Aircraft Trailing Edge Devices with Non-Parallel Motion Paths

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Solution Overview

Problem

Modern high-speed aircraft require lightweight trailing edge devices that can operate at high deflection angles without causing flow separations, but existing mechanisms are either complex and heavy or simple hinges that extend beyond the wing contours, generating drag.

Innovation Solution

The system includes an inboard, outboard, and intermediate trailing edge device with non-parallel motion paths that converge aft, forming gaps with the wing, allowing for greater deflection angles and reduced drag, with the intermediate device having a trapezoidal planform and a hinge point located forward of its leading edge to minimize interference and maximize gap formation.

Engineering Contradictions & Design Principles

VSEngineering Contradiction Analysis

1Reliability

If complex mechanisms are used to deploy the flaperon to its aft configuration, then greater deflection angles without flow separations are achieved, but the device weight and complexity increase

Engineering Contradiction:

Improvedeflection angle capabilityVSAvoidmechanism complexity

Core Design Contradiction:

ReliabilityVSDevice complexity

Solution Approach 1:

The flaperon is designed with a dynamic motion path that allows it to move aft during deployment, transitioning from a fixed hinge position to an extended position. This dynamic adjustment enables the flaperon to achieve greater deflection angles without causing flow separations, while the motion is controlled through coordinated movement with adjacent flaps rather than a separate complex mechanism

Inventive Principle:

Principle #15Dynamics

Solution Approach 2:

The flaperon mechanism is integrated with the existing flap deployment system, allowing the same actuation system to control both the flaps and the flaperon. This multi-functionality approach enables the flaperon to achieve its extended motion path without requiring a separate complex deployment mechanism, thereby reducing overall system complexity while maintaining the capability for high deflection angles

Inventive Principle:

Principle #6Universality (Multi-functionality)

2Device complexity

If simple hinge mechanisms are used for the flaperon, then device complexity is reduced, but the hinge supports must extend beyond the wing contours generating drag

Engineering Contradiction:

Improvemechanism simplicityVSAvoiddrag

Core Design Contradiction:

Device complexityVSObject-generated harmful factors

Solution Approach 1:

The flaperon employs a dynamic motion path that allows it to move aft during deployment, transitioning from a fixed hinge position to an extended position. This dynamic adjustment enables the flaperon to achieve greater deflection angles without causing flow separations, while the motion is controlled through coordinated movement with adjacent flaps rather than a separate complex mechanism

Inventive Principle:

Principle #15Dynamics

Solution Approach 2:

The flaperon motion is extended in the aft direction, adding a longitudinal dimension to its movement. This dimensional change allows the hinge supports to remain within the wing contours while the flaperon achieves greater deflection capability, eliminating the need for external fairings and reducing drag

Inventive Principle:

Principle #17Another dimension (Dimensionality change)

3Ease of operation

If the inboard and outboard flap motion paths are convergent, then the intermediate aileron can remain stationary avoiding interference, but the intermediate device cannot achieve greater deflection angles

Engineering Contradiction:

Improveintermediate aileron operationVSAvoiddeflection angle capability

Core Design Contradiction:

Ease of operationVSReliability

Solution Approach 1:

Inventive Principle:

Principle #15Dynamics

Solution Approach 2:

The trailing edge control surface is segmented into three distinct devices: inboard flap, intermediate flaperon, and outboard flap. Each segment has its own independent motion path and control characteristics, allowing the flaperon to move aft independently while the adjacent flaps follow their own trajectories. This segmentation enables each device to optimize its motion for its specific function without interfering with others

Inventive Principle:

Principle #1Segmentation

Data Source

PatentEP1963179B1Aircraft trailing edge devices, including devices with non-parallel motion paths, and associated methods

Publication Date: 2010.06.16 THE BOEING CO

Figure 1A~1B
Figure 1C~2
Figure 3~4A

AI summary

Aircraft trailing edge devices (230) , including devices with non-parallel motion paths (241, 242, 243) , and associated methods are disclosed. A device in accordance with one embodiment includes a wing (220) and an inboard trailing edge (231) device coupled to the wing and movable relative to the wing between a first stowed position and a first deployed position along a first motion path (241) . An outboard trailing edge (232) device can be coupled to the wing outboard of the inboard trailing edge device, and can be movable relative to the wing along a second motion path (242) that is non-parallel to the first motion path. An intermediate trailing edge device (260) can be coupled between the inboard and outboard trailing edge devices and can be movable along a third motion path (243) that is non-parallel to both the first and second motion paths. Each of the trailing edge devices can open a gap relative to the wing when moved to their respective deployed positions.