered in the same phase, and the aileron function is exhibited when the left and right flaperons FEL, FER are moved up and down in opposite phases with respect to the lowered position. Further, when the left and right flaperons FEL and FER are moved up and down by a small rudder angle in the same phase, the transition point of the boundary layer between the main wings WL and WR changes to exert a drag reduction function.
[0013]
Next, the structure of the operation device of the flaperons FEL and FER will be described with reference to FIGS.
[0014]
As shown in FIGS. 2 and 3, the flapperons FEL and FER are provided with a center shaft 11 disposed in the front-rear direction on the fuselage centerline CL near the trailing edges of the main wings WL and WR. A center pulley 12 rotatably supported on the shaft 11 is connected to a control wheel (not shown) operated by a pilot via a control cable 13. Pulley shafts 14L, 14R extending in the front-rear direction are provided on the left and right sides of the center pulley 12, and the left drive pulley 15L and the right drive pulley 15R are rotatably supported by the pulley shafts 14L, 14R, respectively. Also, pulley shafts 16L and 16R are provided in the vicinity of the blade root side ends of the left and right flaperons FEL and FER, and the left driven pulley 17L and the right driven pulley 17R are rotatably supported by the pulley shafts 16L and 16R, respectively. The The left drive pulley 15L and the left driven pulley 17L are connected by a control cable 18L extending along the front edge of the left flap FL, and the right drive pulley 15R and the right driven pulley 17R are connected along the front edge of the right flap FR. They are connected by an extended control cable 18R.
[0015]
4 to 7, the center pulley 12 is provided with three guide rods 21 extending rearward. The guide rods 21 are provided with a slider 22 in the front-rear direction. It is slidably supported. An actuator 23 made of an electric motor is provided behind the center pulley 12. The output shaft 24 of the actuator 23 is arranged coaxially with the center shaft 11, and a male screw formed on the outer periphery thereof is screwed into a nut member 25 provided on the slider 22. Accordingly, when the actuator 23 is driven, the slider 22 is guided by the three guide rods 21 together with the nut member 25 to move back and forth. The actuator 23 operates based on an electric signal output when a pilot operates a flap operation lever (not shown).
[0016]
One end of the bifurcated left first link 31L and one end of the bifurcated right first link 31R are pivotally supported by the center shut 11 sandwiched between the center pulley 12 and the slider 22 so as to be vertically rotatable. As is clear from FIG. 6, the left first link 31L extends from the center shut 11 to the lower left and the right first link 31R extends from the center shut 11 to the lower right as seen from the rear. The other end of the left second link 33L, which is pivotally supported at the upper left of the slider 22 by the ball joint 32L, is connected to the left first link 31L by the ball joint 34L. Middle It is supported by. Similarly, the other end of the right second link 33R, one end of which is pivotally supported at the upper right of the slider 22 by the ball joint 32R, is pivotally supported by the ball joint 34R in the middle of the right first link 31R. Instead of pivoting the other ends of the left and right second links 33L and 33R in the middle of the left and right first links 31L and 31R, the other ends of the left and right first links 31L and 31R may be pivoted. In the rear view (see FIG. 6), the left second link 33L extends from the upper left side to the lower right side from one end side toward the other end side, and the right second link 33R extends from the one end side toward the other end side. It extends from the upper right to the lower left. In the side view (see FIG. 7), the left and right second links 33L and 33R extend from the rear upper side to the front lower side from one end side to the other end side.
[0017]
The other end of the left first link 31L is pivotally supported by the right end of the left third link 36L via a pin 35L. The left end of the left third link 36L extending substantially in the left-right direction is pinned to the lower portion of the left drive pulley 15L. It is pivoted through. The other end of the right first link 31R is pivotally supported by the left end of the right third link 36R via a pin 35R, and the right end of the right third link 36R extending substantially in the left-right direction is pinned to the lower portion of the right drive pulley 15R. It is pivoted via 37R.
[0018]
As is apparent from FIGS. 3, 8, and 9, an arm 41L projects from the rear face of the left end of the left driven pulley 17L. A U-shaped bracket 42L is provided in front of the hinge line HL (see FIG. 8) of the left flaperon FEL, and the flaperon link 44L is pivotally supported by a pin 43L extending in the vertical direction on the bracket 42L. . The tip of the arm 41L of the left driven pulley 17L and the tip of the flaperon link 44L are pivotally supported by a ball joint 45L.
[0019]
In this way, the left third link 36L and the left flaperon FEL are connected via the connecting mechanism including the left drive pulley 15L, the control cable 18L, the left driven pulley 17L, and the flaperon link 44L. The left flaperon FEL located at a distance from each other can be reliably driven with a simple and lightweight structure.
[0020]
Note that the structure of the connection mechanism between the right third link 36R and the right flaperon FER is the same structure that is symmetrical with respect to the connection mechanism between the left third link 36L and the left flaperon FEL described above, and therefore overlapping description thereof. Is omitted.
[0021]
Next, the operation of the embodiment of the present invention having the above-described configuration will be described.
[0022]
As shown in FIG. 3 and FIG. 4, when the airplane is cruising, the flaps FL and FR and the flaperon FEL and FER are both at the raised position of 0 ° and when the pilot is not operating the control wheel to the left and right, the flaperon FEL , The steering angle of FER is 0 ° and is in the neutral position. Therefore, with respect to the vertical plane passing through the machine centerline CL, the left and right first links 31L and 31R, the left and right second links 33L and 33R, the left and right third links 36L and 36R, the left and right drive pulleys 15L and 15R, and the left and right links The driven pulleys 17L and 17R are in symmetrical positions.
[0023]
From this state, when the pilot operates the control wheel to the left, for example, as shown in FIG. 10, the center pulley 12 connected to the control wheel via the control cable 13 rotates around the center shaft 11 to the left. The slider 22 supported by the pulley 12 via the three guide rods 21... Then, the left second link 33L pivotally supported at one end by the slider 22 via the ball joint 32L is pushed down, and the left first link 31L connected via the ball joint 34L to the other end of the left second link 33L While rotating to the left around the center shaft 11, the left third link 36L connected to the other end of the left first link 31L via a pin 35L moves in the right direction. As the left third link 36L moves in the right direction, the left drive pulley 15L supported by the pulley shaft 14L rotates to the left, and the left driven pulley 17L connected to the left drive pulley 15L via the control cable 18L. Rotates counterclockwise around the pulley shaft 16L.
[0024]
As a result, the arm 41L provided on the left driven pulley 17L pushes down the tip of the flaperon link 44L via the ball joint 45L. At this time, since the tip of the flapperon link 44L is located in front of the hinge line HL of the left flaperon FEL, the front edge of the left flaperon FEL is lowered with the hinge line HL as a fulcrum, and the trailing edge of the left flaperon FEL is hinged Go up with the line HL as a fulcrum. At this time, the upper maximum steering angle of the left flaperon FEL is set to 25 °.
[0025]
When the center pulley 12 and the slider 22 are integrally rotated to the left, the right second link 33R pivotally supported at one end by the slider 22 via the ball joint 32R is pulled up, and the ball is connected to the other end of the right second link 33R. The right first link 31R connected via the joint 34R rotates to the left around the center shaft 11, and the right third link 36R connected to the other end of the right first link 31R via the pin 35R Move in the direction. As the right third link 36R moves in the right direction, the right drive pulley 15R supported by the pulley shaft 14R rotates to the left, and the right driven pulley 17R connected to the right drive pulley 15R via the control cable 18R. Rotates counterclockwise around the pulley shaft 16R.
[0026]
As a result, the arm 41R provided on the right driven pulley 17R pushes up the tip of the flaperon link 44R via the ball joint 45R. At this time, since the tip of the flapperon link 44R is located in front of the hinge line HL of the right flaperon FER, the leading edge of the right flaperon FER rises with the hinge line HL as a fulcrum, and the trailing edge of the right flaperon FER hinges Go down with the line HL as a fulcrum. At this time, the maximum downward steering angle of the right flaperon FER is set to 20 °.
[0027]
As described above, when the control wheel is operated to the left, the trailing edge of the left flapperon FEL rises from the neutral position and the lift of the left main wing WL decreases, and the trailing edge of the right flaperon FER falls from the neutral position and the right main wing WR. Therefore, the left rolling moment is generated by the difference in lift between the left and right main wings WL and WR.
[0028]
As described above, the case where the control wheel is operated to the left to generate the left rolling moment has been described. However, the operation when the control wheel is operated to the right to generate the right rolling moment is substantially the same when the left and right are reversed. Are identical.
[0029]
By the way, when the left and right flaperons FEL, FER are steered in the opposite direction by the same angle, the drag of the main wings WL, WR on which the flaperon FEL, FER is lowered increases, whereas the flaperon FEL, FER is raised. Since the drag of the main wings WL and WR is reduced, a yawing moment opposite to the turning direction is generated (adverse yaw phenomenon), and smooth turning is prevented. Therefore, when the flaperons FEL and FER function as an aileron, the drag difference between the left and right main wings WL and WR is reduced by setting the upper rudder angle to be larger than the lower rudder angle. Smooth turning is possible.
[0030]
As shown in FIG. 14A, the pins 35L and 35R that temporarily connect the second links 33L and 33R and the third links 36L and 36R are directly below the center shaft 11, and the pins of the left and right drive pulleys 15L and 15R. 37L and 37R are directly below the pulley shafts 14L and 14R, the diameters of the center pulley 12 and the left and right drive pulleys 15L and 15R are equal, and the height of the center shaft 11 and the heights of the left and right pulley shafts 14L and 14R are the same. If so, the rotation angle of the center pulley 12 becomes equal to the rotation angles of the left and right drive pulleys 15L and 15R, and a steering angle difference cannot be generated when the left and right flaperons FEL and FER function as ailerons.
[0031]
On the other hand, as shown in FIG. 14 (B), the heights of the left and right pulley shafts 14L and 14R differ from the height of the center shaft 11, or the center pulley as shown in FIG. 14 (C). If the diameters of the left and right drive pulleys 15L and 15R are made different from the diameter of 12, the left and right drive pulleys 15L and 15R are made different in rotation angle so that the left and right flaperons FEL and FER are turned upside down at different steering angles. Can be operated. However, since the difference in steering angle between the left and right flaperons FEL and FER obtained by these methods is small, it is difficult to sufficiently compensate for the adverse yaw phenomenon.
[0032]
On the other hand, in the present embodiment shown in FIG. 14D, the pin 35L that connects the left first link 31L and the left third link 36L is located on the lower left side of the center shaft 11, and the right first link 31R and the right first link Since the pin 35R connecting the three links 36R is located on the lower right side of the center shaft 11, for example, when the center pulley 12 and the slider 22 rotate to the left around the center shaft 11, the left first link 31L and the left third link The amount of movement in the right direction of the pin 35L that connects 35L increases, and the amount of movement in the right direction of the pin 35R that connects the right first link 31R and the right third link 36R decreases. Accordingly, the upward rudder angle of the left flapperon FEL connected to the left third link 36L that moves greatly in the right direction increases, and the downward direction of the right flaperon FER connected to the right third link 36R that moves small in the right direction decreases. The rudder angle becomes smaller, and the difference in drag between the left and right main wings WL, WR can be reduced to sufficiently compensate the adverse yaw phenomenon.
[0033]
Note that increasing the heights of the left and right pulley shafts 14L and 14R with respect to the height of the center shaft 11 and reducing the diameters of the left and right drive pulleys 15L and 15R with respect to the diameter of the center pulley 12 are as follows. Although it works in the direction of increasing the Adverse Yaw phenomenon, shifting the positions of the pins 35L and 35R to the lower left and right of the center shaft 11 cancels out the above-mentioned action of increasing the Adverse Yaw phenomenon, and exhibits a surplus effect. , The steering angle to the upper side of the FER can be made sufficiently larger than the steering angle to the lower side, the adverse yaw phenomenon can be reliably compensated and the turning performance can be improved.
[0034]
Now, to lower the flapperons FEL and FER in the same phase at the time of takeoff and landing, as shown in FIGS. 7 and 11, the actuator 23 is driven by the operation of the pilot flap operation lever, and the output consisting of male screws is output. By pulling the nut member 25 screwed onto the shaft 24, the slider 22 is moved rearward along the guide rods 21. As is clear from FIG. 7, when the slider 22 is retracted, the positions of the ball joints 32L and 32R provided at the left and right ends are also retracted. Therefore, the left and right second links whose upper ends are pivotally supported by these ball joints 32L and 32R. 33L and 33R are inclined from a solid line state to a chain line state. Thereby, the ball joints 34L and 34R at the lower ends of the left and right second links 33L and 33R are pulled up, and the left and right first links 31L and 31R are rotated upward around the center shaft 11.
[0035]
As a result, the left and right third links 36L and 36R connected to the lower ends of the left and right first links 31L and 31R via pins 35L and 35R move by an equal distance outward in the left and right direction so as to be separated from each other. The left drive pulley 15L rotates in the right direction and the right drive pulley 15R rotates in the left direction by the same angle. Thus, the left and right driven pulleys 17L and 17R connected to the left and right drive pulleys 15L and 15R via the control cables 18L and 18R also rotate in the opposite directions by the same angle, and the left and right flaperons FEL and FER Also go down 10 degrees. The lowering angle of the flaperons FEL and FER can be arbitrarily set. When the actuator 23 is driven in the reverse direction from the lowered state of the flaperons FEL and FER to advance the slider 22 to the original position, the left and right flaperons FEL and FER are raised to the neutral position.
[0036]
When the pilot operates the control wheel to the left, for example, to control the rolling of the fuselage in the state where the flaperons FEL and FER are lowered as described above, the center pulley 12 and the slider 22 are moved around the center shaft 11 as shown in FIG. Rotate to. Then, the left second link 33L connected to the slider 22 is pushed down, the left first link 31L connected to the left second link 33L rotates to the left around the center shaft 11, and is connected to the left first link 31L. The left third link 36L moves in the right direction. As the left third link 36L moves in the right direction, the left drive pulley 15L supported by the pulley shaft 14L rotates to the left, and the left driven pulley 17L connected to the left drive pulley 15L via the control cable 18L. Rotates counterclockwise around the pulley shaft 16L. As a result, the arm 41L provided on the left driven pulley 17L pushes down the tip of the flapperon link 44L via the ball joint 45L, so the front edge of the left flaperon FEL falls with the hinge line HL as a fulcrum, and the trailing edge of the left flaperon FEL Goes up with hinge line HL as a fulcrum. At this time, the maximum upward steering angle of the left flaperon FEL is set to 20 ° with reference to the lowering position of the flapperon FEL (10 ° downward).
[0037]
When the center pulley 12 and the slider 22 rotate to the left around the center shaft 11, the right second link 33R connected to the slider 22 is pulled up, and the right first link 31R connected to the right second link 33R is centered. The right third link 36R connected to the right first link 31R rotates to the left around the shaft 11 and moves to the right. As the right third link 36R moves in the right direction, the right drive pulley 15R supported by the pulley shaft 14R rotates to the left, and the right driven pulley 17R connected to the right drive pulley 15R via the control cable 18R. Rotates counterclockwise around the pulley shaft 16R. As a result, since the arm 41R provided on the right driven pulley 17R pushes up the tip of the flapperon link 44R via the ball joint 45R, the front edge of the right flaperon FER rises with the hinge line HL as a fulcrum, and the trailing edge of the right flaperon FER Falls with the hinge line HL as a fulcrum. The maximum downward steering angle of the right flaperon FER at this time is set to 10 ° downward with reference to the lowered position of the flapperon FEL (10 ° downward).
[0038]
As described above, even when the flaperons FEL and FER are in the lowered state, the left and right flaperons FEL and FER can be operated in opposite directions with respect to the lowered state, so that the flaps FL, FR and flaperon can be taken off during landing and landing. While keeping the FEL and FER down to ensure the maximum lift, the flaperons FEL and FER can exert the aileron function to perform rolling control of the aircraft without any trouble. At this time, since the operation of the control wheel and the operation of the actuator 23 do not interfere with each other, there is no possibility that the operation of the control wheel is hindered by the actuator 23 or the operation of the actuator 23 is transmitted to the control wheel.
[0039]
As described above, the case where the control wheel is operated to the left to generate the left rolling moment has been described. However, the operation when the control wheel is operated to the right to generate the right rolling moment is substantially the same when the left and right are reversed. Are identical.
[0040]
Further, when the flaperons FEL and FER are in the lowered state shown in FIG. 11, the position of the pin 35L connecting the left first link 31L and the left third link 36L is larger than that in the neutral position state shown in FIG. The position of the pin 35R that connects the right first link 31R and the right third link 36R moves further to the right with respect to the machine center line CL. . As described above, when the positions of the pins 35L and 35R move outward in the left-right direction, the ratio of the rotation angle of the left and right drive pulleys 15L and 15R to the rotation angle of the center pulley 12 decreases, so the flapperons FEL and FER are lowered. The reference steering angle in the vertical direction decreases.
[0041]
In other words, the steering angle in the neutral position of the flaperons FEL and FER is 0 °, the maximum steering angle in the upward direction by the aileron operation is 25 °, and the maximum steering angle in the downward direction is 20 °, but the flaperons FEL and FER When the steering angle in the lowered state is 0 °, the maximum steering angle in the upward direction by the aileron operation is 20 °, and the maximum steering angle in the downward direction is 10 °. In other words, in the neutral position of the flaperons FEL and FER, the aileron's total rudder angle (the difference between the left and right rudder angles) is 25 ° + 20 ° = 45 °. (Right and left rudder angle difference) is 20 ° + 10 ° = 30 °. Therefore, when the aileron operation is performed at the maximum rudder angle with the flapperons FEL and FER lowered, the maximum lowering angle of the flaperons FEL and FER should be 10 ° + 20 ° = 30 °, but 10 ° + 10 ° = It is possible to suppress the angle to 20 °, and it is possible to reduce the steering force of the control wheel and to avoid the occurrence of blade tip stall due to an excessive lowering angle of the flaperons FEL and FER.
[0042]
Further, the center pulley 12, the slider 22 and the actuator 23 are arranged in alignment on the axis of the center shaft 11, and the flapperons FEL and FER are provided with the aileron function by simply rotating the center pulley 12 and the slider 22 around the axis of the center shaft 11. Since the flapperon FEL and FER exhibit the flap function only by reciprocating the slider 22 along the axis of the center shaft 11, the flap function is exerted on the flapperons FEL and FER. Since it is one flapperon unit, it can be easily mounted on the aircraft.
[0043]
The left and right flaperons FEL and FER can be lifted and lowered by the same rudder angle (for example, ± 5 ° at the maximum) during cruise, and the drag reduction function of the main wings WL and WR can be exhibited. 11 can be lowered in the same phase by driving the actuator 23 and pulling the nut member 25 to move the slider 22 back along the guide rods 21 as described in FIG. Conversely, in order to raise the left and right flaperons FEL and FER in the same phase, as shown in FIG. 13, the actuator 23 is driven and the nut member 25 is pressed to advance the slider 22 along the guide rods 21. Just do it.
[0044]
However, since the lowering angle and raising angle of the flaperons FEL and FER for reducing the drag of the main wings WL and WR are very small, the amount of operation of the actuator 23 is smaller than when the flap function described with reference to FIG. 11 is performed. . Further, when the flapperon FEL and FER have the flap function, the actuator 23 is driven based on the operation of the flap operation lever by the pilot. However, when the flaperon FEL and FER have the drag reducing function, the actuator 23 is driven. 23 is automatically driven by a control unit described later.
[0045]
Next, the contents of control for reducing the drag force of the airplane by raising and lowering the left and right flaperons FEL and FER in the same phase by a small steering angle will be described with reference to FIGS.
[0046]
FIG. 15 shows the profiles of the main wings WL and WR, and flaperons FEL and FER are provided at the rear edges with the steering angle δf being variable downward and upward. The boundary layer formed along the surfaces of the main wings WL and WR is the upstream laminar boundary layer BL. _L And downstream turbulent boundary layer BL _T It consists of. Laminar boundary layer BL _L And turbulent boundary layer BL _T The position of the transition point t is moved back and forth by changing the steering angle δf of the flaperons FEL and FER. Laminar boundary layer BL _L The frictional resistance of the turbulent boundary layer BL _T The frictional resistance of the lapel flow boundary layer BL is controlled by controlling the steering angle δf of the flaperons FEL and FER. _L And turbulent boundary layer BL _T If the transition point t is moved as far as possible to the trailing edge side, the laminar boundary layer BL _L Can be expanded to reduce the drag of the main wings WL and WR.
[0047]
As shown in FIG. 16, the control unit CU for the steering angle δf of the flaperons FEL and FER determines the thrust estimation means M1 for estimating the thrust T of the airplane and the motion state (speed, angular velocity, attitude angle, angle of attack) of the airplane. Motion state detection means M2 for detecting, drag force estimation means M3 for estimating the drag force D of the airplane based on the thrust T and the motion state of the airplane, and the drag force generated by changing the steering angle δf of the flaperons FEL and FER An operation amount calculating means M4 for calculating the operation amount of the steering angle δf of the flaperon FEL, FER for minimizing the drag D based on the change of D, and the steering angle of the flaperon FEL, FER based on the operation amount and operating means M5 for operating δf.
[0048]
The thrust T of the airplane changes depending on the pilot's throttle lever operation, and the thrust estimating means M1 estimates the magnitude of the thrust T based on the engine speed and the like.
[0049]
A variable representing the motion state of the airplane detected by the motion state detection means M2 is:
φ: Roll posture angle (Euler angle around the X axis)
θ: Pitch attitude angle (Euler angle around the Y axis)
U: Speed in the X-axis direction
V: Speed in the Y-axis direction
W: Speed in the Z-axis direction
P: Roll angular velocity (angular velocity around the X axis)
Q: Pitch angular velocity (angular velocity around the Y axis)
R: Yaw angular velocity (angular velocity around the Z axis)
α: Pitch angle formed by the direction of travel of the aircraft and the centerline of the aircraft (attack angle α)
It is. The roll attitude angle φ, the pitch attitude angle θ, and the angle of attack α can be detected by a vertical gyro, etc., and the roll angular velocity P, the pitch angular velocity Q, and the yaw angular velocity R can be detected by a rate gyro, etc. The velocity V in the Y-axis direction and the velocity W in the Z-axis direction can be detected with a Pitot tube or the like.
[0050]
Note that the order of the estimation of the thrust T by the thrust estimation means M1 and the detection of the motion state of the airplane by the motion state detection means M2 is arbitrary, and the motion state may be detected after the thrust T is estimated. After detecting the state, the thrust T may be estimated, or both may be performed simultaneously.
[0051]
The drag estimation means M3 is based on the thrust T estimated by the thrust estimation means M1 and the motion states φ, θ, U, V, W, Z, P, Q, R, α detected by the motion state detection means M2. Estimate the drag D of the airplane. The procedure will be described below.
[0052]
FIG. 17 shows the lift L in a state in which the airframe is subject to disturbance using the XYZ coordinate axes fixed to the aircraft body (stable axes with the X-axis aligned with the direction of the airframe velocity vector during steady-balance flight). The relationship between drag D, thrust T and angle of attack α is shown. From the balance of forces in the X-axis direction and the Z-axis direction, the aerodynamic force Xa in the X-axis direction and the aerodynamic force Za in the Z-axis direction are expressed by using lift L, drag D, thrust T, and angle of attack α.
Xa = T + L · sin α−D · cos α (1)
Za = −L · cosα−D · sinα (2)
Given in.
[0053]
When the lift L is eliminated from the above equations (1) and (2), the drag D is
D = (T−Xa) · cosα−Za · sinα (3)
Given in. Equation (3) indicates that the drag D can be estimated by knowing the aerodynamic force Xa in the X-axis direction, the aerodynamic force Za in the Z-axis direction, the thrust T, and the angle of attack α. The thrust T can be estimated by the thrust estimating means M1, and the angle of attack α can be detected by the motion state detecting means M2. The remaining aerodynamic force Xa in the X-axis direction and aerodynamic force Za in the Z-axis direction can be calculated as follows from the motion state detected by the motion state detection means M2.
[0054]
As is well known, the equations of motion in the X-axis and Z-axis directions of an airplane are expressed by equations (4) and (5), where m is the mass of the aircraft and g is the acceleration of gravity (Fig. 18). Here, the mass m of the fuselage and the gravitational acceleration g are known, the change of the mass m accompanying the consumption of fuel can be calculated, and the aircraft motion states φ, θ, U, V, W, Z, P, Q, R, and α can be detected by the motion state detection means M2.
[0055]
m · (dU / dt + Q · W−R · V) = − m · g · sin θ + Xa (4)
m · (dW / dt + P · V−Q · U) = m · g · cos θ · cos φ + Za (5)
Accordingly, the aerodynamic force Xa in the X-axis direction and the aerodynamic force Za in the Z-axis direction are given by the equations (6) and (7), and if this is substituted into the equation (3), the aircraft drag D is calculated. be able to.
[0056]
Xa = m · (dU / dt + Q · W−R · V) + m · g · sin θ (7)
Za = m · (dW / dt + P · V−Q · U) −m · g · cos θ · cos φ (8)
Next, the operation amount calculation means M4 calculates the operation amount of the steering angle δf of the flaperons FEL and FER for minimizing the drag D of the airplane. The procedure will be described below.
[0057]
FIG. 19 shows the drag coefficient C against the angle of attack α when the steering angle δf of the flaperons FEL and FER is changed variously. _D The drag coefficient C according to the change in the steering angle δf of the flaperons FEL and FER, regardless of the magnitude of the angle of attack α. _D Indicates a change. In other words, if the steering angle δf of the flaperons FEL and FER is changed, the drag coefficient C _D Can be changed.
[0058]
FIG. 20 shows a system for reducing the drag D of the airplane by changing the steering angle δf of the flaperons FEL and FER. When the steering angle δf of the flaperon FEL and FER is changed by drag reduction control, the pitching moment coefficient C _M Changes, and this pitching moat coefficient C _M To the dynamic pressure ρ (U ² + W ² The pitching moment M calculated by multiplying the product of) / 2 and the blade area S is further changed by the control of the steering blade such as an elevator. By integrating the pitching moment M, the pitch attitude angle θ of the airplane is calculated.
[0059]
The lift coefficient C is determined by the change in the steering angle δf of the flaperons FEL and FER and the change in the pitch attitude angle θ by the drag reduction control. _L Changes, and this lift coefficient C _L To the dynamic pressure ρ (U ² + W ² The lift L calculated by multiplying the product of) / 2 and the blade area S is further changed by the control of the steering blade. By integrating the value obtained by dividing the lift L by the body weight mg, the speed W in the Z-axis direction is calculated.
[0060]
The drag coefficient C is determined by the change in the steering angle δf of the flaperons FEL and FER by the drag reduction control and the change in the pitch attitude angle θ. _D The drag coefficient C _D To the dynamic pressure ρ (U ² + W ² ) / 2 and the drag D calculated by multiplying the product of the blade area S is added to the thrust T changed by the engine control, and the value U in the X-axis direction is calculated by integrating the added value. .
[0061]
The drag D calculated in this way is repeatedly used for drag reduction control together with the thrust T, and the steering angles δf of the flaperons FEL and FER are updated in order to minimize the drag D of the airplane.
[0062]
Next, the content of the drag reduction control will be described based on the flowchart of FIG.
[0063]
First, in step S1, the steering angle δf of the flaperons FEL and FER is increased by a preset initial value Δa, and then in step S2, the drag D is estimated based on the equation (3). In a subsequent step S3, a deviation Δd between the previous value and the current value of the drag D is calculated. As a result of increasing the steering angle δf by the initial value Δa in step S1, if the deviation Δd is a positive value in step S3, that is, if the drag D has increased as a result of increasing the steering angle δf, step S4 If the deviation Δd is negative in step S3, that is, if the drag D has decreased as a result of increasing the steering angle δf, the steering angle δf is decreased in step S4. Further decrease. Thus, by repeating the steps S2 to S4, the steering angle δf of the flaperons FEL and FER can be converged to the steering angle at which the drag D is minimized.
[0064]
In step S4, the operation amount of the steering angle δf of the flaperons FEL and FER is set to −Δa × (Δd / K) with K as a constant, not the initial value Δa. The reason for this is that, as indicated by (1) in FIG. 22, in the region where the amount of change in the drag D with respect to the amount of change in the steering angle Δf is large, the manipulated value of the steering angle δf is increased, and This is because, in the region where the change amount of the drag D with respect to the change amount of the steering angle Δf is small, the operation amount of the steering angle δf is made small. Responsiveness and convergence can be improved.
[0065]
As described above, the steering angle δf of the flaperons FEL and FER is changed by a minute angle by the operating means M5, and the resulting increase and decrease of the drag force D is monitored and the operation for changing the steering angle δf further by a minute angle is repeated. The steering angle δf can be converged to a target steering angle at which the drag D of the airplane is minimized. In addition, since the drag reduction control is performed while monitoring the actual drag D, the drag reduction control is not only extremely effective but also effective regardless of the motion state of the flying object. Moreover, since the flapperons FEL and FER originally provided on the main wings WL and WR of the airplane are used as the drag variable means, no special drag variable means is required, and the weight and cost are reduced.
[0066]
FIG. 23 shows a calculation result simulating the drag reduction control. The drag D and the drag coefficient C depend on the change in the steering angle δf of the flaperons FEL and FER. _D Is confirmed to decrease.
[0067]
When the drag force is reduced by changing the steering angle δf of the flaperons FEL and FER by the drag reduction control, the pitching moment and the lift force are also changed accordingly, and the attitude and motion state of the airplane change in an undesired direction. there is a possibility. For example, when the flaperons FEL and FER are operated in the downward direction, a pitching moment in the nose up direction is generated and the lift of the main wings WL and WR is also increased. Therefore, by trimming the elevators provided on the horizontal tail and the leading tail, a pitching moment in the nose-down direction can be generated and the balance around the pitch axis can be maintained. Since the increase in drag caused by the operation of this elevator is negligible, the drag of all aircraft is definitely reduced.
[0068]
As mentioned above, although the Example of this invention was explained in full detail, this invention can perform a various design change in the range which does not deviate from the summary.
[0069]
For example, in the embodiments, the flaperons FEL and FER that exhibit the aileron function and the flap function are exemplified as the moving blades, but the present invention is also applied to the elevon that is provided at the trailing edge of the delta blade and exhibits the aileron function and the elevator function. Can be applied.
[0070]
In the embodiment, the center pulley 12 is operated by the control wheel. However, it may be operated by the control column, or may be operated by an electric actuator or a hydraulic actuator.
[0071]
Further, the actuator 23 for moving the slider 22 back and forth can be constituted by a hydraulic cylinder instead of an electric motor, and the slider 22 can be manually moved back and forth.
[0072]
【The invention's effect】
As described above, according to the first aspect of the present invention, the left and right third links are moved via the left and right second links and the left and right first links by rotating the rotor and the slider left and right around the rotor axis. The left and right moving blades can be moved up and down in opposite phases to function as an aileron, and the slider can be moved back and forth along the rotor shaft, via the second link on the left and right. The left and right first links and the left and right third links can be moved in opposite directions, and the left and right moving blades can be moved up and down in the same phase to function as flaps or elevators. The drag can be reduced by controlling the boundary layer of the main wing by moving it up and down by a small angle. As a result, the flap function is exerted on the moving blade to increase the maximum lift, or the moving function is exerted on the moving blade to control the pitching, and at the same time, the aileron function is exerted to control the rolling without any trouble. In addition, during cruise, the drag of the main wing can be reduced to reduce fuel consumption. In addition, one end of the left and right first links and one end of the left and right second links are pivotally supported by a rotor and a slider supported on a common rotor shaft, respectively, and the left and right second links are provided in the middle or the other end of the left and right first links. The left and right moving blades are actuated by the left and right third links that are pivotally supported by the other ends of the left and right first links. And it can be easily mounted on the aircraft.
[0073]
According to the second aspect of the present invention, the control means calculates the rudder angle of the left and right moving blades that minimizes the drag of the main wing, and the actuator is operated based on the rudder angle to control the left and right moving blades. Since the rudder angle is controlled, the drag of the main wing can be effectively reduced.
[Brief description of the drawings]
FIG. 1 Plan view of the main wing of an airplane
FIG. 2 is an enlarged view of the main part of FIG.
FIG. 3 is a perspective view of the flaperon actuator.
4 is an enlarged view of the main part of FIG.
FIG. 5 is an enlarged view of five directions in FIG.
6 is an enlarged view taken along line 6-6 in FIG.
7 is an enlarged view taken along line 7-7 in FIG.
8 is an enlarged view of eight directions in FIG.
9 is a view taken along line 9-9 in FIG.
FIG. 10 is an explanatory diagram of the action when the flaperon is operated to the left.
FIG. 11 is an explanatory diagram of the action when the flaperon is lowered.
FIG. 12 is a diagram for explaining the operation when the flaperon is operated to the left from the lowered state.
FIG. 13 is an explanatory diagram of the action when raising the flaperon.
FIG. 14 is a diagram for explaining the difference in steering angle between the left and right flaperons.
FIG. 15 is a diagram showing the profile of the main wing of an airplane
FIG. 16 is a block diagram of aircraft drag reduction control;
FIG. 17 is a diagram showing the relationship among lift L, drag D, thrust T, and angle of attack α in vertical aircraft motion.
FIG. 18 is a diagram showing XYZ coordinate axes and variables representing the motion state of an airplane.
FIG. 19 is a graph showing the change characteristic of the drag coefficient with respect to the angle of attack when the steering angle of the flaperon is changed variously.
FIG. 20 is a block diagram of flight control.
FIG. 21 is a flowchart of drag reduction control.
FIG. 22 is a diagram showing the relationship between the rudder angle of the flaperon and the drag force
FIG. 23 is a graph showing a simulation result of drag reduction control;
[Explanation of symbols]
CU control unit (control means)
FEL, FER flaperon
WL, WR main wing
11 Center shaft (rotor shaft)
12 Center pulley (rotor)
22 Slider
23 Actuator
31L, 31R 1st link
33L, 33R Second link
36L, 36R 3rd link

Claims (2)

The moving blades (FEL, FER) are provided on the rear edges of the left and right main wings (WL, WR) so that they can move up and down. The left and right moving blades (FEL, FER) are moved up and down in the same phase to control lift or pitching moment, and the left and right moving blades (FEL, FER) are moved up and down in the same phase by a small rudder angle. An aircraft moving blade actuating device that controls drag,
A rotor (12) provided to be rotatable left and right around a rotor shaft (11) extending in the longitudinal direction of the machine body;
A slider (22) that rotates left and right integrally with the rotor (12) and is movable back and forth along the rotor shaft (11);
A left first link (31L) having one end pivotally supported by the rotor shaft (11);
A first right link (31R) having one end pivotally supported by the rotor shaft (11);
A left second link (33L) having one end pivotally supported by the slider (22) and the other end pivotally supported by the middle or the other end of the left first link (31L);
A right second link (33R) having one end pivotally supported by the slider (22) and the other end pivotally supported by the middle or the other end of the right first link (31R);
A left third link (36L) having a left and right inner end pivotally supported by the other end of the left first link (31L) and a left and right outer end connected to the left moving blade (FEL) via a coupling mechanism; A right third link (36R) having a right and left inner end pivotally supported by the other end of the right first link (31R) and a left and right outer end connected to a right moving blade (FER) via a coupling mechanism; With
The rotor (12) and the slider (22) are rotated left and right around the rotor shaft (11), and the left and right third links via the left and right second links (33L, 33R) and the left and right first links (31L, 31R). By moving (36L, 36R) in the left and right direction, the left and right moving blades (FEL, FER) are moved up and down in mutually opposite phases,
The slider (22) is moved back and forth along the rotor shaft (11), and the left and right first links (31L, 31R) and the left and right third links (36L, 36R) via the left and right second links (33L, 33R). ) To move the left and right moving blades (FEL, FER) up and down in the same phase. The actuator (23) for moving the slider (22) back and forth along the rotor shaft (11) and the steering angles of the left and right moving blades (FEL, FER) that minimize the drag of the main wings (WL, WR) are calculated, The aircraft moving blade operating device according to claim 1, further comprising control means (CU) for controlling the operation of the actuator (23) based on the steering angle.

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