JPH09267799A - Articulated aerodynamic steering surface - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an articulated aerodynamic steering surface for providing a plurality of machine functions by one articulated aerodynamic steering surface. SOLUTION: An articulated aerodynamic steering surface is composed of a first steering surface 21 pivotally attached to a machine body by a first hinge 23 and a second steering surface 22 pivotally attached to the side part of the first steering surface 21 opposite the first hinge 23 pitovally attaching part by a second hinge 24, and by setting rotations and angles of the first hinge 23, the first steering surface 21 around the second hinge 24 and the second steering surface 22 disposed not in parallel so as to intersect extended lines, a machine function different from that produced in the first steering surface 21 is produced in the second steering surface 22. Thus, the numbers of movable steering surfaces and driving devices are reduced, limitation for installing position of the movable steering surfaces to the machine body is eliminated and thereby the degree of designing freedom is increased.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a multi-joint aerodynamic system equipped on an aircraft such as a high-speed vehicle, a high-speed wing ship, or other land and sea transportation equipment, or an air vehicle that aerodynamically controls its attitude during navigation. The present invention relates to a control surface, and more particularly to a multi-joint aerodynamic control surface suitable for mounting on an aircraft as an attitude control device for an aircraft or a high lift device.

[0002]

2. Description of the Related Art For example, an aircraft is provided with a main wing that is a main component that generates a lift for supporting the weight of the airframe and a tail that imparts aerodynamic stability of the airframe during flight. Further, normally-movable blade elements, so-called movable control surfaces are attached via hinges to the leading edge portion and / or the trailing edge portion of these main wings and tail wings, and their attachment angles with respect to the main wings or tail wings. Change the aerodynamic force distribution on the wing surfaces of the main and tail wings to increase the lift of the aircraft during takeoff and landing, and the attitude for the aircraft to perform the necessary movements around the three axes of the aircraft during flight. The aircraft is provided with a so-called airframe high lift function or airframe attitude control function (hereinafter, when these functions are collectively referred to as airframe function) that generates a force for controlling the.

Generally, the body functions generated on these movable control surfaces are specialized for each movable control surface, and those used as movable control surfaces that mainly generate the high lift function of the body are flaps and body attitudes. What is used as a movable control surface for generating a control function is called a rudder (ladder), an auxiliary wing (aileron), an elevator (elevator), and the like.

Among these movable rudder surfaces, a flap which has been conventionally used will be described with reference to FIG. As shown in the figure, the flap 1 is pivotally attached to the inner chord side trailing edge of the main wing 3 by a hinge 2 fixed to the front edge of the flap 1. Is used as the central axis of rotation. Further, the hinge 2 is moved by the lever 5 driven by the actuator 4,
The arm 6 fixed to the hinge 2 rotates to change a predetermined angle. By changing the mounting angle of the flap 1 with respect to the main wing 3 which is set by rotating the hinge 2 to change the angle, the aerodynamic force distribution on the outer peripheral surfaces of the main wing 3 and the flap 1 changes, which is necessary when the aircraft takes off and takes off. The high lift force generated is generated in the airframe, and the high lift function of the airframe can be exerted.

Further, when it is necessary for the flap 1 to exert a larger lift function of the airframe, as shown in FIG. 6, the movable rudder face flap 1 is arranged in the chord direction of the first flap 7, The first flap 7 and the second flap 8 are divided into the second flap 8 and the first hinge 9 and the second flap 8, respectively.
The hinge 10 is attached to the trailing edge of the main wing 3 so that the attachment angle with respect to the main wing 3 can be increased, and the aerodynamic force distribution on the outer peripheral surfaces of the main wing 3, the first flap 7 and the second flap 8 is greatly changed to be larger. It is also possible to generate high lift.

In such a flap, the first flap 7 and the second flap 8, which are a series of a plurality of movable control surfaces, are first
Not only can the rotation angle around the hinge 9 and the second hinge 10 change the mounting angle with respect to the main wing 3 as described above, but also the first flap 7 and the second flap 7 can be connected via the complicated link mechanism 11. 8 for the first hinge 9, the second
It is also possible to extend the rearward side of the main wing 3 together with the hinge 10 and to set the attachment angles of the first flap 7 and the second flap 8 to the main wing 3 separately.

However, the function of the flap 1 as described above is limited to the machine body high lift function, and by changing the mounting angle to the main wing 3, in addition to the machine body high lift function, for example, the machine body attitude control function, , The roll attitude control function cannot be generated. That is, in order to control the roll attitude of the aircraft, in the conventional aircraft, a new auxiliary wing is arranged at the outer edge of the flaps 1 provided on the left and right main wings 3 on the outboard side rear edge. The mounting angle is the same with the left and right having opposite signs, for example, the left wing side auxiliary wing is the trailing edge lower side, the right wing side auxiliary wing is the trailing edge rising side, and the main wing including the left and right auxiliary wings It is necessary to generate an unbalance in the lift force generated on the aircraft and generate a roll moment around the machine axis.

The functions of the first flap 7 and the second flap 8 are also the same as those of the first flap 7 and the second flap 8.
The first hinge 9 and the second hinge 10, which are respectively attached to the main wing 3 (link mechanism 11), are arranged substantially parallel to each other in a direction perpendicular to the paper surface of FIG. 6, and serve as an articulated aerodynamic control surface. However, like the flap 1, its function is limited to the high lift function of the airframe.

Thus, the rudders, elevators, ailerons and flaps provided as movable control surfaces in conventional aircraft generate only one of the usually completely separate airframe functions required by the aircraft. In addition, it needs to be installed in a convenient place to exert these specialized airframe functions.

For this reason, the so-called aircraft is designed to increase the lift of the aircraft during takeoff and landing, or to generate a force that controls the attitude for the aircraft to perform the necessary movements around the three axes of the aircraft during flight. It is necessary to provide a movable control surface for each aircraft function, and a separate control device and drive device are required to drive these movable control surfaces, which is a major constraint for compact design of the aircraft. There is.

Further, among the functions of the machine body generated on the movable control surface, taking the case of the roll attitude control described above as an example, the machine body having a small main wing width, and further, an aircraft body having no main wing and having an axisymmetric shape. In addition, since the moment arm is small, there are problems such as not being able to generate a sufficient rolling moment, and not being able to fully exercise the roll attitude control function.In addition, roll attitude control is required even for aircraft with a large main wing width. When the auxiliary wing is operated to perform, the lift force of one side wing may be reduced and the lift function of the aircraft may be impaired.Therefore, the functions generated on other movable control surfaces may be impaired, and the aerodynamic characteristics of the entire aircraft may be reduced. There are also problems such as.

[0012]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems of the conventional movable control surfaces, the present invention provides a multi-joint aerodynamic control surface in which the movable control surfaces are connected by hinges to each of the connected movable control surfaces. An object of the present invention is to provide a multi-joint aerodynamic control surface that can generate one of the airframe functions, which is composed of different airframe attitude control functions or airframe high lift functions, depending on the aerodynamic force acting.

[0013]

Therefore, the articulated aerodynamic control surface of the present invention has the following means. A first rudder surface on which a mounting angle with respect to the main wing or the fuselage is set by rotating around a first hinge arranged on the main wing or the fuselage, and a side provided with the first hinge of the first rudder surface Second arranged on the opposite side
In a multi-joint aerodynamic rudder surface composed of a second rudder surface that is rotated around a hinge and whose mounting angle with respect to the first rudder surface is set,
The first hinge and the second hinge are arranged so-called non-parallel so that their extension lines intersect,
The first rudder surface and the second rudder surface, which are rotatably provided around the hinge and the second hinge, are respectively rotated to set a mounting angle, and the first rudder surface and the second rudder surface are respectively set. Aircraft functions that differ in aerodynamic force acting on the aircraft, namely, the aircraft attitude control function that makes the aircraft attitude necessary to move the aircraft about the three axes, or the aircraft high lift function that generates high lift force on the aircraft , To generate one of the different aircraft functions.

The first control surface and the second control surface are always
Rotate about the first hinge and the second hinge at the same time,
It is not necessary to set each mounting angle,
The mounting angle of only one control surface may be set. In such a case, of course, only the function of the airframe that acts on the movable rudder surface for which the mounting angle is set is generated.

According to the articulated aerodynamic control surface of the present invention, the mounting position of the first control surface with respect to the body, the mounting angle, the control surface shape, the hinge position for mounting the second control surface on the first control surface, When the mounting angle, the tilt angle of the second hinge with respect to the direction of the first hinge that attaches the first control surface to the airframe, the shape of the second control surface, etc. are determined, the aerodynamic force acts on the first control surface and the second control surface. The airframe function that occurs in is determined.

That is, a first hinge surface is attached to the airframe by a first hinge on the most upstream side with respect to the air flow, and the first airframe function is generated on the first control surface with the attachment angle set. It is said that a second airframe function is generated by a second control surface that is attached to the first control surface by a second hinge that is inclined with respect to the hinge and that has a mounting angle set with respect to the first control surface. As described above, it is possible to generate a plurality of different airframe functions with the articulated aerodynamic control surface installed at one location of the airframe. This is, of course, because the first control surface and the second control surface are simultaneously rotated around the first hinge and the second hinge, respectively, and the respective mounting angles are set to generate different functions. It is also possible to rotate only one control surface and set the mounting angle so that only one airframe function is generated.

Thus, the lift force of the body is increased at the time of takeoff and landing, or the force for controlling the attitude for the body to perform necessary movements about the three axes of the body is generated. It is not necessary to provide a control surface, and the number of control devices and drive devices provided for driving the movable control surface that generates the airframe function can be reduced. further,
There are less restrictions on the installation position of the movable control surface for generating the airframe function, and by doing so, it is possible to avoid a large constraint condition in designing the airframe compactly.

Further, the roll attitude control function has not been sufficiently exhibited in the aircraft having a small main wing width described in the case of the roll attitude control as an example, and in the case of an aircraft having no main wing and having an axisymmetric shape. Even in aircraft with a large main wing width, when operating the auxiliary wings to perform roll attitude control,
It is possible to solve problems such as the lift of one side is reduced, the lift function of the aircraft is impaired, and the aerodynamic characteristics of the entire fuselage may be degraded by impairing the function generated on other movable control surfaces. . It should be noted that since the airframe functions that occur on the first control surface and the second control surface cannot be completely aerodynamically independent, each of these control surfaces has a desired airframe function. It should be noted that the optimum combination of the angle of refraction and the like for generating the above must be set in consideration of mutual interference effects.

[0019]

BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of an articulated aerodynamic control surface of the present invention will be described below with reference to the drawings. FIG. 1 is a diagram showing a first embodiment of an articulated aerodynamic control surface of the present invention.
1A is a side view, and FIG. 1B is a front view. The present embodiment shows a multi-joint aerodynamic control surface applied to an elevator or flap of an airframe having a shape close to an axial symmetry without a main wing.

As shown in the figure, the articulated aerodynamic control surface of this embodiment has a first control surface 21 and a first control surface 21, which are formed by dividing a part of the surface of the fuselage body 20 having a shape close to axial symmetry. 2 control surfaces 2
2, the first hinge 23 that pivotally attaches one end of the first control surface 21 to the body 20 of the machine body, is not parallel to the arrangement direction of the first hinge 23, that is, the extension line intersects the first hinge 23.
The second hinge 24 pivotally attaches the second rudder surface 22 to the other end of the first rudder surface 21 on the side opposite to the side provided with.

Further, instead of the above-described embodiment, the first
A hinge 23 is provided at the rear end of the body fuselage 20 to allow the body fuselage 2
Behind the rear end of 0, the first control surface 21 and the second control surface 2
2 may be provided so as to project. That is, in the configuration of the former embodiment, the actuator that drives the first control surface 21 can be housed in the body, and in the configuration of the latter embodiment, the first control surface 21 and the second control surface 22.
The moment arm, which is the distance from the center of gravity of the robot, may have a large advantage.

Further, the first control surface 21 or the second control surface 2
When 2 is used as an elevator or flap, the left and right control surfaces are actuated symmetrically at an angle around the first or second hinge depending on the required effectiveness. Further, when the first control surface 21 or the second control surface 22 is used as an aileron, as shown in the front view on the port side,
By angling around the second hinge 24, the second
By turning the upstream surface of the rudder surface 22 inward, that is, by directing the upstream surface, which faces the airflow and has a higher pressure than the downstream surface, to rotate in the counterclockwise direction about the machine body central axis. A rolling moment can be generated.

As described above, the two first control surfaces 2 on the left and right sides are provided.
First hinge 23 of each of the first and second control surfaces 22
By combining the angle setting around the second hinge 24, the function as the elevator or the flap and the function as the aileron can be achieved by the first control surface 21 and the second control surface which are one multi-joint aerodynamic control surface. It can be realized simultaneously on the surface 22. Further, when the first rudder surface 21 and the second rudder surface 22 are simultaneously rotated around the first hinge 23 and the second hinge 24, the airflow flowing through the lower portion of the body fuselage 20 is above the body fuselage 20. It is also possible to expect an effect that it becomes difficult for the parts to go around to the portion, and the effectiveness of the first control surface 21 and the second control surface 22 increases.

Next, FIG. 2 is a view showing a second embodiment of the multi-joint aerodynamic control surface of the present invention, which is applied to a ladder of a fuselage body 20 having a shape close to an axis symmetry without a tail. In general, when the function as a ladder is provided, as shown in the front view on the starboard side, the second control surface 2 is provided around the second hinge 24.
2 is not rotated and the mounting angle of the second control surface with respect to the first control surface 21 is not taken, only the first control surface 21 is rotated about the first hinge 23, and the first control surface with respect to the fuselage body 20 is rotated. Make sure that only 21 is attached.

When the first control surface 21 and the second control surface 22 are used as ailerons, the second control surface 22 is rotated around the second hinge 24 as shown in the port side front view. An attachment angle with respect to the first control surface 21 (fuselage body 20) is provided so as to generate a counterclockwise rolling moment about the center axis of the fuselage. At this time, a pitching moment in the head-down direction is generated at the same time, and the second rudder surface 22 is operated simultaneously in the left and right directions in this way, so that the function as an elevator rudder surface can also be provided. These functions are shared by the attitude angle of the fuselage body 20,
That is, the angle to the air flow is
It can be set by adjusting the angle of the hinge 24 with respect to the machine axis.

Next, FIG. 3 is a view showing a third embodiment of the multi-joint aerodynamic control surface of the present invention. As shown in the drawings, the articulated aerodynamic control surface of this embodiment is applied to the flaps and elevators of an ordinary airplane, and the first flap 26 and the second flap 27 are rotated around the flap first hinge 25. Therefore, the second flap 27, which does not rotate around the first flap 26 and the flap second hinge 28 and is not provided with the attachment angle with respect to the first flap 26, has the same attachment angle with respect to the main wing 29. Can function as a flap of.

Furthermore, by rotating and setting the second flap 27 around the flap second hinge 12,
As shown in FIG. 3D, the main wing 29 and the first flap 2
6. The cross-sectional lift distribution above the second flap 27 can increase the lift at the portion of the second flap 27, so by operating the second flap 27 on only one side, rolling around the center axis of the fuselage is performed.・ A moment can be generated. Of course, the same effect can be obtained by setting the angle change of only the second flap 27.

Furthermore, by combining the setting of the mounting angles of the first flap 26 and the second flap 27, the downward airflow at the end of the flap port side is suppressed from wrapping around to the upper surface side, and the first lift increasing device is provided. 1 flap 2
6. The effect of increasing the effectiveness of the second flap 27 can also be expected.

Further, regarding the elevators provided on the horizontal stabilizer 30, the first elevator 31 and the second elevator 32 are also provided.
Is attached to the horizontal stabilizer 30 by the elevator first hinge 33 and the elevator second hinge 34 in the same manner as the first flap 26 and the second flap 27, and the elevator portion also functions as an aileron just as in the case of the flap. It becomes possible to increase the effectiveness of the elevator itself.

Next, FIG. 4 is a view showing a fourth embodiment of the multi-joint aerodynamic control surface of the present invention. As shown in the figure, the articulated aerodynamic control surface of the present embodiment is the same as the rear fuselage 4 of an ordinary airplane.
It was applied to the ladder provided on the vertical stabilizer 35 standing at 0.

In this embodiment, the ladder first hinge 36 is used.
By rotating the first ladder 37 around and setting the mounting angle, it has a function as a normal ladder, and further rotates the second ladder 39 around the ladder second hinge 38 to set the mounting angle. By setting the vertical tail 35, as shown in the lateral force distribution chart on the right side of FIG.
Lateral force in the upper part is increased, and a rolling moment around the center axis of the airframe can be generated. Further, the same effect can be obtained by setting the angle change of only the first ladder 37 around the first ladder hinge 36. In addition, although the multi-joint aerodynamic control surface having two movable control surfaces is shown in the above-described embodiment, the present invention is not limited to such an embodiment, and for example, three movable control surfaces are provided. As described above, it is possible to generate the airframe function on each movable control surface.

[0032]

As described above, according to the articulated aerodynamic control surface of the present invention, due to the configuration described in the claims, (1) the lift force of the airframe is increased at the time of takeoff and landing of the aircraft, Alternatively, a movable rudder that generates a fuselage function while eliminating the so-called movable control surface that is provided for each fuselage function that generates a force that controls the posture of the fuselage to perform necessary movements around the three axes of the fuselage during flight The number of control devices and driving devices provided for driving the surface can be reduced. Further, there are few restrictions on the installation position of the movable control surface for generating the airframe function, and by doing so, it is possible to avoid a large constraint condition in designing the airframe in a compact size, and it is possible to obtain an excellent airframe.

(2) Further, it is possible to give a function as an aileron for efficiently generating a rolling moment to an aircraft body having a small main wing width and a flight body having no main wing and having an axisymmetric shape.

(3) Furthermore, by combining with other control surface (elevator, rudder) and high lift device (flap), without impairing its function, or with the effect of increasing the function, The function as a new control surface (aileron, etc.) can be added.

[Brief description of drawings]

1A and 1B are views showing a first embodiment of an articulated aerodynamic control surface of the present invention, in which FIG. 1A is a side view and FIG. 1B is a front view.

2 is a diagram showing a second embodiment of the present invention, and FIG.
2A is a side view, FIG. 2B is a front view,

FIG. 3 is a diagram showing a third embodiment of the present invention;
3A is a perspective view of the entire machine body, FIG. 3B is a cross-sectional view taken along the line AA of FIG. 3A, and FIG. 3C is FIG.
FIG. 3D is a cross-sectional view taken along the line BB in FIG. 3, and FIG. 3D is a view showing the amount of lift increase due to the setting of the mounting angles of the first flap and the second flap,

FIG. 4 is a diagram showing a fourth embodiment of the present invention.
4A is a perspective view of the rear part of the fuselage, FIG. 4B is a cross-sectional view taken along the line CC of FIG. 4A, and FIG.
FIG. 4A is a cross-sectional view taken along the line D-D shown in FIG. 4A, and FIG.

FIG. 5 is a perspective view showing a flap as a conventional aerodynamic control surface,

FIG. 6 is a view showing a flap cross section as a conventional articulated aerodynamic control surface.

[Explanation of symbols]

 1 flap 2 hinge 3 main wing 4 actuator 5 lever 6 arm 7 1st flap 8 2nd flap 9 1st hinge 10 2nd hinge 11 link mechanism 20 fuselage body 21 1st control surface 22 2nd control surface 23 1st hinge 24 24th 2 hinge 25 flap 1st hinge 26 1st flap 27 2nd flap 28 flap 2nd hinge 29 main wing 30 horizontal tail 31 first elevator 32 second elevator 33 elevator first hinge 34 elevator second hinge 35 vertical tail 36 ladder first Hinge 37 1st ladder 38 Rudder 2nd hinge 39 2nd ladder 40 Rear fuselage

Claims (1)

[Claims] 1. A first rudder surface which is set by rotating around a first hinge and a second rudder surface which is set by rotating around a second hinge arranged on the first rudder surface, In a multi-joint aerodynamic control surface that generates a vehicle body attitude control function or a vehicle body high lift function by aerodynamic forces acting on the respective surfaces, each of the first control surface and the second control surface is arranged non-parallel. The machine body attitude control function or the machine body high lift force that is set by rotating around the first hinge and the second hinge and is different depending on the aerodynamic force acting on each of the first control surface and the second control surface. An articulated aerodynamic control surface that is characterized by each function.