JPH0378319B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention The present invention relates to a link-type actuation mechanism for a Fauler-type trailing edge flap that is swingably provided on the trailing edge of an airplane as a high-lift device for the main wing of an airplane. The present invention relates to a link type operating mechanism for a trailing edge flap of an airplane wing, in which the entire flap moves rearward substantially horizontally during the initial stage of operation, and at the same time prevents the enlargement of a fairing covering the operating mechanism.

BACKGROUND TECHNOLOGY A conventional link-type operating mechanism for a Fowler-type trailing edge flap is as shown in FIG.
A flap drive part support fitting 2 is attached to the rear edge flap 3, and a flap support fitting 4 is rigidly attached to the lower surface of the rear edge flap 3 and protrudes forward.
One end 5 of the first link 5, which is an element of the link mechanism for flap operation, is attached to the flap drive part support fitting 2.
The other end 5b was rotatably connected to the front end 4' of the flap support fitting 4. Here, a rotary actuator 6 as a drive source is attached to the flap drive part support fitting 2, and the first link is connected via its drive arm 7 and drive link 8 or by another driving method. The driving force is transmitted to 5. Then, by driving the rotary actuator 6, the first link 5 is rotated in the direction of arrow A with one end 5a as the rotation center, and as a result, the trailing edge flap 3 extends rearward and lowers in the direction of arrow B. It was becoming like that.
At this time, as the attachment angle ψ of the first link 5 in FIG. 8 approaches 90 degrees, the protrusion of the mechanism to the lower surface of the main wing W becomes smaller, and the fairing 9 that aerodynamically shapes and covers this also becomes smaller. In addition, in FIG. 8, other links that are not directly related to the explanation are omitted from illustration.

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

In order to reduce such downward movement of the trailing edge flap 3, the mounting angle ψ of the first link 5 in FIG. 8 may be reduced. That is, as shown in FIG. 9, the initial position of the first link 5 may be brought close to a state perpendicular to the chord line and made to stand upright. However, in this case, the length of the arm of the first link 5 had to be increased in order to allow the rear edge flip 3 to protrude by the necessary amount. Therefore, the first link 5 largely protrudes from the lower surface of the trailing edge of the main wing W, and the fairing 9, which aerodynamically shapes and covers the first link 5, protrudes significantly from the lower surface of the trailing edge. In this way, conventionally, if an attempt was made to reduce the protrusion of the fairing 9 to the lower surface of the main wing W, the amount of descent of the trailing edge flap 3 during operation would increase; The protrusion of 9 was large. Here, the lowering of the trailing edge flap 3 during operation increases aerodynamic resistance during takeoff of the aircraft, resulting in a decrease in takeoff performance. Furthermore, increasing the size of the fairing 9 increases aerodynamic resistance during cruising of the aircraft, reducing cruising performance. Therefore, the conventional trailing edge flap link type actuating mechanism requires a compromise between takeoff performance and cruise performance of the aircraft. Therefore, an object of the present invention is to solve such problems.

Means for Solving the Problems The means of the present invention for solving the above-mentioned problems is such that one end is rotatably pivoted to a flap drive support fitting attached to the rear spar of the main wing of an airplane, and the other end is The part has a link mechanism connected to a flap support fitting of a trailing edge flap, and the link mechanism is driven by a drive part to operate the trailing edge flap in a faller type. In the above, the link mechanism includes a base link whose one end is rotatably pivoted to a link support metal fitting provided on the lower surface of the main wing near the rear spar, and whose rear end is bent upward in a substantially F-shape, and the base link. At the rear end of the link, two members are pivoted at a predetermined interval at each base end and stand up, and the member located at the rear is formed to be short, and each tip end is First and second flap support links are rotatably connected to the front and rear ends of the flap support fitting, and rotation of the flap support links is rotatably connected to the front end of the flap support fitting. a base link control link rotatably connected to an intermediate portion of the base link to control vertical movement of the base link; and the other end is connected to the rotation control link, and the intermediate portion is connected to the link from the drive section and the base link control link to transmit the driving force from the drive section to the rotation control link and the base link control link. It is composed of a synchronous link that synchronizes the operation of both links, and when the synchronous link is driven by a drive section, the base link and the first and second flap support links operate together, thereby eliminating the trailing edge flap. This is achieved by horizontally moving it backwards and rocking it according to a predetermined mode of operation.

Function The link type operating mechanism for the trailing edge flap of an airplane wing according to the present invention allows the base link and the flap support link of the link mechanism for flap operation to operate in synchronization, thereby moving the trailing edge flap approximately horizontally backward. It is moved to and oscillated in accordance with the operation of a predetermined fall type.

The principle of its operation will be explained with reference to FIGS. 1 and 2. First, in FIG. 1, two flap support links 1 are provided at the rear end of the base link 10 so as to form a quadrilateral at the positions of points B and C.
1 and 12 are provided, and the tips of these flap support links 11 and 12 connect to the flap support fittings (not shown) of the trailing edge flap 13 at points D and E.
is connected to. Here, the lengths of the flap support links 11 and 12 are different, and the second flap support link 12 is shorter. In such a link mechanism,
When the base link 10 is fixed and the two flap support links 11 and 12 are rotated in the direction of the arrow around points B and C by transmission of driving force from a drive unit not shown, the rotation angle Δθ In response to this, the leading edge of the trailing edge flap 13 retreats by ΔS (=ΔX) (θ and S each indicate a maximum value).
At this time, as is clear from FIG. 1, the trailing edge flap 13 rises in accordance with the rotation angle Δθ, and rises by ΔY at point D (Y indicates the maximum amount of rise). Therefore, this trailing edge flap 13
In order to cancel the upward movement of
In response to an increase in ΔX, as shown in FIG. 2, the base link 10 is rotated downward by an angle Δα as shown by an arrow by transmission of a driving force from a drive unit not shown in the drawings, as shown in FIG. Then, the amount of rise of ΔY and the amount of fall due to the downward rotation of the base link 10 cancel each other out, and the trailing edge flap 13 moves rearward approximately horizontally, as shown by the broken line in FIG. Become. The present invention provides a link-type actuation mechanism for the trailing edge flap based on such an operating principle.

Embodiments Hereinafter, embodiments of the present invention will be described in detail based on the accompanying drawings.

FIG. 3 is a plan view showing the attached state of the trailing edge flap 13 according to the present invention. This trailing edge flap 1
3 is supported by a flap drive part support fitting 14 attached to the rear spar of the main wing W of the airplane, and is provided so as to be swingable up to a predetermined angle. In addition, the third
In the figure, one inner trailing edge flap 13 and one outer trailing edge flap 13' are shown.

As shown in FIG. 4, a flap drive part support fitting 14 is fixed to the rear spar 1 of the main wing W, and a rotary actuator 15 is attached to the front part of this flap drive part support fitting 14. ing. This rotary actuator 15 serves as a drive source for the link-type actuating mechanism of the present invention, and a drive link 17 for transmitting driving force is rotatably attached to the tip of a drive arm 16 fixed to the rotary shaft. Axially connected. The rotary actuator 15, drive arm 16, and drive link 17 form a drive section. Note that the drive source is not limited to the rotary actuator 15, but may be another power device. A trailing edge flap 13 as a high-lift device is provided at the trailing edge of the wing section of the main wing W. This trailing edge flap 13
FIG. 4 shows a double slotted flap type flap, which consists of a main flap 13a and an aft flap 13b attached behind it by rails, rollers, etc. A flap support fitting 18 is rigidly attached to the lower surface of the main flap 13a.

A link mechanism for operating the trailing edge flap 13 is provided from the vicinity of the rotary actuator 15 attached to the flap drive part support bracket 14 toward the flap support bracket 18 of the trailing edge flap 13. ing. This link mechanism receives a driving force from the rotary actuator 15 of the drive unit, and causes the trailing edge flap 13 to extend rearward in accordance with a predetermined furler-type operation and to take a predetermined steering angle. A base link 10, first and second flap support links 11, 12, and a rotation control link 19.
Base link control link 20 and synchronous link 21
It is made by combining six links with.

The base link 10 has one end rotatably axially connected to a link support fitting 22 provided at the lower surface of the main wing W near the rear spar 1 at a point A, and is bent upward in a substantially F-shape to rearward. It extends to below the flap support fitting 18 of the trailing edge flap 13. At points B and C bent at the rear end of the base link 10, first and second flap support links 11 and 12 rotate around each base end at a predetermined interval. It stands up and is axially connected for free movement. The first and second flap support links 11 and 12 support and operate the trailing edge flap 13, and are provided so as to form an arbitrary quadrilateral at the points B and C. and the first flap support link 1 above.
1 is connected to the flap support fitting 18 at point D.
The tip of the second flap support link 12 is rotatably connected to the rear end of the flap support fitting 18 at point E. Here, the above flap support link 1
The lengths of the flap support links 1 and 12 are different from each other, with the second flap support link 12 located at the rear being shorter at an appropriate ratio. As a result, the trailing edge flap 13 does not take a steering angle at the initial stage of operation, but can take a predetermined steering angle at the final stage of operation. A rotation control link 19 is rotatably axially coupled to a point D located at the front end of the flap support fitting 18 at the tip of the first flap support link 11. This rotation control link 19 controls the rotation of the first and second flap support links 11 and 12 by the driving force from the drive section. Further, a base link control link 20 is rotatably axially coupled to a point F in the intermediate portion of the base link 10. This base link control link 20 controls the vertical movement of the base link 10 by the driving force from the drive section. The above-mentioned flap drive part support fitting 1
The base end of the synchronizing link 21 is rotatably coupled to a point G at the rear end of the synchronizing link 21 . This synchronizing link 21 transmits the driving force of the drive unit to the base link control link 20 and the rotation control link 19, and synchronizes the operation of both links 19, 20. One end of the link control link 20 is rotatably coupled to a shaft, and one end of a rotation control link 19 is rotatably coupled to a point I at the other end. Here, the base link control link 20 and the rotation control link 19 are defined by the positional relationship between the point F of the base link 10 and the point D of the first flap support link 11.
They are arranged so that they intersect in the middle. and,
A drive link 17 is rotatably connected to a point H in the middle of the synchronizing link 21, which is connected to a drive arm 16 of a rotary actuator 15 of the driving section at a point J. Thereby, the driving force from the driving section is transmitted to the synchronous link 21.

In FIG. 4, the aft flap 13b of the trailing edge flap 13 is connected to the roller 23 attached to the main flap 13a side.
It is assembled by fitting a rail 24 attached to the side of the main flap 13b and fitting a rail 25 attached to the side of the main flap 13a and a roller 26 attached to the side of the aft flap 13b. And the first flap support link 11
A bell crank 2 rotatably pivoted to a push rod 27 and a mounting bracket 28 connected to the intermediate portion of the bell crank 2.
Driving force is transmitted through the shaft 9 and the shaft 9 swings according to a predetermined operation type. Also, the fourth
In the figure, the reference numeral 30 indicates the base link 10
This is a fairing that is provided on the lower surface side of the link mechanism to aerodynamically shape and cover the link mechanism.

Next, the operation of the trailing edge flap link type actuation mechanism constructed in this way will be explained. first,
A state in which the trailing edge flap 13 is retracted as shown in FIG.
That is, in the cruising position, the rotary actuator 15 of the drive section is not driven and is in an initial state.
At this time, the drive link 17 is at its most advanced position, and the synchronizing link 21 is also at its most advanced position. In order to actuate the trailing edge flap 13 from this position to obtain a certain steering angle as shown in FIG. The driving force is transmitted to the synchronous link 21 via the synchronous link 17, and the synchronous link 21 is rotated in the direction of the arrow K with the point G as the center of rotation, as shown in FIG. Then, the rotation control link 19 axially connected to the synchronization link 21 at point I is pushed while rotating about point D by the rotation in the direction of arrow K, and the rotation control link 19 is pushed while rotating about point D as a center. Push point D backwards. This pressing force is also transmitted to the second flap support link 12 via the flap support fitting 18, and pushes the portion at point E rearward. As a result, the first flap support link 11 rotates upward in the direction of the arrow L about the point B, and at the same time the second flap support link 12
rotates upward in the direction of arrow L' with point C as the center of rotation. At this time, the base link control link 20 which is axially connected to the point H of the synchronous link 21
gradually rises as the synchronous link 21 rotates in the direction of arrow K. Here, as is clear from FIGS. 4 and 5, points G and H of the synchronous link 21
Since the distance between points H and F of the base link control link 20 is also constant, when the synchronous link 21 rotates in the direction of arrow K, the base link control link 20 rises. , the point F of the base link control link 20 will move downward. Since this point F is axially connected to the base link 10, the base link 10 rotates downward in the direction of arrow M with the point A as the rotation center. The rotation control link 19 and the base link control link 20 are axially connected to points I and H on the synchronization link 21, respectively, so that the arrows L of the first and second flap support links 11 and 12, The rotation in the L' direction and the rotation of the base link 10 in the direction of arrow M are performed synchronously. As a result, the amount by which the trailing edge flap 13 rises due to the rotation of the first and second flap support links 11 and 12 is offset by the amount of descent caused by the rotation of the base link 10 in the direction of arrow M. begins to move backwards almost horizontally. As shown in FIG. 5, when points G and H on the synchronous link 21 and points H and F on the base link control link 20 are on the same straight line, the base link 1
0, and the first and second flap support links 11 and 12 are in a substantially upright position.

Thereafter, by further driving the rotary actuator 15 in a predetermined direction, the synchronous link 21 continues to rotate in the direction of arrow K with the point G as the rotation center, as shown in FIG. Then, the rotation control link 19 is pushed while rotating around point D by the synchronization link 21, pushing the point D portion of the first flap support link 11 backward, and this pushing force is applied to the flap. The force is also transmitted to the second flap support link 12 via the support fitting 18 and pushes the point E rearward. As a result, the first flap support link 11 rotates downward in the direction of arrow L with point B as the center of rotation, and at the same time, the second flap support link 12 rotates in the direction of arrow L' with point C as the center of rotation. It rotates while descending. At this time, the base link control link 20 axially connected to the point H of the synchronous link 21 is lifted by the point H according to the rotation of the synchronous link 21 in the direction of arrow K, and the base link control link 20
Point F at 0 moves upward. And this point F
is axially connected to the base link 10, so the base link 10 rotates around the point A as the arrow N.
Rotate upward in the direction. Therefore, when the first and second flap support links 11 and 12 rotate downward in the directions of arrows L and L', the base link 10 rotates upward in the direction of arrow N. This is done synchronously by link 21.
As a result, the trailing edge flap 13 supported by the first and second flap support links 11, 12 is
While continuing to move rearward approximately horizontally, a predetermined steering angle is maintained depending on the length ratio of the first and second flap support links 11 and 12. As shown in FIG. 6, when the synchronization link 21 and the rotation control link 19 extend in a straight line, the rearward extension stroke of the trailing edge flap 13 becomes maximum, and the steering angle also becomes maximum. This is the flap position in the landing state.

In this way, the trailing edge flap 13 is moved as shown in FIG. At the initial stage of operation, it moves rearward approximately horizontally, and is extended rearward in accordance with the operation of a predetermined furrower type, and is controlled to take a predetermined steering angle at each position.

Although FIGS. 4 to 6 show a double slotted flap type flap having an aft flap 13b as the trailing edge flap 13, the present invention is not limited to this.
The same applies to fowler flaps without b or with more stages.

Effects of the Invention As explained above, the present invention provides a trailing edge flap 1
The link mechanism that operates 3 is connected to the base link 10.
and the first and second flap support links 1
1 and 12, a rotation control link 19, a base link control link 20, and a synchronous link 21. By driving the synchronous link 21 with a drive unit, the base link 10 and the first and second The flap support links 11, 12 cooperate to cause the trailing edge flap 13 to move generally horizontally rearward and swing in accordance with a predetermined faller type actuation. At this time, the synchronizing link 21 and the rotation control link 19, which correspond to the first link 5 of the conventional example shown in FIG. The downward movement of the synchronous link 21 rotated by the drive of the rear edge flap 13 immediately
It is possible to prevent the entire downward movement from occurring. At the same time, the rotation control link 19 connected to the synchronization link 21 is operated to push the trailing edge flap 13 rearward and rotate the first and second flap support links 11 and 12. To offset the rise of the trailing edge flap 13 by lowering the base link 10 with the base link control link 20 connected to the intermediate portion of the synchronization link 21, and to move the trailing edge flap 13 substantially horizontally rearward. I can do it. Further, at the end of the operation of the synchronization link 21 and the rotation control link 19, the first and second flap support links 11, which have different lengths and have a smaller rotation radius on the rear side,
By rotating the rear edge flap 12 rearward, the trailing edge flap 13 can efficiently take a large steering angle. Therefore, an increase in aerodynamic resistance during the operation of the trailing edge flap 13 can be eliminated. Furthermore, since the mounting angle of the synchronizing link 21 can be increased to a certain extent and its arm length can be made shorter than that of the conventional example shown in FIG. 9, the amount of protrusion of the main wing W toward the lower surface of the trailing edge can be reduced. can. Therefore, it is possible to improve the takeoff performance without increasing the size of the fairing 30 on the lower surface of the main wing W compared to the conventional trailing edge flap link type operating mechanism, that is, without sacrificing the cruise performance of the aircraft. becomes. Alternatively, when achieving the same level of takeoff performance with flaps of the same type, the amount of protrusion of the aircraft from the lower surface of the wing W during cruising can be reduced compared to the conventional link type actuation mechanism, so the flap ring 30 can also be made smaller and Performance can be improved.

[Brief explanation of drawings]

1 and 2 are explanatory diagrams showing the operating principle of the link-type operating mechanism of the trailing edge flap according to the present invention, FIG. 3 is a plan view showing the attached state of the trailing edge flap according to the present invention, and FIG. 4 is a FIG.
5 is an explanatory diagram of the operation showing the rudder angle in the intermediate position, FIG. 6 is an explanatory diagram of the operation showing the rudder angle in the landing state, and FIG. 7 is an explanatory diagram showing the trajectory of the trailing edge flap operation. , 8 and 9 are explanatory diagrams showing a conventional trailing edge flap link type operating mechanism. W... Main wing, 1... Rear spar, 10... Base link, 11... First flap support link, 1
2...Second flap support link, 13...
Trailing edge flap, 14... Flap drive part support fitting, 15... Rotary actuator, 16...
Drive arm, 17... Drive link, 18
... Flap support metal fitting, 19 ... Rotation control link, 20 ... Base link control link, 21 ...
Synchronous link, 22... Link support fitting, 30...
Fairing.

Claims (1)

[Claims] 1 One end is rotatably pivoted to a flap drive part support fitting attached to the rear spar of the main wing of the airplane, and the other end has a link mechanism connected to the flap support fitting of the trailing edge flap. In a link-type operating mechanism for an airplane wing trailing edge flap in which the trailing edge flap is actuated in a faller style by driving a link mechanism with a drive part, the link mechanism is a link support metal fitting provided on the lower surface of the main wing near the rear spar. A base link has one end rotatably attached to the base link and a rear end bent upward in a substantially V-shape, and two members are attached to each base at a predetermined interval at the rear end of the base link. first and second members whose end portions are rotatably pivoted to stand up and which are located at the rear, are formed in short dimensions, and whose respective tip portions are rotatably connected to the front and rear end portions of the flap support fitting; a flap support link, a rotation control link rotatably connected to the front end of the flap support fitting and controlling the rotation of the flap support link, and a rotation control link rotatably connected to the intermediate portion of the base link. A base link control link that controls the vertical movement of the base link, a base end of which is rotatably attached to the flap drive part support metal fitting, the other end of which is connected to the rotation control link, and an intermediate part of which is connected to the flap drive part support fitting. link and a synchronous link connected to the base link control link to transmit the driving force from the drive unit to the rotation control link and the base link control link and to synchronize the operations of the two links. When driven by the drive unit, the base link and the first and second flap support links work together to move the trailing edge flap approximately horizontally rearward and swing it according to a predetermined operating pattern. A link-type operating mechanism for the trailing edge flap of an airplane wing.