DE1237439B - Flap device for aircraft - Google Patents

Description

Aircraft flap assembly The invention relates to a Flap arrangement in supersonic aircraft with slender, delta-shaped, ogival arch-shaped or curved, ogival wings. The buoyancy of such slimmer Wing is compared to the lift that the other wings with larger aspect ratio generate relatively low, so that they have relatively high take-off and landing speeds or auxiliary buoyancy devices must be provided.

The object of the invention is, in such high-speed aircraft for the purpose of take-off and landing to increase the lift or the take-off and Lower landing speed.

This object is achieved according to the invention in that in one known delta wings of a supersonic aircraft on both sides of the fuselage Lying, acute-angled front sections running into the fuselage as bow flaps trained and from a normal flight position, in which they with side ribs align at the bow, around a rear one, parallel to the aircraft transverse axis and to the pivot axis the tailgate axis can be adjusted upwards. This training has the advantage that in normal flight the air resistance compared to a bow flapless Aircraft is not increased and that for the purpose of landing and take-off the lift coefficient is increased significantly by increasing the available employment.

There are already known flap devices for aircraft whose Rear flaps arranged at the wing end with front bow flaps to mutual Employment can be coupled. However, these are aileron arrangements in slow-flying aircraft that have a control around the longitudinal axis of the aircraft cause.

It is also known on a subsonic aircraft, in front of the main wing to attach an auxiliary wing around an axis near the leading edge is pivotable. As a result, the longitudinal moment should be independent in a tailless aircraft are kept essentially constant by the angle of attack of the main wing. For Such auxiliary wings are unsuitable for supersonic aircraft.

It is also known in a supersonic aircraft with delta wing, to provide separate bow wing stubs from the main wing, but these are only used to trim the aircraft when the pressure point is at the transition from subsonic flight changed to supersonic flight. The known flap arrangements could accordingly give no suggestion for the flap device according to the invention in an aircraft with a slim wing.

According to a further embodiment of the invention, the bow flaps rigidly connected by a horseshoe-shaped yoke arranged at their front ends, which was pulled into the upper part of the fuselage during the cruise and with this ends flush. This results in a high degree of strength in the simplest possible way the bow flaps achieved, which are constantly adjusted together in the same sense, because these flaps do not have to generate any control around the longitudinal axis.

According to a further embodiment of the invention is also about a hydraulic drive on the combined elevator and ailerons forming tailgate Acting joystick another joystick is provided, which has hydraulic drives the bow flaps are raised and, at the same time, the fixed one via another hydraulic drive Adjustment of the tailgate in the sense of an enlargement of the deflection angle changed below. This is done automatically when you press the second control stick a counter torque to that generated by pivoting the bow flaps up Torque is generated, this pivoting movement of the tailgate down a further increase in lift result.

An embodiment of the invention is described below with reference to the accompanying drawing. 1 shows a schematic perspective illustration of a supersonic aircraft with raised nose flaps, FIG. Fig. 2 is a graph of the lift coefficient CA as a function of the angle of attack oc, Fig. 3 shows a graph of the coefficient Cm, which indicates the moment and the transverse axis passing through the center of gravity of the aircraft as a function of the lift coefficient CA, FIG. 4 shows a circuit diagram of the hydraulic control circuit.

The supersonic aircraft shown as an exemplary embodiment has a slender delta wing 3. In addition, a dorsal fin 4 with rudder 5 extending backwards in the shape of an arrow is provided. The flaps 6 and 7 provided inside and outside the engine nacelles 8 on the trailing edge are used to control the angle of attack when they are operated in the same direction and for control about the longitudinal axis when they are pivoted in opposite directions.

Two bow flaps 10, which in F ! G. 1 shown in solid lines in an upwardly pivoted position are hinged to the fuselage 1 on a transverse axis 11. Care has been taken that there are no gaps at the joint and at the foot of the bow flaps 10 in order to prevent loss of lift. As indicated by dash-dotted lines, the Bu flaps 10 run out in the not knocked-out position in ribs 12 which are arranged on the aircraft construction.

The two bow flaps 10 are coupled to one another by a horseshoe-shaped yoke 13 and are moved by hydraulic actuating devices 14. In the non-swiveled-out position, the yoke 13 is sunk into the fuselage and cuts off flush with it. In operation, the flaps 6 and / or 7 located on the trailing edges are moved at the same time as the bow flaps 10 , the former being pivoted downwards and the latter upwards.

In the F i g. 2 and 3 , curve 1 corresponds to the slender wing without deflection of the bow or rear flaps. The curve 11 corresponds to a wing in which the nose flaps are adjusted upwards, and the curve III corresponds to a wing in which the nose flaps are adjusted upwards and the tail flaps are adjusted downwards at the same time.

From Fig. 2, when compared with curve 1, it can be seen that at an angle of attack of 10 ' the increase in lift caused by the upward deflection of the bow flaps alone (curve 11) is 0.085 . If the bow flaps are turned up and the tail flaps are turned down at the same time, the increase in lift is 0.24 (curve 111).

This increase could be achieved without the simultaneous adjustment of the bow flaps upwards cannot be achieved because the moments about the transverse axis caused by these Caused by rashes, would not be trimmable.

This is shown in FIG. 3 clearly. Curve 1 shows a negative moment about the transverse axis for a unit wing with lift coefficients greater than CA = 0.34.

Curve II shows high positive moments about the transverse axis for the unit wing, in which the nose flaps are only deflected upwards. Curve III shows that at an angle of attack of 10 ' ( FIG. 2) and with simultaneous deflection of the bow flaps upwards and the tailgate downwards, the coefficient Cm, which indicates the torque about the transverse axis, with a lift coefficient of CA = 0.58 becomes zero.

F i g. 4 shows two control sticks 20, 21 which operate the bow flap valve 22 and two valves 23 and 24, respectively, for the combined elevator and ailerons. The outlet of the bow flap valve 22 is connected via a pipe 25 to two branch lines 26 which lead to the hydraulic servomotors 14 of the yoke 13 . The outlet of the valves is connected via a line 27 to a hydraulic servomotor 28 for the tailgate. The valves 23, 24 are connected via pipes 29, 30 to a double-acting actuating piston 31 for the combined elevator and aileron, which is connected to the servomotor 28 . The output of all hydraulic servomotors 14, 28, 31 is connected to a hydraulic reservoir (not shown in the drawing), which is located on the low-pressure side of the hydraulic source.

With the control stick 20, the bow flaps 10 are pivoted upwards and at the same time the tailgates 6, 7 are turned down, the hydraulic servomotor 28 moving the hydraulic servomotor 31 as a whole. The tailgate 6, 7 are actuated by the stem stick 21 via the servomotor 31 , their starting position being determined by the control stick 20.

Claims (3)

Claims: 1. Flap device for aircraft, the rear flaps of which are arranged at the wing end can be coupled to the front nose flaps for opposing positions, characterized in that, in a known delta wing (3) of a supersonic aircraft, whose on both sides of the fuselage (1) lies at an acute angle into the fuselage extending front sections (10) designed as nose flaps and from a normal flight position, in which they are aligned with lateral ribs (12) on the nose, around a rear axis (11) running parallel to the aircraft transverse axis and to the pivot axis of the tailgate (6, 7) are employable at the top. 2. Flap device according to claim 1, characterized in that the bow flaps (10) are rigidly connected by a horseshoe-shaped yoke (13) arranged at their front ends, which is drawn into the upper part of the fuselage during cruise and is flush with it. 3. Flap device according to claim 1, characterized in that in addition to the control stick (21) acting via a hydraulic drive (31) on the combined elevator and ailerons forming tailgate (6,7 ), a further control stick (20) is provided which is via hydraulic drives (14) lifts the front flaps (10) and at the same time, via a hydraulic drive (28), changes the position of the tailgates (6, 7) determined by the hydraulic drive (31 ) in the sense of increasing the deflection angle downwards. Considered publications: German Patent Specifications Nos. 351 439, 1 049 241; French Patent No. 1189 312; USA. Patent Nos. 1731666, 2156994.