Abstract:
The flap deploying device deploys a flap provided at a leading edge or a trailing edge of a main wing of the aircraft, the deploying device including: a drive source; a moving mechanism with a moving body advancing and retracting by power of the drive source; a carriage mechanism that carries advancing and retracting motion of the moving body to the flap so as to deploy the flap between a retracted position and a deployed position; and a rail that guides the carriage mechanism. Since the moving mechanism is arranged lateral to the rail in the wingspan direction of the main wing, the dimension of the wing in a thickness direction can be reduced at least by a dimension corresponding to the moving mechanism. Therefore, the wing can be made thinner, or the projecting height of a flap track fearing can be reduced.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    1. Field of the Invention 
         [0002]    The present invention relates to a deploying device for a flap provided at a leading edge or a trailing edge of a main wing of an aircraft, and an aircraft. 
         [0003]    2. Description of the Related Art 
         [0004]    In aircrafts, fuel consumption is improved by employing a main wing with a thin airfoil section having a small drag coefficient. Since the airfoil section as described above has a low lift coefficient at low speed, takeoff/landing performance is deteriorated. To allow the aircrafts to take off from and land on a short runway, a flap is provided at a leading edge or a trailing edge of the main wing. When the flap is deployed in a chord direction, a lift coefficient much higher than the original lift coefficient generated by the airfoil section is temporarily obtained. The flap is deployed by a deploying device that is accommodated within the main wing. 
         [0005]    In general, the flap deploying device includes a drive source and an actuator including a mechanism that converts power of the drive source to motion of the flap. For example, National Publication of International Patent Application No. 2008-539871 discloses an actuator using a hydraulic cylinder. National Publication of International Patent Application No. 2011-504149 also discloses a rotating pinion and a toothed movement element (rack) that meshes with the pinion. A configuration in which a screw jack is used as an actuator has been also known. 
         [0006]    In recent years, there is a demand for improvement in the fuel consumption of aircrafts, and thus, there is a demand for further reduction in the thickness of main wings. However, there are some restrictions. One of the restrictions relates to the flap deploying device described above. Since the device occupies a substantial space within the main wing, the main wing cannot be made thinner depending on a relationship with various components accommodated within the main wing. A portion of the flap deploying device that cannot be accommodated within the main wing (a non-accommodated portion) is covered with a flap track fairing (abbreviated to FTF below) so as to reduce air resistance. If the non-accommodated portion is increased, only the FTF cannot sufficiently reduce the air resistance (improve the fuel consumption). 
         [0007]    The present invention has been made in view of the technical problem as described above, and an object thereof is to provide a flap deploying device which can reduce the thickness of a wing by optimizing the arrangement of a flap deploying device. 
       SUMMARY OF THE INVENTION 
       [0008]    To achieve the above object, the present invention is a deploying device which deploys a flap provided at a leading edge or a trailing edge of a main wing of an aircraft, the deploying device comprising: a drive source; a moving mechanism that comprises a moving body advancing and retracting by power of the drive source; a carriage mechanism that carries advancing and retracting motion of the moving body to the flap so as to deploy the flap between a retracted position and a deployed position; and a rail that guides the carriage mechanism, wherein the moving mechanism is arranged lateral to the rail in a wingspan direction of the main wing. 
         [0009]    In the present invention, since the moving mechanism as an element of an actuator device is arranged lateral to the rail in the wingspan direction of the main wing, the dimension of the wing in a thickness direction can be reduced at least by a dimension corresponding to the moving mechanism. Therefore, in accordance with the present invention, the wing can be made thinner, or the projecting height of an FTF can be reduced. 
         [0010]    In the flap deploying device according to the present invention, a screw jack including a screw that is rotationally driven by the drive source, and the moving body that meshes with the screw so as to be relatively rotatable may be used as the moving mechanism. 
         [0011]    In the flap deploying device according to the present invention, the carriage mechanism including a first carriage section and a second carriage section that are rotatably coupled to each other may be used, the first carriage section and the second carriage section integrally moving along the rail. 
         [0012]    Preferably, the rail is provided substantially along a wing chord direction. 
         [0013]    The present invention also provides an aircraft comprising the flap deploying device described above. 
         [0014]    In accordance with the present invention, since the moving mechanism is arranged lateral to the rail, the dimension of the main wing in the thickness direction can be reduced. Therefore, in accordance with the present invention, the main wing can be made thinner, or the projecting height of the FTF can be reduced. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0015]      FIG. 1  is a perspective view illustrating a main wing of an aircraft; 
           [0016]      FIG. 2  is a view illustrating a flap deploying device according to a present embodiment; 
           [0017]      FIG. 3  is a view illustrating the flap deploying device when a flap is moved to a deployed position according to the present embodiment; 
           [0018]      FIG. 4  is a view illustrating the arrangement of a screw jack in the flap deploying device according to the present embodiment; 
           [0019]      FIG. 5  is a view illustrating a carriage assembly in the flap deploying device according to the present embodiment; 
           [0020]      FIG. 6  is an enlarged sectional view around a track roller in the flap deploying device according to the present embodiment; and 
           [0021]      FIG. 7  is an enlarged view of a gimbal portion in  FIG. 4 . 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
       [0022]    In the following, the present invention is described in detail based on an embodiment shown in the accompanying drawings. 
         [0023]    The present embodiment relates to a flap  3  provided at a main wing  1  (a main wing body  2 ) of an aircraft as shown in  FIG. 1 . The flap  3  is arranged behind a spoiler  4  along a trailing edge of the main wing body  2 . The flap  3  can be deployed between a cruising position and a takeoff/landing position by a deploying device  10  according to the present embodiment. While the aircraft is cruising, the flap  3  is placed at the cruising position ( FIG. 2 , may be referred to as retracted position below) that is flush with a wing surface of the main wing body  2 . When the aircraft takes off or lands, the flap  3  is deployed and placed at the takeoff/landing position ( FIG. 3 , referred to as deployed position below). The flap  3  may be arranged at the same position, or may be arranged at different positions when the airplane takes off and when the airplane lands. 
         [0024]    In the following, the specific configuration of the deploying device  10  is described. A flight direction of the aircraft is defined as front, and a direction opposite thereto is defined as rear. 
         [0025]    The deploying device  10  is accommodated within a movable FTF  5  when the flap  3  is at the retracted position as shown in  FIG. 2 . The FTF  5  is provided so as to reduce air resistance that the main wing  1  receives when the deploying device  10  is exposed on the outside. The FTF  5  is displaced following the flap  3 . When the flap  3  is at the deployed position, the FTF  5  is rotated counterclockwise relative to the retracted position as shown in  FIG. 3 . Thus, the deploying device  10  is partly exposed from the FTF  5 . However, the exposed portion is hidden behind the main wing body  2 , so that an increase in the air resistance can be suppressed. Although the flap  3  provided at the trailing edge is described below, the same applies to a flap provided at a leading edge. 
         [0026]    As shown in  FIGS. 2 and 3 , the deploying device  10  includes a track assembly  20 , a carriage assembly  30 , an FTF drive link  40 , and an actuator  50  as main constituent elements. 
         [0027]    The deploying device  10  moves the flap  3  between the retracted position and the deployed position by moving the carriage assembly  30  that supports the flap  3  along the track assembly  20  by the actuator  50 . The FTF drive link  40  couples the track assembly  20  and the carriage assembly  30  to the FTF  5 . The FTF drive link  40  is displaced along with the movement of the carriage assembly  30  to thereby move the FTF  5 . 
         [0028]    As shown in  FIGS. 2 and 3 , the track assembly  20  includes a support body  21  with ensured rigidity, and a track rail  23  supported on an upper surface of the support body  21 . The support body  21  is fixed to a lower surface of the main wing body  2  at two positions of a position L 1  and a position L 2 . 
         [0029]    The track rail  23  is provided substantially along a chord direction. 
         [0030]    The track rail  23  extends sloping linearly downward from a front side to a predetermined position, and slopes at a larger angle from the predetermined position. The carriage assembly  30  is guided along the path. As shown in  FIG. 4 , the track rail  23  includes a guide groove  25  composed of an H-shaped cross sectional portion. A roller  33  of the carriage assembly  30  runs while rolling in the guide groove  25 . 
         [0031]    A coupling fitting  27  to which the FTF drive link  40  is coupled is mounted to a rear end of the track rail  23 . The coupling fitting  27  is fixed to the track rail  23 . 
         [0032]    The carriage assembly (a carriage mechanism)  30  supports the flap  3  and moves along the track rail  23  to thereby move the flap  3  between the retracted position and the deployed position. The carriage assembly  30  includes a forward carriage (a first carriage section)  31 , and an aft carriage (a second carriage section)  35  (also see  FIGS. 4 and 5 ). The forward carriage  31  and the aft carriage  35  are rotatably coupled to each other by a coupling pin P 1 . Thus, the forward carriage  31  and the aft carriage  35  integrally move along the track rail  23 . When the aft carriage  35  reaches the portion where the track rail  23  slopes at a larger angle, the aft carriage  35  can move with an angle relative to the forward carriage  31  changed. 
         [0033]    As shown in  FIGS. 4 and 6 , the forward carriage  31  includes a frame  32  having a U shape in cross section. A pair of side walls  32   a  and  32   b  constituting the frame  32  are arranged with the track rail  23  therebetween. A pair of rollers  33  are rotatably mounted to the insides of the respective side walls  32   a  and  32   b  of the frame  32  by fixing pins P 2 . The rollers  33  roll and run within the guide groove  25  of the track rail  23 . The rollers  33  are provided in two sets that are arranged in a front-rear direction. The frame  32  includes a bottom wall  32   c.  The track assembly  20  including the track rail  23  is arranged in a region surrounded by the side walls  32   a  and  32   b,  and the bottom wall  32   c.  The coupling pin P 1  is provided penetrating the side walls  32   a  and  32   b  in an upper portion opposing the bottom wall  32   c.  A coupling fitting  3   a  mounted to a lower surface of the flap  3  is rotatably coupled to the coupling pin P 1 . 
         [0034]    As shown in  FIG. 6 , a pad  34  is interposed between the side wall  32   a  and the track rail  23 , and between the side wall  32   b  and the track rail  23 . The pad  34  is provided so as to cause the forward carriage  31  to smoothly slide on the track rail  23  when the forward carriage  31  moves. Therefore, the pad  34  is preferably made of a material with a low frictional coefficient such as a material containing polytetrafluoroethylene (PTFE). The same applies to the aft carriage  35 . 
         [0035]    As shown in  FIG. 5 , the aft carriage  35  includes a frame  36  having a U shape in cross section, and rollers (not shown) that roll and run within the guide groove  25  of the track rail  23  in a similar manner to the forward carriage  31 . 
         [0036]    Two coupling fittings  37  and  38  are mounted to the frame  36  at an interval so as to be rotatable clockwise and counterclockwise, respectively. As shown in  FIG. 3 , a coupling fitting  3   b  mounted to the lower surface of the flap  3  is rotatably coupled to the coupling fitting  37 . A coupling fitting  3   c  mounted to the lower surface of the flap  3  is coupled to the coupling fitting  38  such that both the fittings can advance and retract. 
         [0037]    A coupling fitting  39  to which the FTF drive link  40  is coupled is mounted to a rear end of the frame  36 . The coupling fitting  39  is fixed to the frame  36 . 
         [0038]    The FTF drive link  40  constitutes a link mechanism that links the carriage assembly  30  to the FTF  5  so as to move the FTF  5  along with the movement of the carriage assembly  30 . 
         [0039]    The FTF drive link  40  includes a first link  41  that is rotatably coupled to a coupling fitting  5   a  fixed to the FTF  5 , a second link  42  whose intermediate portion is rotatably coupled to an end portion of the first link  41 , and a third link  43  whose one end is rotatably coupled to one end of the second link  42 . The second link  42  is bent at the intermediate portion, and the other end thereof is rotatably coupled to the coupling fitting  27  of the track rail  23 . The other end of the third link  43  is rotatably coupled to the coupling fitting  39  of the aft carriage  35 . 
         [0040]    The deploying device  10  having the aforementioned configuration includes the actuator  50  for driving the flap  3 . 
         [0041]    As shown in  FIGS. 2 and 3 , the actuator  50  includes an electric motor (a drive source)  51  that outputs torque, and a screw jack (a moving mechanism)  53  that operates with the output power of the electric motor  51  as main constituent elements. When the screw jack  53  operates in the front-rear direction, the flap  3  moves between the retracted position and the deployed position. 
         [0042]    As shown in  FIGS. 4 and 7 , the screw jack  53  includes a rod-like screw  53   a  and a moving body  53   b  that meshes with the screw  53   a  so as to be relatively rotatable. A male thread is formed around the screw  53   a,  and a female thread fitted to the male thread on the screw  53   a  is formed on the moving body  53   b.  The moving body  53   b  advances and retracts in directions (front and rear) according to a rotational direction when the screw  53   a  is rotated. 
         [0043]    The screw  53   a  is rotatably supported on a speed changer  55  arranged on the front end side ( FIGS. 2 and 3 ), and rotatably supported on a gimbal mechanism  57  fixed to the forward carriage  31  via the moving body  53   b  ( FIG. 7 ). Accordingly, the axial rotation of the screw  53   a  is allowed, but the axial movement thereof is restricted. The speed changer  55  changes the speed of the output power of the electric motor  51  so as to fit to rotation required for the screw  53   a.  The moving body  53   b  is a constituent element of the gimbal mechanism  57 . 
         [0044]    The gimbal mechanism  57  is mounted to a pair of upper and lower arms  52   d  and  52   e  that extend laterally from the frame  32  of the forward carriage  31  as shown in  FIGS. 4 and 7 . 
         [0045]    The gimbal mechanism  57  is provided so as to maintain the screw  53   a  in a fixed posture even when the forward carriage  31  is displaced in a horizontal direction H and a vertical direction V. To this end, the gimbal mechanism  57  includes a gimbal  57   a  and the moving body  53   b  arranged within the gimbal  57   a.  The gimbal  57   a  has a rotational axis along the vertical direction, and is rotatably supported on a support pin P 3  that is fixed penetrating the arms  52   d  and  52   e.  The moving body  53   b  constituting the gimbal within the gimbal  57   a  has a rotational axis along the horizontal direction, and is rotatably supported on a support pin P 4  that is fixed to the gimbal  57   a  in the horizontal direction. Since the moving body  53   b  is supported in the gimbal  57   a  as described above, the axial rotation of the screw  53   a  is restricted. Even when the forward carriage  31  is displaced in the horizontal direction H and the vertical direction V, the displacement is absorbed by the gimbal  57   a  and the moving body  53   b  respectively rotating in predetermined directions, so that the screw  53   a  is maintained in a fixed posture. The gimbal mechanism  57  can thereby smoothly maintain the meshing between the screw  53   a  and the moving body  53   b.    
         [0046]    The operation of the deploying device  10  having the aforementioned configuration when moving the flap  3  is described below. 
         [0047]    When the electric motor  51  is driven to rotate the screw  53   a  of the screw jack  53  in a predetermined direction at the retracted position ( FIG. 2 ), the moving body  53   b  moves backward. Since the moving body  53   b  is mounted to the arms  52   d  and  52   e  of the forward carriage  31  via the gimbal mechanism  57 , the carriage assembly  30  moves backward while being guided along the track rail  23  in synchronization with the backward movement of the moving body  53   b.  Accordingly, the flap  3  mounted to the carriage assembly  30  also moves backward. Since the third link  43  of the FTF drive link  40  is coupled to the aft carriage  35 , the third link  43  is pushed backward, and the second link  42  coupled to the third link  43 , and the first link  41  coupled to the second link  42  are thereby rotated counterclockwise, so that the FTF  5  is moved counterclockwise. 
         [0048]    When the carriage assembly  30  moves to an end point along the track rail  23 , the flap  3  moves to the deployed position shown in  FIG. 3 , and the FTF  5  also moves to a position shown in  FIG. 3 . 
         [0049]    To return the flap  3  at the deployed position to the retracted position, the electric motor  51  is rotated opposite to the direction to move the flap  3  to the deployed position. 
         [0050]    The deploying device  10  according to the present embodiment is featured in that the screw jack  53  is arranged lateral to the track rail  23 . The lateral side means a lateral side in a wingspan direction of the main wing body  2 , and differs from a lateral side in the vertical direction, i.e., a thickness direction of the main wing body  2 . 
         [0051]    Although the screw jack  53  may be placed below or above the track rail  23 , the screw jack  53  occupies a large space in the thickness direction of the main wing  1  in this case. It is thus necessary to increase the thickness of the main wing body  2 , or increase the FTF  5  in the direction. In contrast, when the screw jack  53  is arranged lateral to the track rail  23 , the main wing body  2  can be correspondingly made thinner, or the vertical dimension of the FTF  5  can be reduced. This means that the resistance that the aircraft receives during a flight is reduced, and flight performance can be improved. 
         [0052]    When the screw jack  53  is arranged lateral to the track rail  23 , the main wing  1  including the flap  3  can be also designed with a higher degree of freedom. That is, when a new type of aircraft is manufactured, an actuator suitable for the aircraft may be newly designed in some cases, and the existing actuator may be used in other cases as the actuator  50  including the screw jack  53 . Although the actuator is newly designed in consideration of an arrangement place in the former case, this cannot be applied to the actuator in the latter case. Therefore, if the screw jack is allowed to be arranged lateral to the track rail in addition to the positions below and above the track rail, the degree of design freedom of the main wing  1  can be increased. 
         [0053]    Although the present invention has been described above based on the embodiment, the gist of the present invention is that the screw jack  53  of the actuator  50  is arranged lateral to the track rail  23 . The constitutions described in the embodiment described above may be also freely selected or changed into other constitutions without departing from the gist. 
         [0054]    For example, the form of the track assembly  20  is merely an example. The track assembly  20  only needs to have a function to guide the carriage assembly  30  within a predetermined range. The same applies to the carriage assembly  30 , the FTF drive link  40 , and the actuator  50 .