Device and method of adaptive control over aerodynamic characteristics of wing element

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering. Device for adaptive control over aerodynamic characteristics of wing element 1 whereto small wing is attached to turn thereabout. Small wing 2 or its sections can turn about element 1 so that angle between rotational axis 7 and main direction of wing element panel 6 is other than 90°. Method and device is characterised by the use of above described device. Said device is proposed to be incorporated with aircraft.

EFFECT: reduced fuel consumption.

21 cl, 10 dwg

 

The technical field

The present invention relates to a device and to a method of regulating the aerodynamic characteristics of the aerofoil structural member or element of the wing, means of transportation for the use of a control device of the aerodynamic characteristics of the wing element of the aircraft or vehicle.

Background of invention

On modern aircraft are increasingly common wings at the ends of the wings, designed to reduce the resistance generated by the wing, and increase the ratio Ca/Cw to reduce resistance and reduce fuel consumption.

In the General case, the wings are rigid structural elements at the ends of the wings containing the aerodynamic profile, which is installed under three right angles relative to the direction of air flow. The exposed position of the wings is calculated on the longest flight phase, namely the phase of flight in cruise mode. The more that the maximum effect of the wings is achieved when flying in cruise mode. This means that the wings are calculated for large Mach numbers, i.e. MA=0,8, and to fly at a cruising altitude of about 10,000 m at the corresponding values of pressure, density and temperature. When the volume of the stages of the climb, landing, take-off and landing are not taken into account.

In patent documents U.S. No. 5988563 and No. 2004/0000619 A1 describes a deployable wing, which can be rotated relative to the wing around the axis of the fastener and which during the flight can be moved between folded and unfolded positions.

Since the aerodynamic loads acting on the wings, are greatest at high angles of yaw and lateral gusts of wind, the wings must be designed so that their strength was very high for such loads. As the wing passes the load on the wing element, it must also have the appropriate strength.

In document WO 03/00547 indicates that the load generated by vertical maneuvers, can be reduced through the use of local control surfaces on the wing, so when the disclosure of these control surfaces aerodynamic load is reduced.

The invention

There is a need in the wing, the position of which can be adjusted depending on the operating modes of the aircraft.

In accordance with the first aspect of the invention features a regulating device for the adaptive regulation of the aerodynamic characteristics of the wing element that contains the wing that attaches the element of the wing can be moved and which can be rotated relative to the wing element so what is the angle between the respective axis of rotation and the main focus of the console element of the wing is different from 90°.

In accordance with another aspect of the invention proposes a method of adaptive control of the aerodynamic characteristics of the wing element, in which the wing attached to the wing element, turn on element wing in such a way that the angle between the respective axis of rotation and the main focus of the console element of the wing is different from 90°.

In accordance with another aspect of the invention features a vehicle with a device having the above characteristics. The device with the above characteristics is used on an aircraft.

The spatial position and movement or rotation of the wing in accordance with the embodiment of the invention can be described by three angles in the coordinate system of the aircraft. The angle αFdetermines the position of the wing relative to the axis xFthe aircraft, which in General runs along the longitudinal axis of the fuselage; the angle βFdescribes the position of the wing relative to the axis yFthe aircraft, which in General takes place towards the end of the wing and perpendicular to the axis xF; and the angle γFdetermines the position of the wing relative to the positive z-axis Fwhich in General takes place in a vertical plane and perpendicular to the xFand yF. To exclude mathematical uncertainty should be determined by a sequence of rotations, for example, αFthat βFthat γF.

Thus, yFcounted from the left end of the wing to the right wing and therefore can be defined as the major axis of the console element of the wing.

Spatial position or rotation of the wing can also be defined in the associated coordinate system or the Euler rotation angles (see Brockhaus: "flight Control", Springer-Verlag, Berlin, 1995).

In this configuration, for angle f first is the rotation around the x-axis of the associated coordinate system, resulting in the y-axis and z are moved to the new position of the axes: y1and z1. For uniformity of notation the x-axis is renamed to x-axis1. Accordingly, a rotation of angle θ around the new y1moves the coordinate axes x1and z1in the new position of the axes: x2and z2. Y1is renamed to y2. And finally, the rotation angle ψ is around the new z2. The symbols z, z1, z2specify axis directed upward, and the angle ψ can be called a convergence angle.

The definition of a related coordinate system b is specializes in hard wing, which is attached to the wing element on an axis located at the end of the wing element, remote from the fuselage, or passing inside of the wing element. This axis of attachment may be selected as the x-axis of the associated coordinate system. It defines the deployment and folding of the wing relative to the element wing or main axis of the console element of the wing. In this case, the z-axis passes through the geometric center of gravity of the wing so that it is perpendicular to the axis X. the y Axis runs perpendicular to the axes x and z so as to form a right-handed coordinate system. In the case of a flat rectangular wing with a flat rectangular wing, which is attached at a right angle, the x-axis and z are in the plane of the wing, and the y axis perpendicular to the plane of the wing. In this particular case the two coordinate systems x, y, z and xF, yF; zFmatch.

Using the proposed in the invention device as a result of design flexibility, which is primarily due to the additional rotation of the wings around the axis directed upward, estimated loads for the wings and the outer wings can be significantly reduced, in particular in the case of large angles of yaw, in the case of side wind gusts and maneuvers (for example, when large movements in the yaw angle and movement with the BAP is Ohm), and, accordingly, the wing can be calculated in the most optimal way with respect to its aerodynamics. Depending on the yaw angle wings can due to the rotation of the self-aligned relative to the axis of the fuselage, for example, in the direction of air flow or in the direction of flight just as the sails of a ship shall be installed in the direction of the wind. In this case, the wings can be designed so that they can have significantly larger dimensions due to reduced loads, and the wing, and the wing element may have a smaller weight. Efficient aerodynamic design combined with the reduction in weight provides a significant reduction of fuel consumption and, in General, significant savings in the operation of the aircraft.

In addition, flexible setting options of the wing can provide the ability to directly control the twisting of the wing. In addition to the possibility of regulating the amount of Flex of the wing due to the deployment and folding of the wings, also the possibility, which in many cases is much more important, namely regulation twisting of the wing. In this case, the resistance on each flight stage can be minimized, which may be provided to a further reduction in fuel consumption, which in aviation is the I one of the most important optimization problems.

As a result of increased flexibility and opportunities for free movement of the wing can be achieved additionally, the optimal distribution of the lifting force on each flight stage. Due to the deployment and folding of the wing, the ideal installation of the convergence angle and/or rotation of the wing around the y-axis can be increased lift coefficient at the stage of landing, and the folding wings on the stage of the cruise can provide low aerodynamic resistance. At the stage of cruising flight, the wing can be set in relation to the coordinate system of the aircraft as follows: αF=5°, βF=15° and yF=4°.

In accordance with another embodiment of the invention, the wing can be connected with a wing element along the axis of the attachment with the possibility of rotation. In addition to control twisting of the wing this provides the possibility of additional regulation of the bend of the wing and adapt it to various aerodynamic loads.

Proposed in the invention, the wing can be rotated relative to the element wing around one, two or three axes of rotation. This high degree of flexibility enables high quality adaptation of the aerodynamic characteristics of the wing element or aerial apparatus the ATA to the conditions of different operating modes, such as, for example, takeoff, landing, cruising mode.

In accordance with another embodiment of the invention, the wing can be attached rotatably around the axis of the associated coordinate system. In particular, in the case of double-sided wings, which are identical or different surfaces above and below the wing, when the turn angle of greater than 180°, the bending moment that acts on the wing, can be significantly reduced.

Thus, the wing can be attached to the wing element can be rotated, so that the wing can be moved by two or three degrees of freedom. It can not only be folded inward towards the fuselage, but can also be set at an angle to the main direction of the console element of the wing, and this angle may be substantially different from 90°, and/or can be rotated around the axis of y1coordinate system associated with the wing. In this case, the wing may be better adapted to different operating modes of the aircraft. With this regulation the provisions of the wings to respond to different modes of loads, can provide the ideal aerodynamic characteristics and at the same time significantly reduce the aerodynamic loads on the wings.

In addition, it uses the hypoxia options turns the wing to impact on the characteristics of turbulence in a Wake vortex of the aircraft.

In one embodiment, the proposed invention the device includes the additional element of the wing. Proposed in the invention, the wing can be used, for example, at the end of the wing of the aircraft, the wind energy installation and on any component of the vehicle, which is exposed to the oncoming air flow. Of course, other applications.

In accordance with another embodiment of the invention the device has an aerodynamic fairing between the wing and winglet, in order to close the gap between the wing and winglet, which is undesirable from the point of view of aerodynamics. In this case, can be prevented aerodynamic losses.

In accordance with another embodiment of the invention the device comprises at least one suspension element, with which the wing is attached to the wing element.

In accordance with another embodiment of the invention provides at least one adjustable element of the suspension, by means of which the wing can be rotated with different degrees of freedom. In accordance with another embodiment of the invention to provide an adjustable rolling element of the suspension at the one of the elements is moved from the POM is using a rod, for the drive which can be used, for example, a motor.

In accordance with another embodiment of the invention, the device includes the additional drive unit to move the wing and/or suspension component. In this design the drive device can be used with electric, hydraulic and/or piezoelectric actuator. In addition, can be used active materials such as piezoelectric materials.

In accordance with another variant proposed in the invention device, the wing is divided into upper and lower parts, with one and/or other parts may be movable. In this design the upper or lower part can be arranged in such a way that slightly or significantly extend to the outside. The same applies to the deviation in the direction of the axis of the fuselage. For example, in the wing that protrudes above and below the wing element may be movable only the upper surface or lower surface.

In accordance with another embodiment of the invention, the wing consists of three parts: top, bottom and outside, and at least one of these parts is movable. In accordance with another embodiment of the invention each of these parts, in turn, can SOS is Oyat from several component parts, each of which may be movable. In accordance with another embodiment of the invention in addition to the wing also part of the wing or the entire element of the wing, including the wing can be made to swivel.

In accordance with another variant proposed in the invention method, the rotation wing is regulated by an onboard computing device. In this embodiment, on-Board computer, the device may adjust the position of the wing depending on the measured flight data such as altitude, direction of air flow, angle of attack, air pressure, temperature, etc.

In accordance with another option proposed in the invention method, on-Board computer unit can control the movement of the wing by means of the control unit. On-Board computer device or control unit can react, for example, on any change of settings and automatically set the wings in position. Management can be performed in accordance with the same law, or it can be adaptive, changing in accordance with the parameters of a particular aircraft. In addition, specific operating modes (e.g., takeoff, landing, cruising mode) can be used as criteria for reg is the regulation of the position of the wing.

In accordance with another variant of the method, the wing provides control of the wing twisting and/or bending in such a way as to optimize the aerodynamic profile of the wing.

In accordance with another embodiment of the invention is proposed wind turbine or windmill device having the above characteristics.

The options proposed in the invention device also apply to the method and means of transport, as well as to their application, and Vice versa.

Using the proposed in the invention device and method may be provided for the effective installation of wings depending on the operating mode of the aircraft, which may be reduced aerodynamic drag and load on the wings and the elements of the wings, thereby reducing their weight. Accordingly, the wings, the wings and crossing designs from the wing to the fuselage can be designed so that they will have less weight in the result can be significantly reduced fuel consumption. Thus, can be substantially improved the economic efficiency of aircraft.

Brief description of drawings

The following describes in more detail several embodiments of the invention for purposes of explanation and is the nation's best understanding, while referring to the accompanying drawings. In the drawings, is shown following.

Figure 1 is a schematic view of the element of the wing with the wing attached to it can be moved, in accordance with the embodiment of the invention.

Figure 2 is another schematic view of the element of the wing with the wing attached to it to move, indicating its axis of rotation in accordance with the embodiment of the invention.

Figure 3 is another schematic view of the element of the wing with the wing attached thereto can be moved in different positions in accordance with the embodiment of the invention.

Figure 4 is a schematic view of the suspension element in accordance with the embodiment of the invention.

Figure 5 is a schematic view of an adjustable element of the suspension in accordance with the embodiment of the invention.

Figure 6 is a graph of the reduction of the gradient of the bending moments along the wing depending on the change of the toe angle of about 4 degrees.

Figure 7 - graph of a decreasing gradient of bending moments along the wing depending on the angle of convergence of the wing.

Figure 8A is a schematic view of the rotary wing, consisting of two parts.

Figure 8b is another schematic view of the rotary wing, consisting of three hours the values.

Figure 8C is another schematic view of the rotary wing, consisting of three parts, one of which can be rotated.

Detailed description of the invention

The figure 1 presents a schematic view of the wing 2 wing element 1, and the system 7a coordinates associated with the fuselage, and the system 7b coordinates associated with the wing. In addition, the main axis 6 of the console element 1 wing and the axis 7 of rotation of the wing with an angle of rotation F. This is the first axis 7 of rotation in accordance with the system of the Euler angles. Wing 2 can be deployed and folded by rotation around the axis X. the Arrow 8 indicates the direction of local air flow in flight with the local yaw angle on the wings. For example, if the wing should not be rotated by the Euler angles f and θ, the x-axis, x1and x2the same, similar, the same y-axis, y1and y2and z, z1and z2. The rotation around the z axis in the direction of local air flow directly leads to the reduction of the aerodynamic load and, consequently, to reduce the overall load on the wing.

The figure 2 shows a device for adjusting the position of the wing depending on the flight mode of the aircraft, in accordance with one embodiments of the invention. To determine the axis of rotation introduces a system of coordinates, links the data with the wing. When the rotation around the x axis by the angle f, the wing can be translated from a vertical position to a new expanded position. Thus, the associated coordinate system is moved to a position with the new x1, y1, z1.

Rotation around the z axis2or around the axis of y1gives the ability to choose settings that are required for different phases of flight or in different modes of aerodynamic loads.

For simplicity and clarity, the figure does not show the rotation around the axis y1so x1=x2, y1=y2, z1=z2. The figure shows only the rotation around the z axis2the angle ψ of the toe. Rotation around axes y1and z2it is clear from consideration of figures 1 and 2.

The device consists of item 1 of the wing, the wing 2 and at least one suspension element 3 (see figure 4). The wing 2 is attached to the wing element 1 element 3 charms. On figure 1 you can see that the device provides rotation of the wing around three spatial axes. In this case, you can turn the wing 2 so that it was aimed at the local corner yaw flight mode. Adaptive management convergence angle (rotation around the z axis2related coordinate system) and the rotation around the y axis1provide the ability to change (in particular, is Eisenia) effective surface of the wing 2 (when flying with the yaw angle, at large angles of roll and yaw, as well as the combination of the angles of roll and yaw), which affects the lateral component of the air flow, so that the lateral loads and bending moments acting on the wing 2 and, respectively, on the outer wing 1, decreases. When changing the convergence angle, the rotation around the y axis1and folding the deployment of the wing around the x-axis changes the surface of the wing 2, which is aerodynamically effective in the direction of flight.

The figure 3 shows the movement of the wing around the x-axis on the axis of the mounting. In result, it becomes possible in addition to setting the angle of convergence of the optimal way to set the characteristics of the lifting force on any given flight phase. On the stage of the cruise, that is at high altitude and high speed, the wing can be removed to reduce the resistance (2'). Depending on wind conditions and the flight phase, for example, by a lateral slide, climb, decline or in a strong crosswind, the wings can be installed in one of the respective intermediate positions 2". At low speed, in particular during the landing approach, when you need a big lift coefficient, wing can be deployed to increase wing surface (position 2"').

N the figure 4 shows one way of mounting the wing 2 to element 1 of the wing. The wing 2 is attached to the wing element 1 with at least one suspension element 3. With the axis 5 of rotation can be set, for example, the desired angle of convergence for different load conditions. At the same time element 3 charms can be attached to a hinged so that the wing 2 could additionally be rotated about the axis of the mount (the x-axis of the coordinate system associated with the wing) and around the y axis1. Rotation around the axis of the attachment gives you the ability to deploy and stow the wing relative to the fuselage, as shown in the front view of the host wing is the wing on the figure 2.

The figure 5 shows the type of control of the wing 2. In this embodiment, the rotation of the wing 2 upward around the axis 5, around the y-axis and x-axis can be provided by an electric motor, which is controlled manner pushes and pulls the rod 4. Thus, the wing 2 is rotated around its vertical axis 5. The rotation of the wing 2 around the axis of the mount and around the axis of y1it may be provided that is installed on the hinge element 3 pendants with the drive.

The figure 6 shows the gradients 10A, 11a bending moments in the main direction of the console of a rectangular wing with changing 10A and without changing 11a when the convergence angle of 4°. On x-axis position of zpon the wing along its length wa percentage of the transition of the wing into the wing to the tip of the wing, and the ordinate axis deferred value of bending moment in percentage depending on the relative position of zp/lwTo maneuver with the yaw angle in accordance with the European standards JAR25 airworthiness change of the toe angle of 4° leads to a significant reduction of the gradient of the bending moments. This allows a corresponding significant reduction in weight of the wing.

In figure 7 in relation to the maneuver angle of yaw in accordance with the requirements of JAR25 shows the gradient of the bending moments in the direction of the main direction of the console terminal region of the wing element, which connects the wing to change the toe angle of 4° (10b) and without such changes (11b). The abscissa axis represents position yF,Pon the wing with respect to the length lFin the interest of the wing in the tail area prior to moving to the wing, and y-axis is magnitude of the bending moment in percent. It is clear that the change of the convergence angle can also significantly reduce the load on the wing.

Figure 8A shows a view of another variant embodiment of the invention, in which the wing contains a vertically directed portion (2A) and part (2b), directed outwards. For simplicity shown only the rotation around-ear, closed the g y 1. Accordingly, the associated coordinate system x1, z1moving into a new coordinate system x2, y2, z2. At large angles of attack of the wing element 1 corresponding to the local direction 8, the rotation around the y axis1leads to a significant reduction of bending moments acting on the wing and wing. The upper part can prevent the formation of cracks in the front direction while rotating around the axis of y1.

In figures 8b and 8C shows the construction of the wing, consisting of three parts. In contrast to the design shown in figure 8A, the upper part 2A has continued 2C, downward. In this case, when the rotation around the y axis1prevents the formation of cracks in the front and rear parts of the transition wing - wing. As can be seen in figure 8b, the upper part 2A and the lower part 2C, rotates together with the outer part 2b. In the construction shown in figure 8C, rotates only the outer part 2b.

The transition wing - the wing, the angle between the upper and outer parts of the wings, as well as the geometrical shape and dimensions of the parts of the wing (curvature, thickness, profile, length, and others) can be chosen so that, taking into account all phases of flight to provide optimal aerodynamic and load characteristics and, accordingly, the minimum requirements shall prolong fuel and optimum savings.

For this purpose, the wing can be supplied with additional opportunities to rotation. In addition, the wing can be provided for rotating parts.

In practical applications, the turns can be executed simultaneously.

In this embodiment, the convergence angle, the designated position of the wing 2 relative to the fuselage and/or rotation about the y-axis1can be adjusted using the on-Board computer, depending on the parameters of flight, such as flight altitude, yaw angle, angle of attack, roll angle, flight speed, etc. for Example, in this case it is possible to provide automatic response to any critical aerodynamic load, and effective aerodynamic surface of the wing may be reduced.

1. Regulating device for adaptive changes in the aerodynamic characteristics of the wing element, comprising: a wing (2)attached to the item (1) of the wing;
and the on-Board computer with regulating block;
the wing (2) is made rotatable with the possibility of deployment and folding of the wing relative to the element (1) of the wing, the angle between the first axis (7) and rotate the main focus of the console (6) item (1) of the wing, perpendicular to the longitudinal direction of the fuselage, different from 90°;
and additionally made the rotatable relative to the element (1) of the wing around the second axis of rotation, perpendicular to the first,
and regulating unit configured to regulate rotation of the wing (2) depending on flight data and measured parameters of the aircraft.

2. The device according to claim 1, in which the wing (2) attached to the axis (7) of rotation can be rotated together with item (1) of the wing.

3. The device according to claim 1, in which the wing (2) are pivoted relative to the element (1) of the wing around the third axis of rotation perpendicular to the first axis of rotation and the second axis.

4. The device according to claim 1, which includes the additional element of the wing.

5. The device according to claim 1, containing additionally aerodynamic fairing between the item (1) of the wing and winglet (2) and/or parts (2A, 2b, 2C) of the wing.

6. The device according to claim 1, additionally containing at least one element (3) suspension for attaching the winglet (2) to the item (1) of the wing.

7. The device according to claim 6, in which at least one element (3) suspension is made rotatable with the ability to control.

8. The device according to claim 6 or 7, in which at least one element (3) suspension is made rotatable with shaft (4) with the drive.

9. The device according to claim 1, containing additionally drive unit to rotate the wing (2).

10. The device according to claim 9, in which the drive unit is selected from the group consisting of electric, Hydra is vicheskij and piezoelectric actuators and active materials, in particular piezoceramic materials.

11. The device according to claim 1, in which the wing is divided into upper (2A) and lower (2) part with respect to the item (1) of the wing, and at least one of these parts is a turning point.

12. The device according to claim 1, in which the wing (2) includes upper (2A), bottom (2) and external (2b) side with respect to the item (1) of the wing, and at least one of these parts (2A, 2b, 2C) are pivoted.

13. The device according to claim 11 or 12, in which at least one part (2, 2A, 2b, 2C) is divided into several parts, and at least one component part is made rotatable.

14. The device according to claim 1, in which in addition to the wing (2, 2A, 2b, 2C) part of item (1) of the wing or the entire element (1) of the wing, including the wing (2, 2A, 2b, 2C), made with the possibility of rotation.

15. The method of adaptive control of the aerodynamic characteristics of the item (1) of the wing, in which
use the wing (2)attached to the item (1) of the wing, which turn with the possibility of deployment and folding of the wing (2) with respect to item (1) of the wing, the angle between the axis (7) of rotation and the main direction of the console (6) item (1) of the wing, perpendicular to the longitudinal direction of the fuselage is different from 90°;
the wing (2) is additionally made rotatable relative to the element 1) of the wing around the second axis of rotation, perpendicular to the first axis (7), and
these rotations are dependent on flight data and measured parameters of the aircraft.

16. The method according to item 15, in which the rotation of the wing adjust using the on-Board computing device, in particular depending on the measured flight data.

17. The method according to clause 16, in which the onboard computer device comprises a control unit designed to control the rotation of the wing.

18. The method according to one of p-17, which with the help of the wing regulate the twisting of the wing.

19. The method according to one of p-17, which with the help of the wing regulate the bending of the wing.

20. Aircraft containing a regulating device according to one of claims 1 to 14.

21. Applying the regulating device according to one of claims 1 to 14 aircraft.



 

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23 cl, 16 dwg

FIELD: transportation.

SUBSTANCE: method of controlling the wing placed in the fluid medium at its interaction with the said medium consists in that the wing is arranged at an angle of attack, sufficient for the said interaction. The wing part is isolated by the stabiliser, given its not hinged mounting relative to an axis of rotation of the wing with the angle of attack outrunning the angle of attack in motion, and the wing is turned till stalling on the said wing part. The device intended for using this method has a fixed support connected to the beam via a movable linkage, a carriage hinged on to the latter, at least one wing and a drive. The device is provided with a plate pivoted on to the carriage and provided with a kinematics linkage with the wing, also pivoted on to the carriage. The drive is made so that to be supplied from an appropriate source. At least one wing part is isolated by the stabiliser, given its not hinged mounting relative to an axis of rotation of the wing with the angle of attack outrunning the angle of attack in motion, and the wing is turned till stalling on the said wing part. The wing and its part are provided with a dynamic force pickup connected in the drive electric circuitry via an amplifier. The drive can be controlled by programmed signals of the programming device connected in the drive electric circuit. Apart the wing part isolated by the stabiliser, one more wing part is isolated by the stabiliser and is turned relative to the axis of rotation the other side.

EFFECT: increase in wing speed and in aerohydrodynamic lift on it.

4 cl, 4 dwg

FIELD: aeronautical engineering.

SUBSTANCE: proposed trunk-route aircraft has sectionalized fuselage, swept wing 10, vertical tail 6 and horizontal tail 7, rudders 8 and elevators 9, control members, aircraft members and equipment. Wing is formed by center-wing section 11 and adapter compartments 12 forming total wing area as direct function of payload; ratio of sizes of adapter compartment and detachable part of wing is dictated by condition of retaining ratio of coordinates of pressure center and mean aerodynamic chord approximately constant.

EFFECT: minimization of wing area; reduction of aircraft mass; improved technical and economical characteristics.

3 dwg

FIELD: heavier-than-air flying vehicles; dropping glide rockets from aircraft.

SUBSTANCE: proposed device includes wing turn mechanism 2 and slide block 11 with articulated rods 13 mounted symmetrically on longitudinal axles. Wings in form of first-order lever are kinematically linked with articulated rod of slide block which is secured through cross-piece supports on rod of pneumatic cylinder brought into communication with high-pressure source. Slide block is mounted for longitudinal motion on pneumatic cylinder and is connected with transversal base by means of bursting screws. Said transversal base carries wing turn axles. Pneumatic cylinder body has radial slot for forcing the wings of locking rod mounted in slide block and loaded with plate spring 19.

EFFECT: enhanced reliability.

2 cl, 3 dwg

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