Aircraft flexible control surface

FIELD: transport.

SUBSTANCE: flexible elastoplastic control surface (1; 11, 14) is, in fact, flat in span direction (9) ram airflow direction (6) and comprises actuators (3) acting on control surface (1; 11, 14) at various points of force application spaced apart in crosswise direction with respect to ram airflow direction (6). Actuators (3) are configured so that, when activated, they deflect aforesaid pints (2) to allow elastic deformation without jogs on control surface (1; 11, 14) in directions of span (9) and ram airflow (6).

EFFECT: attenuation of vortices and reduction of noise.

19 cl, 8 dwg

The technical field to which the invention relates.

The present invention relates to a flexible control surface for an aircraft and method for controlling position of such control surfaces.

The level of technology

Aircraft have control surfaces that provide control of the aircraft in flight by individual provisions of these control surfaces. In the case of an aircraft to such control surfaces are, in particular, the flaps pivotally mounted on the rear edge of the main bearing surface and used to adapt the profile of the wing in accordance with changing constraints during the flight (especially during takeoff and landing). The control surface of the aircraft can also be Aileron, rudder or the rudder. In addition, the control surfaces may be slats or deny shields. In the case of helicopters as control surfaces are used, in particular, adjustable flaps hinged on the blade back in the direction of the flowing stream.

When regulating the position of the rigid control surfaces, usually by means of electric, hydraulic or electro-hydraulic actuators, or PR is water, you may experience some problems. These include, for example, jamming of the actuators, not allowing to adjust the position of the control surfaces. For example, hydraulic actuators can be activated through the bypass valves. To reduce the adverse effects of jamming of the Executive mechanisms have also been suggested to deflect the control surfaces with multiple actuators, each of which is equipped with a sliding clutch. This means that the jammed actuator is already active has no effect on the corresponding control surface, and the regulation of its provisions is other still works actuators. This scheme is reliable in operation, but the application of the coupling complicates the design and makes it relatively heavy and inefficient from the point of view of redundancy Executive mechanisms.

Another problem with regulating the position of the control surface follows from the fact that in the direction of flow there are discontinuities, such as fractures profile, gaps or cracks between the control surface and the adjacent structure, such as the main bearing surface. Similarly, after employing control the abused surfaces, in particular, after the flaps, between adjacent control surfaces there are gaps which are usually located in a row along the span, and also breaks the circuit of the airfoil, extending in the direction of the scale. From the point of view of aerodynamics, this means the formation of vortices in the air and the noise. These effects are exacerbated in flight with the mutual displacements of the elements and increase the size of the respective gaps and cracks between the control surfaces and/or between the control surface and the adjacent structure.

To adapt the curvature of the profile shell design, in particular the main bearing surface of the aircraft, to different flight modes in the publication DE 19709917 C1 was the proposed solution, according to which by means of actuators opposite ribs located on the upper and lower sheathing elements forming the main bearing surface, vyputyvayutsya out or attract each other. So you can stretch or spherical deforming these are attached to the edges of the sheathing elements, giving the main bearing surface to another profile.

In the publication DE 19858872 A1 proposed adaptive main supporting surface of the aircraft, which are jointed with each other, the rods move is carried out with the actuator so to stare wide or stretch the flexible covering the main bearing surface.

However, the deformation of the main bearing surfaces, or wings, entirely impracticable, because, on the one hand, it is necessary to provide sufficient specific load of the wing, and on the other hand, in such a construction it is necessary to enter the fuel tanks, which are usually placed in the main load-bearing surfaces.

Thus, in the previously proposed constructions geometry main bearing surface may in some places be consistent with the changed position of the control surface, but the gaps and cracks between the main bearing surface and the associated control surface, as well as between adjacent control surfaces still remain, resulting in the air are large eddies.

In the publication DE 19732953 C1 serves the main supporting surface with the flap, in which the rear edge is able to bend elastically under the action of the actuator located outside the profile of the flap. To this end, the covering flap on the side of the vacuum and the pressure side is made of elastic material. Such design allows to elastically deform the entire flap up or down, thus ensuring the transition to nearby structures without the of Slonov in the direction of flow. The use of an elastic material allows to achieve continuity or smoothness of the transition, which reduces the generation of eddies. However, even in such systems, there are significant Wake vortices.

Disclosure of inventions

The basis of the invention is a device and method that would reduce due to the control surfaces of vorticity, thus reducing noise and Wake vortices emanating from the control surfaces.

This task is solved by the device and method described in the independent claims. Private embodiments of the invention are characterized in the dependent claims.

Proposed in the invention is a flexible control surface contains at least two Executive mechanisms that act on the control surface at different points spaced from each other in side relative to the direction of flow, i.e. in the direction of the swipe (these points are called points of application of force), and which is designed to ensure that at their simultaneous actuation reject these points differently. In this context, the term "flexible control surface" means that at least the shape and/or length or surface area of the sending surface is variable, when this control surface has a continuous form (i.e., in particular, there are no gaps or cracks). For example, control surface, at least in some areas, can be stretched to a sinusoid or may have a different wavy thin profile. Unequal deviation of points of application of force allows the control surface to elastically deform without breaking the circuit, in particular in the direction of the scale, while along the control surface in the direction of the scale formed smooth transitions, for example, to nearby structures (which may be, for example, the main supporting surface). In particular, despite the differences in the principles of regulatory provisions related control surfaces adjacent to each other sections of these control surfaces may be biased so that in the zone of clearance or gap between them to form a smooth transition. This reduces the vortices and the noise emanating from the control surfaces and pre-existing gaps.

In addition, in the case of jamming or failure of the actuator proposed in the invention the control surface due to its flexibility, is still at least partially deviates from the remaining actuators, because the control surface is lockerooms only at the point of application of effort jammed actuator. In the case of jamming of one of the actuators control surface largely keeps working and does not go completely down, as in the case of devices known from the prior art. Clutch to disconnect from the jammed actuator is not required, allowing the associated increase in weight, design complexity and the complexity of managing small compared with conventional devices.

In a preferred embodiment of the invention the point of application of effort can deviate in such a way as to cause elastic deformation of the bending, torsion and/or bending. This allows you to adjust the defined control surface component of the aerodynamic qualities (for example, from the point of view of the lifting force, aerodynamic drag, and pitch moment) under specific conditions. In particular, the control surface can be bent or spun in the direction of the scale, i.e. in the transverse direction relative to the direction of flow, and/or you can bend the back edge of the control surface in the direction of the flow or against it. In other words, the control surface can be given waviness (for example, on line, like a sine wave) in the direction of the scale. If the main bearing surface and aircraft that can be used to obtain the desired distribution of the lifting force, as well as the load distribution on the wing along the span during takeoff, cruise and landing. So it is especially advisable to have the ability to individually actuate the actuators on the deviation of the control surface by individual drives. This allows you to create the ideal conditions of flow for any situation.

Proposed in the invention the control surface, as a rule, is a flap which is pivotally mounted on the rear edge of the main bearing surface of the aircraft, but can also be on an aircraft rudder, Aileron, rudder or aerodynamic trimmer. Of course, the control surface can also be a slat, deviant toe or flap and can be installed in places where you currently placing the control surfaces are not provided, but the goal is the achievement of specific aerodynamic effects or control such effects.

Flaps necessary for takeoff and landing. The rudder is used to rotate the aircraft about a vertical axis, and the Aileron on the trailing edge of the main bearing surface to enable movement of the aircraft about the longitudinal axis. The wheel in the cell is used to change the angular position of the aircraft relative to the transverse axis, followed by a change of pitch angle and angle of attack of the aircraft. Aerodynamic trimmer at the tail end of the aircraft is used to reduce the aerodynamic hinge moments acting on the mechanisms control the aircraft in pitch. Proposed in the invention control surface allows, therefore, be adjusted in flight profile aerodynamic drag and flow, which is influenced by the control surface, in any position of the aircraft. Of course, the invention is also feasible in principle applicable to aerodynamic control surfaces, which are not used as the main mechanisms to control flight of the aircraft.

In accordance with the invention, the control surface can also be a component of the blades of a propeller. Such blades are used, for example, horizontal (bearing) screw helicopters. The blades of the helicopter are similar rotating the main bearing surfaces of the aircraft with a fixed wing that gives in principle the same benefits as mentioned above in relation to the aircraft with a fixed wing. In this case, the control surface can also be a manageable sacrilegiously screw, a hinge mounted on the blade back in the direction of the flowing stream.

Blades and pinned them to the flaps can also be used in a wind power installation with vertically installed wind turbine to achieve the desired aerodynamic drag and reduce the noise level.

The control surface is expediently made of a fibrous composite material. The main components of this material are usually polymeric matrix and includes reinforcing fibers. Such material can be given the desired elasticity and strength, choosing specific areas of action of the load suitable materials and/or orientation of the fibers, which allows a special way to affect the behavior of the control surface during the deformation of bending, torsion or curvature of the profile, but at the same time providing the necessary strength.

The object of the invention is also an appropriate way to reject the entry points above the control surface, for which simultaneous actuation of at least two actuators of the point of application of effort rejects differently. This allows a special influence on the aerodynamic resistance, bring driving the second surface, and profile wrapping.

In one of the private embodiments of the invention the point of application of effort of two adjacent control surfaces are deflected actuators so that at least one edge of the facing to each other the edges of the control surfaces were moving in the direction of the respectively other end. This results in a quasi-continuous transition between adjacent control surfaces, thus reducing vortex formation and reduction of noise control surfaces. It also has a positive effect on the weakening of the Wake vortices, because it promotes their rapid dispersion. This makes it possible to reduce the distance between aircraft, flying one after the other, allowing you to increase the intensity of air traffic. Similarly quasi-continuous transition can be provided, for example, between the side edge of the control surface and essentially rigid connection site at which this control surface is installed.

Brief description of drawings

Other features and technical advantages of the invention are disclosed below in the description of the invention, accompanied by drawings on which is shown:

figure 1 - schematic image is their is a perspective view of the proposed invention the control surface actuators,

figure 2 is a view in the perspective view of the control surface, curved in the transverse direction relative to the direction of flow,

figure 3 is a view of a perspective view of the control surface, swirling in the transverse direction relative to the direction of flow,

figure 4 is a view of a perspective view of the control surface, curved forward in the direction of flow,

figure 5 is a view of a perspective view of an aerodynamic profile, in particular the main bearing surface, with the proposed invention the control surface,

figure 6 is a view of a perspective view of one of the airfoil, in particular the main bearing surface, with the proposed invention the control surface,

figure 7 is a view of a perspective view of the main bearing surface of the aircraft with two proposed invention the control surfaces, and

on Fig is a front view of two control surfaces, rejected in accordance with the invention.

The implementation of the invention

Figure 1 shows the schematic illustration of the proposed invention the flexible control surface 1. Control surface 1 has two points of 2 efforts, each of which affects the actuator, or the actuator 3. Such actuator 3 usually contains the motor is tel 4 and the transmission 5, for example, for the transmission of linear or rotational motion. The engine may be made in the form of power generator and motion such as an electric motor, piezoelectric, pneumatic or hydraulic device, etc. actuators 3 may operate so that at their simultaneous actuation to provide a different deviation them points 2 effort. Thus it is possible to provide elastic deformation of the control surface 1, a aimed, for example, up or down, in two points of application of force or only in one point.

Figure 2-4 shows several possible deformed States of the control surfaces, which can also be used in the right combination with each other. Figure 2 shows the control surface 1, the curved about an axis parallel to the direction 6 of the flow. The geometric center 1A control surface 1 peered over her left 1b, 1C and right edges, which can be connected to each other by a horizontal line 7, conducted by the dotted line.

The control surface 1 can be deformed through points 2 effort, annexing the torsional load (see figure 3). In the case of the control surface 1, as shown in figure 3, the torsion axis runs in the transverse direction otnositel the direction 6 flow. However, the torsion axis can be positioned at any desired axis, if appropriate to achieve the desired effect of flow (for example, with regard to the lifting force, aerodynamic drag, moment pitch) and/or formation of small eddies of the stream.

In addition, the control surface 1 can distort so that the middle portion of the rear edge 1d moved forward relative to the side edges 1b and 1C in the direction of 6 flow (see figure 4). In this example, the opposite edge 1E twitched in the direction of flow is approximately the same as the rear edge 1d. However, to avoid the formation of the gap opposite edge may also be rigidly clamped. The possibility of the control surface 1 such deformations in relation to bending, torsion and/or shear depends on a high degree of elasticity in the specified axes with high strength, which is achievable, for example, in the manufacture of the control surface of the fibrous composite material.

Figure 5 and 6 show other possible strain state proposed in the invention the control surface. Figure 5 shows the aerodynamic profile 8, for example, the main supporting surface or the blade of a propeller, which will be the and in the direction of the flowing stream, i.e. the rear edge of the profile is a flexible control surface 1. Figure 5 direction of flow is also indicated by the position 6, and the direction of swing - position 9. Actuators, deforming and/or deflecting the flexible control surface 1, for clarity, are not shown. Flexible control surface 1 is able to be deformed by bending, torsion and/or bending (bending in its plane), as described in the Chapter 2 to 4, and control surface 1 along its entire length is flat and continuous, i.e. has no gaps, cracks or cuts. In the embodiment of the invention shown in figure 5, the rear edge 12 of the control surface 1 passes through a continuous wavy line shape.

Figure 6 shows a detail view illustrating another possibility of deformation of the flexible control surface 1, which is located on the aerodynamic profile 8, in particular the main bearing surface or the blades of a propeller, rear in the direction of flow flowing on its rear edge. As in figure 5, actuators, deflecting the control surface 1, for clarity, are not shown. The direction of flow is again indicated by the position 6, and the direction of swing - position 9. Flexible control surface 1, as shown at f is g, 6, to the right of the transition section 22 is not rejected, but in a transitional area 22 wave form smoothly mates with the rejected section (on the left side of the transition section 22).

7 shows a perspective view of the main bearing surface 8 of the aircraft 21. Next to each other in the direction of 9 scope of the main bearing surface 8 is a group of actuators 3. In this embodiment, five actuators 3 act on the first control surface 11 having a rear edge 12 and the front edge 13. Actuators in this embodiment are driven in such a manner as to cause such a deformation of the first flexible control surface 11, in which due to the smooth lines without breaks, gaps or cut faces at various stages of flight such as takeoff, cruise, flight or landing, achieved a favorable distribution of the lifting force and the load on the wing along the span. For example, in the area shown in Fig.7, the first control surface 11 is bent and twisted in the direction of the span.

Shown in Fig.7. the layout next to the first anchor surface 11 provided by the second control surface 14 having a rear edge 15 and the front edge 16, and five actuators 3, located a number of the m with each other on the wing span and similarly acting on the second control surface 14. The point of application of force on the second control surface 14 can be rejected so, for example, to keep as low as possible the gap 17 between the main bearing surface 8 and the second control surface 14. With this purpose, the second control surface 14 is bent in the direction of 6 flow. Any length of continuous sections of the control surfaces 11 and 14 may be attached to the wavy shape in the direction of the span.

In the direction of the span between the first control surface 11 and the second control surface 14 has a gap 18, shown in Fig.7 and 8. To minimize the negative impact of this period from the point of view of the increase in aerodynamic drag, increased vortex and excited, as a consequence, the noise of the point of application of effort, two adjacent to each other of the control surfaces 11 and 14 may be biased actuators in such a way as to bend at least one edge of the facing to each other of the edges 11a, 14a of the respective control surfaces 11, 14 toward the respectively other side, ensuring, thus, almost continuous transition between control surfaces. In the case shown in Fig control surfaces 11 and 14 of the two edges 11a, 14a can be connected with each the m imaginary straight line, forming a continuous transition between these two managers surfaces, resulting in the air formed only a small vortices. Of course, such a quasi-continuous transitions can similarly be arranged between one edge of the control surface and the surrounding rigid connecting portion which, for example, integrated into the main bearing surface 8 (see figure 7 plots, dotted circles); this means that, for example pig, the control surface 14 can also be replaced by rigid connecting section.

On Fig also shows undesirable deviation 19 first control surface 11, for example, caused by jamming of one of the actuator. Required same deviation 20 first control surface 11 indicated by the dotted line. Comparison of deviation 20 and deviations 19 detects the discrepancy between the actual profile desired. However, due to the elastic flexibility of the first control surface 11 on the bending deflection of the 19 causes only a slight change in the contour of the first control surface 11, as a result of the first control surface 11 for the most part still effective in terms of low vortex and noise.

In principle, the number of actuators per each control surface, unlimited, allowing deformation of the control surface with very fine gradations, not only in the direction of the scale, but also in the direction of flow.

Shown in Fig.7 layout instead of two control surfaces 11 and 14 you can also use a single control surface (as in the example shown in figure 5 or 6), passing almost the entire span of the main bearing surface 8 (for example, from the left marked by a dotted circle, to the right marked by a dotted circle). In this case, the control surface can be deformed quasi-continuous at the transition from one lateral edge of the control surface to the connecting section, as described with reference to Fig. The above flexible control surfaces 1, 11 and 14 makes it possible to eliminate gaps and gaps, fractures or breaks the contour lines in places of transition from the control surface to the corresponding rigid connective areas, both in the direction of the swing and the direction of flow.

1. Flexible control surface (1, 11, 14) for aircraft (21)containing at least two of the actuator (3), acting in different points (2) efforts that are located next to each other in the direction (9 scope of the control surface (1, 11, 14), characterized in that it is essentially flat in the direction (9) scope and flow (6) and is made elastic, and at least two of the actuator (3) is designed so that at their simultaneous actuation reject point (2) efforts differently with the provision of the elastic deformation of the control surface (1, 11, 14) in the direction of the scale (9) and flow (6).

2. Control surface (1, 11, 14) according to claim 1, characterized in that in a state of elastic deformation of its shape is continuous, without breaks.

3. Control surface (1, 11, 14) according to claim 1, characterized in that in a state of elastic deformation, it forms a smooth transition to the surrounding structure (8) along its length in the direction (9) scope.

4. Control surface (1, 11, 14) according to claim 1, characterized in that in a state of elastic deformation of its side edges to form a quasi-continuous transition to the surrounding connective areas.

5. Control surface (1, 11, 14) according to claim 1, characterized in that the actuators (3) are driven individually.

6. Control surface (1, 11, 14) according to claim 1, characterized in that the deviation of points (2) the application of force causes the elastic bending, torsion and/or bending.

7. Control surface (1, 11, 14) according to claim 1, otlichayas the same time, the deviation of points (2) the application of force causes the elastic bending and/or torsion in the direction (9) scope.

8. Control surface (1, 11, 14) according to claim 6, characterized in that the deviation of points (2) the application of force causes the elastic curvature offset its rear edge (1d) forward or backward relative to its lateral edges (1b, 1C) in the direction (6) flow.

9. Control surface (1, 11, 14) according to claim 1, characterized in that in a state of elastic deformation, it is at least partially corrugated, preferably sinusoidal shape in the direction (9) scope.

10. Control surface (1, 11, 14) according to claim 1, characterized in that it is a flap, rudder, Aileron, rudder or aerodynamic trimmer.

11. Control surface (1, 11, 14) according to claim 1, characterized in that it is a component of the aerodynamic profile, in particular wing (8) of the aircraft.

12. Control surface (1, 11, 14) according to claim 1, characterized in that it is a component of the blades of a propeller, in particular a flap blades.

13. Control surface (1, 11, 14) according to claim 1, characterized in that it is made of fibrous composite material.

14. The method of regulating the position of the control surface (1, 11, 14) according to one of claims 1 to 13 aircraft (21), otlichalis the same time, that simultaneous actuation of at least two actuators (3) point (2) efforts rejects differently.

15. The method according to 14, characterized in that the point (2) efforts rejects such a manner as to cause the elastic bending, torsion and/or the curvature of the control surface(1, 11, 14).

16. The method according to item 15, wherein the point (2) efforts rejects such a manner as to cause the elastic bending and/or torsion control surface (1, 11, 14) in the direction (9) scope.

17. The method according to item 15, wherein the point (2) applications rejected in such a manner as to cause the elastic curvature of the control surface (1, 11, 14) with offset its rear edge (1d) forward or backward relative to its lateral edges (1b, 1C) in the direction (6) flow.

18. The method according to 14, characterized in that the point (2) efforts of two adjacent control surfaces (11, 14) rejects by means of actuators (3) in such a way as to bend at least one of the facing to each other of the edges (11a, 14a) control surfaces (11, 14) in the direction of the other edge (11a, 14a).

19. Aerodynamic profile (8)containing at least one control surface (1, 11, 14) according to one of claims 1 to 13, and
the specified at least one control surface (1, 11, 14) u is Lorena the trailing edge of the airfoil (8),
in a state of elastic deformation control surface (1, 11, 14) has at least partially continuous wavy shape in the direction (9) scope, and
in a state of elastic deformation control surface (1, 11, 14) forms a quasi-continuous transition to the adjacent control surfaces (1, 11, 14), adjacent connecting sections (8) and/or adjacent the gap or gaps (17, 18).