Control of multiple flight control surface systems using single power drive unit

A secondary flight control system comprising: a first flight control surface system; a second flight control surface system; and a power distribution unit operably connected to the first flight control surface system and the second flight control surface system, wherein the power distribution unit is configured to generate torque to actuate the first flight control surface system and the second flight control surface system.

BACKGROUND

The subject matter disclosed herein generally relates to flight control surface actuation systems, and more specifically to an apparatus and a method for transferring torque in a flight control surface actuation system.

Flight control surface actuation is commonly accomplished by separate drive systems and control systems, which leads to added weight and complexity.

BRIEF SUMMARY

According to one embodiment, a secondary flight control system is provided. The secondary flight control system comprising: a first flight control surface system; a second flight control surface system; and a power distribution unit operably connected to the first flight control surface system and the second flight control surface system, wherein the power distribution unit is configured to generate torque to actuate the first flight control surface system and the second flight control surface system.

In addition to one or more of the features described above, or as an alternative, further embodiments may include a T-gearbox operably connected to the power distribution unit, the first flight control surface system, and the second flight control surface system, wherein the T-gearbox is configured to split the torque from the power distribution unit into a first drive line towards the first flight control surface system and a second drive line towards the second flight control surface system.

In addition to one or more of the features described above, or as an alternative, further embodiments may include a first clutch operably connecting the first flight control surface system and the T-gearbox, wherein the first clutch is configured to engage and disengage the first flight control surface system from the T-gearbox.

In addition to one or more of the features described above, or as an alternative, further embodiments may include a second clutch operably connecting the second flight control surface system and the T-gearbox, wherein the second clutch is configured to engage and disengage the second flight control surface system from the T-gearbox.

In addition to one or more of the features described above, or as an alternative, further embodiments may include a first brake operably connected to the first flight control surface system along the first drive line, wherein the first brake is configured to stop transmission of torque along the first drive line.

In addition to one or more of the features described above, or as an alternative, further embodiments may include a second brake operably connected to the second flight control surface system along the second drive line, wherein the second brake is configured to stop transmission of torque along the second drive line.

In addition to one or more of the features described above, or as an alternative, further embodiments may include a control system in electronic communication with the power distribution unit, wherein the control system is configured to actuate the power distribution unit and monitor the first flight control surface system and the second flight control surface system.

In addition to one or more of the features described above, or as an alternative, further embodiments may include that the first flight control surface system is a slat system including one or more slats.

In addition to one or more of the features described above, or as an alternative, further embodiments may include that the second flight control surface system is a flap system including one or more flaps.

In addition to one or more of the features described above, or as an alternative, further embodiments may include that the second flight control surface system is a flap system including one or more flaps.

According to another embodiment, a method of assembling a secondary flight control system is provided. The method comprising: installing a first flight control surface system onto a wing of an aircraft; installing a second flight control surface system onto the wing of an aircraft; and operably connecting a power distribution unit to the first flight control surface system and the second flight control surface system, wherein the power distribution unit is configured to generate torque to actuate the first flight control surface system and the second flight control surface system.

In addition to one or more of the features described above, or as an alternative, further embodiments may include that the operably connecting a power distribution unit to the first flight control surface system and the second flight control surface system further comprises: operably connecting a T-gearbox to the power distribution unit; operably connecting the T-gearbox to the first flight control surface system; and operably connecting the T-gearbox to the second flight control surface system, wherein the T-gearbox is configured to split the torque from the power distribution unit into a first drive line towards the first flight control surface system and a second drive line towards the second flight control surface system.

In addition to one or more of the features described above, or as an alternative, further embodiments may include that the operably connecting the T-gearbox to the first flight control surface system further comprises: operably connecting a first clutch to the first flight control surface system; and operably connecting the first clutch to the T-gearbox, wherein the first clutch is configured to engage and disengage the first flight control surface system from the T-gearbox.

In addition to one or more of the features described above, or as an alternative, further embodiments may include that the operably connecting the T-gearbox to the second flight control surface system further comprises: operably connecting a second clutch to the second flight control surface system; and operably connecting the second clutch to the T-gearbox, wherein the second clutch is configured to engage and disengage the second flight control surface system from the T-gearbox.

In addition to one or more of the features described above, or as an alternative, further embodiments may include operably connecting a first brake to the first flight control surface system along the first drive line, wherein the first brake is configured to stop transmission of torque along the first drive line.

In addition to one or more of the features described above, or as an alternative, further embodiments may include operably connecting a second brake to the second flight control surface system along the second drive line, wherein the second brake is configured to stop transmission of torque along the second drive line.

In addition to one or more of the features described above, or as an alternative, further embodiments may include electronically connecting a control system to the power distribution unit, wherein the control system is configured to actuate the power distribution unit and monitor the first flight control surface system and the second flight control surface system.

In addition to one or more of the features described above, or as an alternative, further embodiments may include that the first flight control surface system is a slat system including one or more slats.

In addition to one or more of the features described above, or as an alternative, further embodiments may include that the second flight control surface system is a flap system including one or more flaps.

According to another embodiment, a method of actuating one or more flight control surface systems for an aircraft is provided. The method comprising: generating torque using a power distribution unit; splitting the torque generated from the power distribution unit into a first drive line towards a first flight control surface system and a second drive line towards a second flight control surface system; and actuating at least one of the first flight control surface system and the second flight control surface system using the torque generated form the power distribution unit.

Technical effects of embodiments of the present disclosure include utilizing a common power distribution unit to actuate a slat system and a flap system.

DETAILED DESCRIPTION

Referring now toFIG. 1, which shows a perspective view of an aircraft2that may incorporate embodiments of the present disclosure. Aircraft2includes a fuselage4extending from a nose portion6to a tail portion8through a body portion10. Body portion10houses an aircraft cabin14that includes a crew compartment15and a passenger compartment16. Body portion10supports a first wing17and a second wing18. First wing17extends from a first root portion20to a first tip portion21through a first airfoil portion23. First airfoil portion23includes a leading edge25and a trailing edge26. Second wing18extends from a second root portion (not shown) to a second tip portion31through a second airfoil portion33. Second airfoil portion33includes a leading edge35and a trailing edge36. Tail portion8includes a stabilizer38. The aircraft2includes a first flight control surface system and a second flight control surface system configured to adjust the lift and drag characteristics of the first wing17and the second wing18. The flight control surface systems may include but are not limited to flap systems, aileron systems, elevator systems, rudder systems, spoiler systems, slat systems, and any other known flight control surface system known to one of skill in the art. In the illustrated example ofFIG. 1, the first flight control surface system is a flap system47and the second flight control surface system is a slat system57. The flap system47includes one or more flaps48and the slat system57includes one or more slats58. The flaps48may be located on the trailing edge26and the slats58may be located on the leading edge25.

Referring now toFIG. 2with continued reference toFIG. 1.FIG. 2illustrates a schematic view of a conventional secondary flight control system100. In aircraft having more than two flight control surface systems, the aircraft typically contains separate power distribution units (PDUs) for each flight control surface system.FIG. 2shows a secondary flight control system100of an aircraft having a first flight control surface system and a second flight control surface system. It is understood that the secondary flight control system100may include one or more flight control surface systems. As mentioned above, the flight control surface systems may include but are not limited to flap systems, aileron systems, elevator systems, rudder systems, spoiler systems, slat systems, and any other known flight control surface system known to one of skill in the art. In the illustrated example ofFIG. 2, the first flight control surface system is a flap system47and the second flight control surface system is a slat system57. The flap system47includes one or more flaps48and the slat system57includes one or more slats58.

The slat system57is operably connected to a slat power distribution unit (PDU)150a.The slat PDU150ais dedicated to the slat system57and is configured to transmit torque to each slat58of the slat system57. The slat PDU150ais also in electronic communication with a slat electronic control unit (ECU)170aand a slat monitor180a.There may be a slat ECU170aand a slat monitor180afor the port side2aof the aircraft and the starboard side2bof the aircraft2. The slat ECU170ais configured to control the slat PDU150aand the slat monitor180ais configured to monitor the performance of the slat system57. The slat monitor180amay be in communication with a plurality of sensors (not shown) operably connected to each slat58to monitor the performance of the slat system57.

The flap system58is operably connected to a flap PDU150b.The flap PDU150bis dedicated to the flap system47and is configured to transmit torque to each flap48of the flap system47. The flap PDU150bis also in electronic communication with a flap electronic control unit (ECU)170band a flap monitor180b. There may be a flap ECU170band a flap monitor180bfor the port side2aof the aircraft and the starboard side2bof the aircraft. The flap ECU170ais configured to control the flap PDU150band the flap monitor180bis configured to monitor the performance of the flap system47. The flap monitor180bmay be in communication with a plurality of sensors (not shown) operably connected to each flap48to monitor the performance of the flap system47.

Referring now toFIG. 3with continued reference toFIG. 1.FIG. 3illustrates a schematic view of a secondary flight control system200, in accordance with an embodiment of the present disclosure.FIG. 3shows a secondary flight control system200of an aircraft having a first flight control surface system and a second flight control surface system. It is understood that the secondary flight control system200may include one or more flight control surface systems. As mentioned above, the flight control surface systems may include but are not limited to flap systems, aileron systems, elevator systems, rudder systems, spoiler systems, slat systems, and any other known flight control surface system known to one of skill in the art. In the illustrated example ofFIG. 3, the first flight control surface system is a flap system47and the second flight control surface system is a slat system57. The flap system47includes one or more flaps48and the slat system57includes one or more slats58.

The slat system57and the flap system47are each operably connected to a PDU250. The PDU250is configured to transmit torque to one or more flight control surface systems. In the example illustrated inFIG. 3, the PDU250is configured to transmit torque to the slat system57and the flap system47. Torque may be output from the PDU250to a T-gearbox210. The PDU250may be operably connected to the T-gearbox210through a torque tube290. The T-gearbox210is configured to split the torque from the PDU250into two or more drive lines D1, D2. In the example illustrated inFIG. 3, the T-gearbox210splits the torque from the PDU250into a first drive line D1towards the slat system57and a second drive line towards the flap system47.

The T-gearbox210is operably connected to the slat system57through a first clutch230a.A torque tube290may operably connect the first clutch230ato the T-gearbox210. A torque tube290may operably connect the slat system57to the first clutch230a.The first clutch230amay be configured to engage and disengage the slat system57from the T-gearbox210. A first brake220amay be operably connected to the slat system57along the first drive line D1from the T-gearbox210to the slat system57. In the illustrated example ofFIG. 3, the first brake220amay be operably connected to a torque tube290operably connecting the first clutch230ato the slat system57. The first brake220amay be configured to stop the transmission of torque along the first drive line D1.

The T-gearbox210is operably connected to the flap system47through a second clutch230b.A torque tube290may operably connect the second clutch230bto the T-gearbox210. A torque tube290may operably connect the flap system47to the second clutch230b.The second clutch230bmay be configured to engage and disengage the flap system47from the T-gearbox210. A second brake220bmay be operably connected to the flap system47along the second drive line D2from the T-gearbox210to the flap system47. In the illustrated example ofFIG. 3, the second brake220bmay be operably connected to a torque tube290operably connecting the second clutch230bto the flap system47. The second brake220bmay be configured to stop the transmission of torque along the second drive line D2.

The PDU250is also in electronic communication with a control system270. The control system270may include one or more slat/flap electronic control units (SFECU) for redundancy. The control system270may include a line-replacement unit (LRU) for redundancy. The control system270is configured to actuate the PDU250. The control system270is also configured to monitor the performance of the slat system57and the flap system47. The control system270may be in communication with a plurality of sensors (not shown) operably connected to each slat58to monitor the performance of the slat system57. The control system270may be in communication with a plurality of sensors (not shown) operably connected to each flap48to monitor the performance of the flap system47. Advantageously, since a single PDU250is utilized, about 50% of the power electronics may be eliminated.

The control system270may include a processor and an associated memory. The processor may be, but is not limited to, a single-processor or multi-processor system of any of a wide array of possible architectures, including field programmable gate array (FPGA), central processing unit (CPU), application specific integrated circuits (ASIC), digital signal processor (DSP) or graphics processing unit (GPU) hardware arranged homogenously or heterogeneously. The memory may be but is not limited to a random access memory (RAM), read only memory (ROM), or other electronic, optical, magnetic or any other computer readable medium.

Advantageously, weight reduction may be achieved by utilizing a common PDU and common control system in the secondary flight control system200illustrated inFIG. 3, as opposed to the conventional secondary flight control system100shown inFIG. 2that utilizes dedicated PDUs, monitors, and ECUs for each flight control surface system, which increases the weight.

Referring now toFIG. 4, with continued referenceFIGS. 1-3.FIG. 4shows a flow process illustrating a method400of assembling a secondary flight control system200according to an embodiment of the present disclosure. At block404, a first flight control surface system is installed onto a wing18,17of an aircraft2. In an embodiment, the first flight control surface system is a slat system57including one or more slats58. At block406, a second flight control surface system is installed onto the wing18,17of an aircraft2. In an embodiment, the first flight control surface system is a flap system47including one or more flaps48. At block408, a PDU250is operably connected to the first flight control surface system and the second flight control surface system. The PDU250is configured to generate torque to actuate the first flight control surface system and the second flight control surface system.

The PDU250may be operably connected to the first flight control surface system and the second flight control surface system by: operably connecting a T-gearbox210to the PDU250; operably connecting the T-gearbox210to the first flight control surface system; and operably connecting the T-gearbox210to the second flight control surface system. The T-gearbox210is configured to split the torque from the PDU250into a first drive line D1towards the first flight control surface system and a second drive line D2towards the second flight control surface system. The T-gearbox210may be operably connected to the first flight control surface system by: operably connecting a first clutch230ato the first flight control surface system; and operably connecting the first clutch230ato the T-gearbox210. The first clutch230ais configured to engage and disengage the first flight control surface system from the T-gearbox210.

The T-gearbox210may be operably connected to the second flight control surface system by: operably connecting a second clutch230bto the second flight control surface system; and operably connecting the second clutch230bto the T-gearbox210. The second clutch230bis configured to engage and disengage the second flight control surface system from the T-gearbox210.

The method400may also comprise: operably connecting a first brake220ato the first flight control surface system along the first drive line D1. The first brake220ais configured to stop transmission of torque along the first drive line D1. The method400may further comprise: operably connecting a second brake220bto the second flight control surface system along the second drive line D2. The second brake220bis configured to stop transmission of torque along the second drive line D2. The method400may also comprise: electronically connecting a control system270to the PDU250. The control system270is configured to actuate the PDU250and monitor the first flight control surface system and the second flight control surface system.

While the above description has described the flow process ofFIG. 4in a particular order, it should be appreciated that unless otherwise specifically required in the attached claims the ordering of the steps may be varied.

Referring now toFIG. 5, with continued referenceFIGS. 1-3.FIG. 5shows a flow process illustrating a method500actuating one or more flight control surface systems for an aircraft2, according to an embodiment of the present disclosure. At block504, torque is generated using a PDU250. At block506, the torque generated from the PDU250is split into a first drive line D1towards a first flight control surface system and a second drive line D2towards a second flight control surface system. In an embodiment, the first flight control surface system is a slat system57including one or more slats58. In an embodiment, the second flight control surface system is a flap system47including one or more flaps48. The toque may be split using a T-gearbox210, as described above. At block508, at least one of the first flight control surface system and the second flight control surface system is actuated using the torque generated form the PDU250.

While the above description has described the flow process ofFIG. 5in a particular order, it should be appreciated that unless otherwise specifically required in the attached claims that the ordering of the steps may be varied.