Figure 6.2 shows a sketch of a fork.
Fig.6.2 - Sketch of a fork
where 
.
. We accept for eyelet. Let us determine the outer diameter of the fork from the tensile strength condition:
.
The parameters of the forks in the rocker are the same, but at the junction of rod 2 (Fig. 6.1) with the rocker, the groove in the fork under the eye is made larger to ensure rotation of the rocker at specified angles.
6.4 Hub calculation
A particularly important component of the rocker is the hub, which must ensure free rotation of the rocker without jamming, as well as the absence of play along the axis of rotation of the rocker. To provide a base for possible unexpected lateral loads, two spaced bearings are installed in the hub. For a given load, we select ball bearings with the following geometric characteristics: outer diameter D = 13 mm; internal diameter d = 5 mm; ring width B = 4 mm (GOST 3385-75).
Using the above formulas, we similarly calculate the rocker ear at the point where the hinge unit is attached to the bracket.
We obtain the following geometric parameters:
inner ear diameter: ; ear outer diameter:;
The thickness of the ear, taking into account two bearings and a bushing, is .
The thickness of the fork at the junction of the rocker with the hitch unit will be determined from the crushing condition d = 5 mm, R = 283N.
Let us determine the thickness of the fork from the condition of the crushing strength of the fastening element:
where 
.
In accordance with a number of normal linear dimensions according to GOST 6636 - 69 we accept .
Accepted for eyelet.
Let us determine the outer diameter of the fork from the tensile strength condition:
In accordance with a number of normal linear dimensions in accordance with GOST 6636-69 and for design reasons, we accept .
Since all conditions are met, the fork with the selected geometric parameters will withstand the required force.
Let us determine the diameter of the d axis from the condition of shear strength using the formula:
We take the axis diameter to be 5 mm (GOST 9650-80).
The geometric parameters of the fork at the junction of the rod with the aileron are the same as at the junction of the rod with the rocker.
7. Flap calculation
The flap is the tail part of the wing that is deflected downwards. Flaps are placed on sections of the wing not occupied by ailerons. There are rotary, slotted and retractable flaps.
When the rotary flap is deflected downward, the curvature of the profile in the section of the wing occupied by the flap increases, which leads to an increase with y. When the flap is deflected, the curve with y = f(α) shifts qualitatively the same way. as when the flap is deflected. The difference is that when the rotary flap is deflected, the critical angle of attack decreases by a greater amount than when a simple flap is deflected.
The most favorable parameters of the rotary flap: chord b 3 = (0.2.0.25) b and maximum deflection angle δ ЗMAX = 40.50°. Rotary flaps, which are inferior in efficiency to other types of flaps, are used very rarely.
When the slotted flap is deflected, a profiled gap is created between it and the main part of the wing. The air passing through this gap blows off the boundary layer on the upper surface of the flap, which delays the stall to high angles of attack. Thanks to this, the slotted flap creates a greater increase in cv. than rotary. The disadvantage of a slotted flap is that the drag in the non-deflected state is greater than that of a rotary flap due to the presence of a slot. To eliminate this drawback, the position of the rotation axis and the outline of the flap tip are selected in such a way that in its non-deviated position the slot would be completely closed. Slotted flaps usually have a chord b 3 = (0.25.0.3) b and maximum deflection angle δЗMAX =50.60°.
Flaps usually have a design similar to rudders and ailerons, containing a standard set of structural elements - longitudinal beams, walls, stringers, ribs, end stringers and skin. The design diversity of designs is increasing due to the widespread use of honeycomb and other fillers and the creation of multilayer structures using composite materials.
Methods of flap suspension are again closely related to the development of the kinematic scheme. The most common methods have become the installation of flaps on brackets (deflecting flaps) and on rails (retractable or retractable flaps).
In this work, a retractable, single-slot flap is used (Fig. 7.1).
Fig.7.1 - retractable, single-slot flap
The flap is controlled by a screw-nut mechanism. Due to the difficulties of calculating this connection, we constructively accept the internal diameter of the nut d g = 6 mm
The auxiliary polar makes it relatively easy to construct polars for various takeoff and landing flight modes.It is most convenient to start by constructing a polar that corresponds to the landing configuration of the aircraft without taking into account the influence of the ground. This polar is necessary to calculate the aircraft's pre-landing glide.
Polar is built on the assumption that all means of mechanization (flaps, slats, flaps, etc.), as well as the landing gear, are in a position that meets the conditions of pre-landing planning (flap deflection angle 35 45 O).
Before calculating the polarization, it is necessary to clarify what kind of mechanization is used on this aircraft. If the diagram of the aircraft in the task does not allow you to give an unambiguous answer to this question (for example, the type of flaps is not clear - simple or slotted, etc.), you should ask for a very specific mechanization using data from a domestic aircraft similar to this type. This circumstance must be specified in the text explanatory note. In table 6 shows efficiency data various types wing mechanization (increase C ya max and increase resistance C xa0).
It is convenient to start calculating polars for landing modes by plotting the dependence C ya = f( ). This dependence can easily be obtained based on the previously constructed dependence C ya = f( ) for an aircraft with the mechanization removed.
Table 6
|
Configuration |
Type of mechanization |
δ o opt. |
C yа max |
C xa0 |
|
Original wing C ya max = 1,0;C xa min = 0,009. |
- |
- |
- |
|
 |
Simple shield |
60 |
0,80 |
0,23 |
 |
TsAGI shield |
45 |
1,15 |
0,21 |
 |
Simple flap. |
60 |
0,9 |
0,12 |
 |
Single slot flap |
40 |
1,18 |
0,13 |
 |
Double-slot flap |
30/55 |
1,4 |
0,23 |
 |
Three-slot flap |
30/44/55 |
1,6 |
0,23 |
 |
Fowler flap |
30 |
1,67 |
0,1 |
 |
Double slot flap Fowler |
15/30 |
2,25 |
0,15 |
|
|
Slat |
25...30 |
0,6...0,9 |
0 |
|
|
Kruger's shield |
40...45 |
0,4...0,5 |
0 |
|
|
Deflectable wing tip |
30 |
0,55 |
0 |
Here you should keep in mind the following properties of mechanized wings:
mechanization practically does not change the parameter C α ya, therefore, the slope of the linear portion of the curve C ya = f( ) does not change due to mechanization;
mechanization of the trailing edge (flaps) significantly changes the value of the angle of attack of zero lift 0 by the amount 0 . Mechanization at the leading edge does not change 0 ;
thanks to mechanization it gains C ya max by the amount C ya max ;
chassis extension increases C xa0 aircraft approximately one and a half times;
the release of the slats has virtually no effect on C xa0 ;
the deviation of the wing trailing edge mechanization greatly increases C xa0 ;
in propeller-driven aircraft, the blowing of part of the wing surface by the propellers affects the lift force;
the air stream created by the propellers has a speed greater than the flight speed, and therefore, in the sections of the wing blown by the propellers, a lifting force is created that is greater than on the rest of the wing. In addition, with oblique blowing of the propellers, a vertical component of the thrust force arises, depending on the angle of attack and participating in the creation of lift. All this is approximately taken into account by changing C ya .
wing in the case of simultaneous use of various types of mechanization on the wing is determined as the sum of increments
C ya max from each of these types: =
TO 1
TO 2
TO 3
TO 4
TO 5
+
TO 4
TO 5
TO 6
TO 7
+
C ya f. , (16)
Where
- increment of the maximum lift coefficient from all types of mechanization;
- increment in the lift coefficient from the mechanization of the trailing edge of the wing. Determined according to the data in table. 6;
increase in the lift coefficient from the mechanization of the leading edge of the wing. Determined according to the data in table. 6.
C ya f.- increment in the lift coefficient due to the influence of the fuselage.
Correction factors take into account the impact on
: TO 1
relative wing thickness c; TO 2
- mechanization deflection angle
o mex. ; TO 3
- relative chord of mechanization b mex. ; TO 4
- relative scope of mechanization l mex. =l mechanical /l; TO 5
- sweep along 1/4 chords of the wing
;
TO 6
- angle of deflection of the leading edge mechanization
PC. /
wholesale
; TO 7
relative chord of leading edge mechanization b PC. =b PC. /b s.g.x. .
In table 6 accepted notations: wholesale- the optimal value of the deflection angle of the mechanization, corresponding to the coefficient of maximum lift of the wing with the type of mechanization under consideration; C ya max- increment of the maximum lift coefficient; C xa0- increase in resistance coefficient from mechanization at o wholesale .
Experimental data in table. 6 correspond to the following initial geometry of the mechanized wing: = 12, = 1, c= 10%, = 0; mechanization of the trailing edge of the wing with a relative chord of 30% and mechanization of the leading edge of the wing with a chord 15% located along the entire wing span.
Correction factors TO i(Fig. 13 and 14) take into account the difference in the geometric characteristics of the mechanized wing under consideration from the tabular one. Dot A on the graphs corresponds to the table wing.
Received values
0
And
allow you to build a graph C ya = f(
)
for aircraft landing configuration. The angle of attack with deflected wing trailing edge mechanization decreases by approximately 3
5
O compared to a non-mechanized wing.
Aerodynamic forces act on the flap in flight. The magnitude and distribution of the load are determined based on the results of purging in the wind tunnel with the flap in the non-deflected and deflected position. Due to their smallness, the gravity forces of the flap structure are neglected.
In the absence of purge results, use the load distribution along the span and chord of the flap shown in Fig. 7.2. The load distribution along the chord is taken along the trapezoid, and the height of the load ordinate at the leading edge is equal to , and at the trailing edge is equal. The load distribution along the span is proportional to the chords.
Fig.7.2 Load distribution
Let us determine the value of the velocity pressure for the flap:
, (7.1) where is the air density, kg/m 3 ;
Maximum aircraft speed, m/s;
and the value according to the formula:
(7.2)
Dad.
Let us determine the distribution of the load on the flap along the span:
N/m (7.3)
where is the flap chord.
The spanwise load will have a constant value N/m.
Due to the fact that the aileron and flap are similar, both in their shape and in the calculation method, further calculations are carried out similarly to the aileron. Since the loads on the flap are several times smaller, the parameters of the longitudinal-transverse set and flap skin are taken to be the same as those of the aileron.
The width of the flanges along the length of the beam for the flap spar is taken as .
Top and bottom flange values 0.96 mm (8 layers)
Spar wall thickness 0.96 mm (8 layers)
We take the thickness of the skin equal to 1 mm.
Conclusion
In this work, calculations were made of the spars (front, rear), struts, attachment points for the struts to the wing, the main elements of the longitudinal-transverse set of the aircraft wing: power ribs, aileron, flap, differential rocker, control rods, attachment points. Structural and technological solutions were selected for ribs, wing tip, aileron and flap brackets, rocker, and skin. The wing tip was made removable for servicing the rocker and control rods. The wing skin was assumed to be smooth. All elements were selected not only from the conditions of minimum weight and maximum strength, but also ease of manufacture and efficiency.
Also in this work, service hatches were provided for draining and filling fuel, replacing the fuel tank, as well as to ensure ease of assembly and repair of the wing
Simple shield (Fig. 7.6). Its longitudinal set consists of spar 1, front 3 and tail 4 stringers. The transverse set consists of a system of split ribs 2.
On the underside, the casing is attached to the frame with rivets. Sometimes, to give the shield greater rigidity, sheathing is also installed on the upper side.
The main power element of the shield is the spar, located near the center of pressure. Under the influence of a load, the spar acts as a multi-support beam supported on the lift rods. The spar is usually made from a standard profile.
Ribs are made by stamping from sheet material. Fastening to the spar is carried out with rivets on the flanged wall or using an angle plate. The tails of the ribs are attached to the tail stringer, which is usually made by stamping from sheet material.
The shield is mounted on the wing using a ramrod. Hinges made of special profile 5 are riveted into the front edge. The same hinges are also present on the rear wing spar.
The shield is controlled by moving the rod along its axis, on which the lift rods are hinged. Moving it in one direction causes the shield to deflect, and in the other direction – cleaning.
Less common are simple flaps, the mounting of which on the wing is carried out using two or more fork-type units. In Fig. Figure 7.7 shows the attachment of a simple shield on three such units. The flap is controlled by a lift, the force of which is applied to a lever mounted on the flap in the cross section of the linkage unit.
In the retracted position, the simple flap is secured with locks to prevent it from being sucked out in flight.
The spar of a simple shield with a ramrod fastening is loaded by the reactions of the ribs, but since the latter are located relatively often, the spar can be considered loaded by distributed forces. The magnitude of the linear load of the spar (Fig. 7.8) will be the magnitude of the linear load of the cleaning rod
Rice. 7.6. Simple shield design
Rice. 7.7. Hanging a simple shield on fork-type units
The spar is a multi-support beam, the supports of which are lift rods. Diagrams of bending moments and shearing forces are constructed using the three-moment theorem.
By composing an equation of three moments for each intermediate support and then solving these equations together, the values of the support moments are obtained. Then the support reactions are calculated.
After determining the support moments and reactions, diagrams of shearing forces and bending moments along the spar are constructed (Fig. 7.9). The size of the cross-section of the spar is determined by the magnitude of shear forces and bending moments.
Rice. 7.10. Leading edge hinges
The ramrod on which the shield is hung works for shearing. Load on one shear plane (Fig. 7.10)
Then the diameter of the cleaning rod
where tв is the destructive shear stress of the ramrod material.
Tander rods work on compression. The traction force is determined by the found reactions of the flap spar:
where is the angle between the thunder rod and the normal to the shield.
Retractable shield. Structurally, the retractable shield (Fig. 7.11) is more complicated than simple. Its longitudinal set consists of one or two spars, front and tail stringers. The transverse set consists of a series of split ribs.
The casing is attached to the frame on the underside. For relatively large shields, stringers are sometimes installed to support the casing. Retractable shields have top trim, with the help of which closed circuits are formed that can absorb torque. The cross-section of the side members of the shield can be I-beam, channel or Z-shaped. For small-sized shields, the spar can be made of one profile. Ribs are made by stamping from sheet metal. They are attached to the side members in the same way as with a simple shield. The front and tail stringers of the shield can be bent or made of special profiles.
Rice. 7.11. Retractable shield design
The air load from the lower skin is transferred to the ribs, causing them to bend.
From the ribs the load is transferred to the spars. The spar is a beam supported on the shield hinge units and loaded with a distributed load under the influence of which it bends. From the side members the load is transferred to the units that attach the flap to the wing. The bending moment is perceived by the side members together with the adjacent skin. The shearing force is perceived by the walls of the side members, and the torque is perceived by closed contours formed by the skin and the walls of the side members.
There are several schemes for mounting a retractable shield on the wing. The most widespread is the mounting scheme on monorails (Fig. 7.12). On monorails attached to the wing, the shield is mounted on carriages. The carriages attached to the shield have rollers that roll along the internal and external surfaces of one of the monorail shelves.
To prevent lateral displacement of these rollers, side rollers or special stops are installed on the outer carriages. For small-sized shields, instead of carriages with rollers, sliders can be installed, which slide along the monorails when the shield moves. Small shields are hung on two monorails, large ones – on several. When the shield is pulled back, it simultaneously tilts down. The shield can be moved using one rod, but it is better to move the shield using two control rods, the forces of which are applied to the brackets fixed to the shield spar.
The control rods should be placed in the sections of the outer hitch units or near them, so as not to load the shield with bending from the forces in the rods.
There are also other schemes for mounting a retractable shield on the wing. So, in Fig. Figure 7.13 shows a diagram of hanging a retractable shield on a four-link mechanism. Each shield is suspended on two or more such mechanisms.
In the retracted position, the retractable shield is secured with locks to prevent it from being sucked out in flight.
In order to construct diagrams of shear forces, bending and torque moments for a retractable flap, it is necessary to first determine the support reactions. Let's consider constructing diagrams for a retractable shield with the most common mounting scheme - mounting on monorails. The shield supports are carriage rollers and control rods. The reactions of rollers 1 and 2 (Fig. 7.14) pass through point 3 of the intersection of normals to the surface of the monorail at the points of contact of the rollers (friction forces in the rollers can be neglected). The force in the control rod is determined from the equation of moments relative to point 3:
Rice. 7.14. Determination of reaction forces of a retractable flap
Let's consider constructing diagrams for a panel that has one control rod. The force T and the load of the shield are used to determine its support reactions at the points of 3 sections of the hinge. First, reactions are determined, normal planes of the shield and from the distributed load tsh and force Tsinb (Fig. 7.15, a), and then reactions parallel to the plane of the shield and from the force Tcosb are determined (Fig. 7.15, b). Based on the reactions Rn and Rt, the total reactions at points 3 are determined (see Fig. 7.14): RA and RB.
Based on the reactions found, the forces acting on the rollers are determined (Fig. 7.14, b). Then diagrams are constructed in two planes (Fig. 7.15, c and d).
Rice. 7.15. Diagrams of Q, M and Mkr for a retractable panel
To construct a diagram of torques, it is necessary to determine the position of the stiffness axis. If the shield is made according to a single-spar design, then in the design calculation it is assumed that the stiffness axis coincides with the spar axis; if the shield is completed
according to the two-spar scheme, the position of the rigidity axis is determined in exactly the same way as in a two-spar wing. When counting
linear torque linear load tsh is multiplied by the arm d - the distance from the center of pressure to the center of rigidity. The concentrated torques on the supports and in the section where the force T is applied are found as the product of the reaction forces on the arms dR and the force T on the arm dT (see Fig. 7.14, a). Then a torque diagram is constructed (see Fig. 7.15, d).
If the retractable flap is hung on several monorails and is controlled using two control rods, then the force T, determined in the cross-section of the application of the resulting force P, is distributed among the rods according to the lever rule, and then the support moments and reactions are found using the three-moment theorem. Otherwise, the calculation of such a shield is no different from the above calculation of a shield hung on two monorails.
Based on the found values of Q, M and Mcr, the cross-sections of the power elements of the retractable shield are selected.
Rice. 7.16. Scheme of mounting a retractable flap on rails installed outside the wing contours
Flaps. The design of rotary and slotted flaps and their canopy on the wing is similar to the design of the aileron and its canopy. Single-slot retractable flaps and the last links of multi-slot retractable flaps are also no different in design from the aileron. Retractable flaps are most often mounted on monorails.
With a large size and a low construction height, it is not possible to place monorails in the wing contours. In this case, the rails are located outside the wing contours in fairings on its lower surface. One of such schemes is shown in Fig. 7.16. A straight rail 2 is installed on the beam 1, along which the carriage 3, hinged to the flap, moves. The second point of attachment of the flap is lever 4. When the control drive is turned on, carriage 3 moves backward, causing the flap to roll back, and the deflection angle is provided by lever 3 and rotation of the flap relative to the carriage. The entire linkage mechanism is covered by a fairing 5.
On swept wings, to ensure the extension of the flap along the flow, it is necessary either to make the monorails twisted, or to attach the carriages to the flap on pins. To eliminate the possibility of flaps jamming, twisted rails must be made with very high precision, which significantly complicates their production. More often, a hitch with a carriage mounted on the flap using a pivot is used. The diagram of such a carriage is shown in Fig. 7.17. The carriage 2, moving along the monorail 1, is mounted on the pivot 5 by a vertical eccentric shaft 4. The eccentric shaft allows you to adjust the distance between the carriages, which simplifies the mounting of the flap. After attaching the flap, the eccentric shaft is locked with a locking screw 3. The king pin 5 is mounted on roller bearings 7 on two supports. The front support 6 is located on the flap 6 spar, the rear support is on a stamped unit 8 installed between two ribs of the flap 11. The kingpin is connected to the rear unit through a thrust bearing 9, closed with a threaded cover 10.
Rice. 7.17. Installing the carriage on the kingpin
To simplify the installation of flaps and eliminate misalignment, fasten the carriages
on kingpins can also be used when the flap is hung on monorails installed in planes, perpendicular to the axis a cylinder or cone, along the surface of which it moves when deflected, i.e. and when twisted monorails are not needed.
Rice. 7.18. Scheme of hanging a retractable flap on remote brackets
The retractable flap can also be hung on external brackets (Fig. 7.18). In this case, the axis of rotation of the flap is outside the contours of the wing. Such remote brackets, although they are covered by fairings, create additional resistance, but structurally this mounting scheme is simpler than mounting on monorails.
In Fig. Figure 7.19 shows the design of a double-slot flap with a deflector.
Rice. 7.19. Double-slot retractable flap
The loads acting on the flap are determined similarly to the loads on the flap. With a multi-slot flap, the load is distributed between its parts in accordance with the recommendations of the standards.
Taking into account the characteristics of the flap hinge, diagrams of Q, M and Mkr are constructed, and then its design calculation is performed. For a multi-slot flap, diagrams Q, M and Mkr are constructed for each part of it.
Questions:
1. Schemes of shields.
2. Design of a simple shield.
3. Hangment of a simple shield on fork-type units.
4. Retractable shield design.
5. Double-slot retractable flap.
- Diagrams of Q, M and Mkr for a retractable panel.
The flap is the tail part of the wing that is deflected downwards. Flaps are placed on sections of the wing not occupied by ailerons. There are rotary, slotted and retractable flaps.
When the rotary flap is deflected downward, the curvature of the profile in the section of the wing occupied by the flap increases, which leads to an increase with y. When the flap is deflected, the curve with y = f (b) shifts qualitatively the same way. as when the flap is deflected. The difference is that when the rotary flap is deflected, the critical angle of attack decreases by a greater amount than when a simple flap is deflected.
The most favorable parameters of the rotary flap: chord b 3 = (0.2.0.25) b and maximum deflection angle d3MAX = 40.50°. Rotary flaps, which are inferior in efficiency to other types of flaps, are used very rarely.
When the slotted flap is deflected, a profiled gap is created between it and the main part of the wing. The air passing through this gap blows off the boundary layer on the upper surface of the flap, which delays the stall to high angles of attack. Thanks to this, the slotted flap creates a greater increase in cv. than rotary. The disadvantage of a slotted flap is that the drag in the non-deflected state is greater than that of a rotary flap due to the presence of a slot. To eliminate this drawback, the position of the rotation axis and the outline of the flap tip are selected in such a way that in its non-deviated position the slot would be completely closed. Slotted flaps usually have a chord b 3 = (0.25.0.3) b and the maximum deviation angle dЗMAX =50.60°.
Flaps usually have a design similar to rudders and ailerons, containing a standard set of structural elements - longitudinal beams, walls, stringers, ribs, end stringers and skin. The design diversity of designs is increasing due to the widespread use of honeycomb and other fillers and the creation of multilayer structures using composite materials.
Methods of flap suspension are again closely related to the development of the kinematic scheme. The most common methods have become the installation of flaps on brackets (deflecting flaps) and on rails (retractable or retractable flaps).
In this work, a retractable, single-slot flap is used (Fig. 7.1).
Fig.7.1
The flap is controlled by a screw-nut mechanism. Due to the difficulties of calculating this connection, we constructively accept the internal diameter of the nut d g = 6 mm
Loads acting on the flap
Aerodynamic forces act on the flap in flight. The magnitude and distribution of the load are determined based on the results of purging in the wind tunnel with the flap in the non-deflected and deflected position. Due to their smallness, the gravity forces of the flap structure are neglected.
In the absence of purge results, use the load distribution along the span and chord of the flap shown in Fig. 7.2. The load distribution along the chord is taken along the trapezoid, and the height of the load ordinate at the leading edge is equal, and at the trailing edge is equal to . The load distribution along the span is proportional to the chords.
Fig.7.2
Let us determine the value of the velocity pressure for the flap:
where is air density, kg/m3;
Maximum aircraft speed, m/s;
and the value according to the formula:
Let us determine the distribution of the load on the flap along the span:
where is the flap chord.
The spanwise load will have a constant value N/m.
Due to the fact that the aileron and flap are similar, both in their shape and in the calculation method, further calculations are carried out similarly to the aileron. Since the loads on the flap are several times smaller, the parameters of the longitudinal-transverse set and flap skin are taken to be the same as those of the aileron.
The width of the flanges along the length of the beam for the flap spar is assumed.
Top and bottom flange values 0.96 mm (8 layers)
Spar wall thickness 0.96 mm (8 layers)
We take the thickness of the skin equal to 1 mm.