Drive and guide arrangement for a flap which is arranged on an aircraft mainplane

A drive and guidance apparatus for a trailing-edge/landing flap,-arranged on an aircraft mainplane, the apparatus comprising a six-element guide chain having seven rotating joints and one or more shafts; a first coupling element mounted via a crank connected to the mainplane wherein the crank can rotate, the coupling is connected to the flap and to a second coupling element wherein the first coupling can rotate, the second coupling mounted on the mainplane wherein the second coupling can rotate. The second coupling element is connected to the flap via an oscillating support. The crank is arranged wherein the rotation direction of the crank for extension of the flap corresponds to the rotation direction of the crank for the trailing-edge flap of the starboard wing of the mainplane, with the rotation direction of the crank for the trailing-edge flap of the starboard wing being counterclockwise when viewed from the aircraft fuselage.

FIELD OF THE INVENTION

The invention relates to a drive and guidance apparatus for a flap which is arranged on an aircraft mainplane, in particular for a trailing-edge or landing flap.

BACKGROUND OF THE INVENTION

A large number of drive and guidance apparatuses are known for flaps which are arranged on aircraft mainplanes, with a suitable kinematic type being used depending on the aerodynamic and structural constraints. A summary is provided by Holert, Carl, “Interdisziplinäre Synthese von Klappenführungsmechanismen, Deutscher Luft- und Raumfahrtkongress”, Stuttgart 2002, DGLR-JT2002-155 [Interdisciplinary synthesis of flap guidance mechanisms, German Aviation and Spaceflight Congress].

This document describes a drive and guidance apparatus for a flap, which is arranged on an aircraft mainplane, for a trailing-edge or landing flap, as is illustrated inFIG. 4. The drive and guidance apparatus100illustrated there for the starboard wing comprises, when viewed from the aircraft fuselage, a six-element guide chain102with seven rotating joints104-110of the kinematic Watt-I chain type with one or more shafts. In this case, a first coupling element116, which is mounted via a crank114that is connected to the aircraft mainplane112such that it can rotate, is itself in turn connected to the flap118and to a second coupling element120, such that it can rotate, with the second coupling element120being mounted on the aircraft mainplane112such that it can rotate. In this case, the second coupling element120is connected to the flap118via an oscillating support122. The aircraft mainplane112has a wing trailing-edge geometry124and a flap mount126which is firmly connected to it. The landing flap118has a landing-flap geometry128and a flap coupling element130which is firmly connected to it. The flap mount126and the flap coupling element130are components of the guidance apparatus100and connect the landing flap118to the aircraft mainplane112. A crank114which is driven by means of a rotational drive is located in a joint104on the flap mount126. The crank114drives the guidance apparatus100and rotates it clockwise for extension of the flap118. The crank114is connected to the first coupling element116in the joint105such that it can rotate, and the first coupling element116is itself connected to the flap coupling element130in a joint106and to the second coupling element120in a joint107. The second coupling element120is connected to the flap mount126via the joint108, and is connected to the oscillating support122in the joint109. The oscillating support122is connected to the flap coupling element130in a joint110.

This apparatus according to the prior art has an unsatisfactory drive torque profile over the extension movement of the flap. The apparatus requires a large fairing and thus produces a large amount in drag during cruising flight.

SUMMARY OF THE INVENTION

The object of the invention is to achieve a more uniform drive torque profile over the extension movement of the flap, and a more compact design.

The invention achieves the object by means of an apparatus as claimed in the features of claim1.

The apparatus according to the invention has a number of advantages. It carries out complex guidance tasks even with more than three plane positions as well as large translational movements of the flap with small dimensions and with low drive loads. Small dimensions lead to small fairings which are to be used to cover drive and guidance apparatuses underneath the mainplane, and this in turn leads to an improvement in the aerodynamic characteristics of the wing. More than three plane positions have to be provided particularly in the case of continuous flap movements, which can be integrated for the variation of the wing profile curvature in future high-lift systems.

Since, in contrast to many other systems, the apparatus does not include any carriage as a thrust joint, there is also no need to prevent jamming situations occurring on this element. Since rotating joints can be regarded as being free of jamming, the elements of the apparatus according to the invention are designed for the loads which occur during operation. These loads are normally below the level of fault-dependent loads. This in turn results in a drive and guidance apparatus according to the invention being lighter in weight.

The arrangement of the elements allows the mechanical drive either to be integrated in the flap mount or to be arranged in the area behind a rear spar of the mainplane. Integration in the flap mount offers the advantage of clear load introduction into the wing using the mount structure, which is present in any case, to assist the drive, and without any additional mount being required for the drive. The small amount of space behind the rear spar remains free for the integration of other systems.

The accommodation of the drive in the space behind the rear spar has the advantage that the mechanical drive power need not be passed via shafts and transmissions from the area behind the rear spar to the flap mount. The mechanical drive train at the rear spar can in fact be passed through virtually in a straight line on the rear spar.

REFERENCE NUMERALS

DETAILED DESCRIPTION OF SPECIFIC EMBODIMENTS

The description above and below and the drawings of the present document focus on one or more currently preferred embodiments of the present invention and also describe some exemplary optional features and/or alternative embodiments. The description and drawings are for the purpose of illustration and not limitation. Those of ordinary skill in the art would recognize variations, modifications, and alternatives. Such variations, modifications, and alternatives are also within the scope of the present invention. Section titles are terse and are for convenience only.

FIG. 1shows a drive and guidance apparatus10according to the invention for the starboard wing, viewed from the aircraft fuselage. This apparatus10comprises a six-element guide chain12with seven rotating joints14-20of the kinematic Watt-I chain type with one or more shafts. In this case, a first coupling element26, which is mounted via a crank24that is connected to the starboard wing of the aircraft mainplane22such that it can rotate, is itself in turn connected to the flap28and to a second coupling element30such that it can rotate, and the second coupling element30is mounted on the starboard wing of the aircraft mainplane22such that it can rotate. In this case, the second coupling element30is connected to the flap28via an oscillating support32. In the illustrated retracted position of the flap, the first coupling element26is arranged in front of the second coupling element30in the direction of flight.

The starboard wing of the aircraft mainplane22has a wing trailing-edge geometry34and a flap mount36which is firmly connected to it by means of the bearings35. The landing flap28has a landing-flap geometry38and a flap coupling element40which is firmly connected to it. The flap mount36and the flap coupling element40are components of the guidance apparatus10and connect the landing flap28to the starboard wing of the aircraft mainplane22. A crank24which is driven by means of an actuating drive is located in a joint14on the flap mount36. The actuating drive in this example is a rotational drive.

The crank24drives the guidance apparatus10and rotates it for extension of the flap28in the counterclockwise direction. The crank24is thus arranged in such a manner that the rotation direction of the crank24for extension of the flap28corresponds to the rotation direction of the crank for the trailing-edge flap on the starboard wing of the mainplane22, with the rotation direction of the crank for the trailing-edge flap on the starboard wing of the mainplane being counterclockwise when viewed from the aircraft fuselage.

The crank24is connected to the first coupling element26in the joint15such that it can rotate, and the first coupling element26is itself connected to the flap coupling element40in a joint16and to the second coupling element30in a joint17. The second coupling element30is connected to the flap mount36via the joint18, and is connected to the oscillating support32in the joint19. The oscillating support32is connected to the flap coupling element40in a joint20. A rear spar42is a component of the starboard wing of the aircraft mainplane22, and separates the wing trailing-edge geometry34from a tank space44. The drive and guidance apparatus10is covered by a fairing46.

In a cruise-flight configuration as illustrated inFIG. 1, the flap geometry38is adjacent to the contour48of the wing trailing-edge geometry34. The drive and guidance apparatus is completely covered by the fairing46in this position.

FIG. 2shows the guidance apparatus10according to the invention fromFIG. 1in the extended position. Operation of the crank24via the actuating drive in the counterclockwise direction inFIG. 1results in the first coupling element26being moved to the rear, to the position shown inFIG. 2. During this process, the second coupling element30is rotated by the first coupling element26to the illustrated position. During this process, the flap28is first of all moved predominantly translationally to the rear, to an intermediate position that is not shown. The flap then rotates mainly to the fully extended landing position, as shown inFIG. 2. The rear part of the fairing is in this case folded downwards by means of auxiliary kinematics, which are not illustrated, in order to provide the required space for the rotating landing flap. The flap28is moved to the position illustrated inFIG. 2, in which it is firstly connected to the first coupling element26and is secondly supported via the oscillating support32on the second coupling element30.

FIG. 3shows a further embodiment of a guidance apparatus according to the invention with a linear drive, which acts on the front coupling element, in the retracted position. Identical elements to those inFIG. 1are provided with reference symbols followed by primes.FIG. 3shows a drive and guidance apparatus50according to the invention for the starboard wing, viewed from the aircraft fuselage. In this case, a first coupling element54, which is mounted via a crank52, in this case an oscillating support that is connected to the starboard wing of the aircraft mainplane51such that it can rotate, is itself in turn connected to the flap28′ and to a second coupling element30′ such that it can rotate, which is mounted on the starboard wing of the aircraft mainplane51such that it can rotate. In this case, the second coupling element30′ is connected to the flap28′ via an oscillating support32′. The starboard wing of the aircraft mainplane51has a wing trailing-edge geometry34′ and a flap mount56which is firmly connected to it by means of the bearings35′. The flap28′ has a landing-flap geometry38′ and a flap coupling element40′ which is firmly connected to it. The flap mount56and the flap coupling element40′ are components of the guidance apparatus50and connect the flap28′ to the starboard wing of the aircraft mainplane51. The crank52is connected to a joint58, such that it can rotate freely, on the flap mount56. The crank52is connected to the first coupling element54such that it can rotate, and the first coupling element54is itself connected to the flap coupling element40′ and to the second coupling element30′. The second coupling element30′ is connected to the flap mount56and to the oscillating support32′ such that it can rotate. The oscillating support32′ is connected to the flap coupling element40′. The drive and guidance apparatus50is covered by a fairing46′.

A linear actuating drive60is connected to the flap mount56in a joint62such that it can rotate. The linear actuating drive60drives the first coupling element54via a rotating joint64and thus the guidance apparatus50.

The crank52rotates in the counterclockwise direction for extension of the flap28′. The crank52is thus arranged in such a manner that the rotation direction of the crank52for extension of the flap28′ corresponds to the rotation direction of the crank for the trailing-edge flap on the starboard wing of the mainplane51, with the rotation direction of the crank for the trailing-edge flap on the starboard wing of the mainplane being in the counterclockwise direction when viewed from the aircraft fuselage.

Alternatively, the drive and guidance apparatus has a translational actuating drive, which is not shown but is linked to the flap or to the crank. The flap or the crank in these cases has an additional joint.

In a further embodiment, which is not shown, the drive and guidance apparatus has a rotational actuating drive which is linked via an oscillating support to the first coupling element, to the flap or to the crank. The first coupling element, the flap or the crank in these cases has an additional joint.

Throughout the description and drawings, example embodiments are given with reference to specific configurations. It will be appreciated by those of ordinary skill in the art that the present invention can be embodied in other specific forms. Those of ordinary skill in the art would be able to practice such other embodiments without undue experimentation. The scope of the present invention, for the purpose of the present patent document, is not limited merely to the specific example embodiments of the foregoing description, but rather is indicated by the appended claims. All changes that come within the meaning and range of equivalents within the claims are intended to be considered as being embraced within the spirit and scope of the claims.