Systems, apparatuses, and methods for moving aircraft control surfaces

• US 20040245386A1
• Filed: 06/03/2003
• Published: 12/09/2004
• Est. Priority Date: 06/03/2003
• Status: Active Grant

• Current Assignee: The Boeing Co.
• Original Assignee: The Boeing Co.
• Inventors: Huynh, Neal V.
• Granted Patent: US 7,059,563 B2
• Time in Patent Office: Days
• US Class Current: 244/75R
• CPC Class Codes: B64C 13/00 Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
• CPC Class Codes: B64C 9/16 at the rear of the wing
• CPC Class Codes: B64D 2045/001 for indicating symmetry of flaps deflection
• CPC Class Codes: B64D 45/0005 Devices specially adapted to indicate the position of a movable element of the aircraft, e.g. landing gear
• CPC Class Codes: Y02T 50/40 Weight reduction

Abstract

Aircraft control surface operating systems and apparatuses, and associated methods of use. In one embodiment, an aircraft system includes an actuator operably coupled to a control surface in one-to-one correspondence. The actuator can include at least a first fluid port and a second fluid port. A first fluid circuit can be configured to provide pressurized working fluid from a fluid source to the first fluid port on the actuator to retract the actuator. A second fluid circuit can be configured to similarly provide pressurized working fluid from the fluid source to the second fluid port on the actuator to extend the actuator. The aircraft system can further include an accumulator configured to store pressurized working fluid for actuator operation in the event of a pressure drop in the fluid source.

Claims

1. An aircraft system comprising:

an actuator having a piston bore and a piston slidably disposed within the piston bore, the piston having a first piston surface with a first area and a second piston surface opposite to the first piston surface with a second area, the second area being at least generally equivalent to the first area, the actuator further having at least a first fluid port and a second fluid port, the first fluid port being positioned in fluid communication with the first piston surface and the second fluid port being positioned in fluid communication with the second piston surface;

a fluid distribution system having at least a first fluid circuit and a second fluid circuit, wherein the first fluid circuit is configured to provide pressurized working fluid from a fluid source to the first fluid port to move the piston in a first direction, and wherein the second fluid circuit is configured to provide pressurized working fluid from the fluid source to the second fluid port to move the piston in a second direction opposite to the first direction; and

a check valve positioned in the first fluid circuit, wherein the check valve is configured to open in response to receiving pressurized working fluid from the fluid source, the open check valve allowing pressurized working fluid to flow at least to the first fluid port for moving the piston in the first direction.

2. The aircraft system of claim 1 wherein the check valve is further configured to close in the absence of receiving pressurized working fluid from the fluid source, the closed check valve at least generally preventing working fluid from flowing to or from the first fluid port and thereby at least generally preventing the piston from moving in at least the first direction.

3. The aircraft system of claim 1, further comprising a pilot pressure circuit at least partially separate from the first fluid circuit, the pilot pressure circuit providing pressurized working fluid from the fluid source to the check valve to open the check valve.

4. The aircraft system of claim 1 wherein the check valve is hydraulically actuated.

5. The aircraft system of claim 1 wherein the check valve is electrically actuated.

6. The aircraft system of claim 1 further comprising a servo valve positioned between the fluid source and the check valve, wherein the servo valve has at least a first operating position and a second operating position, wherein when the servo valve is in the first operating position the servo valve allows pressurized working fluid to flow through the first fluid circuit and the check valve to the first fluid port to move the piston in the first direction, and wherein when the servo valve is in the second operating position the servo valve allows pressurized working fluid to flow through the second fluid circuit to the second fluid port to move the piston in the second direction.

7. The aircraft system of claim 1 further comprising a servo valve positioned between the fluid source and the check valve, wherein the servo valve has at least a first operating position and a second operating position, wherein when the servo valve is in the first operating position the servo valve allows pressurized working fluid to flow through the first fluid circuit and the check valve to the first fluid port to move the piston in the first direction, wherein when the servo valve is in the second operating position the servo valve allows pressurized working fluid to flow through the second fluid circuit to the second fluid port to move the piston in the second direction, and wherein the fluid distribution system further includes a pilot pressure circuit configured to flow pressurized working fluid from the fluid source to the check valve bypassing the servo valve, wherein the check valve is configured to open in response to receiving pressurized working fluid from the fluid source via the pilot pressure circuit.

8. The aircraft system of claim 1, further comprising:

a fuselage;

an aerodynamic surface extending outwardly from the fuselage; and

a control surface movably coupled to the aerodynamic surface, wherein the actuator is operably coupled between the aerodynamic surface and the control surface, and wherein movement of the piston in at least the first direction cause the control surface to move relative to the aerodynamic surface.

9. The aircraft system of claim 1, further comprising:

a fuselage;

a wing extending outwardly from the fuselage; and

a control surface movably coupled to the wing, wherein the actuator is operably coupled between the wing and the control surface, and wherein movement of the piston in at least the first direction causes the control surface to move relative to the wing.

10. The aircraft system of claim 1, further comprising:

a fuselage;

a wing extending outwardly from the fuselage; and

a control surface pivotally coupled to the wing about a hinge-line, wherein the actuator is operably coupled between the wing and the control surface in one-to-one correspondence, and wherein movement of the piston in the first direction causes the control surface to move relative to the wing.

11. The aircraft system of claim 1, further comprising:

a fuselage;

a wing extending outwardly from the fuselage; and

a control surface pivotally coupled to the wing about a hinge-line, wherein the actuator is operably coupled between the wing and the control surface in one-to-one correspondence, and wherein movement of the piston in the first direction causes the control surface to move upwardly relative to the wing.

12. An aircraft system comprising:

an actuator having a piston bore and a piston slidably disposed within the piston bore, the piston having a first piston surface with a first area and a second piston surface opposite to the first piston surface with a second area, the second area being at least generally equivalent to the first area, the actuator further having at least a first fluid port positioned in flow communication with the first piston surface;

a fluid distribution system having at least a first fluid circuit configured to flow pressurized working fluid from a fluid source to the first fluid port to move the piston in the first direction; and

a check valve positioned in the first fluid circuit, wherein the check valve is configured to open in response to receiving pressurized working fluid from the fluid source, the open check valve allowing pressurized working fluid to flow at least to the first fluid port for moving the piston in the first direction.

13. The aircraft system of claim 12 wherein the actuator is a linear actuator.

14. The aircraft system of claim 12 wherein the check valve is further configured to close in the absence of receiving pressurized working fluid from the fluid source, the closed check valve at least generally preventing working fluid from flowing to or from the first fluid port and thereby at least generally preventing the piston from moving in at least the first direction.

15. The aircraft system of claim 12, further comprising a pilot pressure circuit at least partially separate from the first fluid circuit, the pilot pressure circuit providing pressurized working fluid from the fluid source to the check valve to open the check valve.

16. The aircraft system of claim 12 further comprising a servo valve positioned between the fluid source and the check valve, wherein the servo valve has at least a first operating position and a second operating position, wherein when the servo valve is in the first operating position the servo valve allows pressurized working fluid to flow through the first fluid circuit and the check valve to the first fluid port to move the piston in the first direction, and wherein when the servo valve is in the second operating position the servo valve allows working fluid to flow back from the first fluid port through the first fluid circuit and the check valve to the servo valve.

17. The aircraft system of claim 12, further comprising:

a fuselage;

an aerodynamic surface extending outwardly from the fuselage; and

a control surface movably coupled to the aerodynamic surface, wherein the actuator is operably coupled between the aerodynamic surface and the control surface, and wherein movement of the piston in at least the first direction cause the control surface to move relative to the aerodynamic surface.

18. An aircraft system comprising:

an actuator having an actuator body with at least a first fluid port and a second fluid port;

a fluid distribution system having at least a first fluid circuit and a second fluid circuit, wherein the first fluid circuit is configured to provide pressurized working fluid from a fluid source to the first fluid port on the actuator body to position the actuator in a first configuration, and wherein the second fluid circuit is configured to provide pressurized working fluid from the fluid source to the second fluid port on the actuator body to position the actuator in a second configuration different than the first configuration;

a check valve positioned in the first fluid circuit, wherein the check valve is configured to open in response to receiving pressurized working fluid from the fluid source, the open check valve allowing pressurized working fluid to flow at least to the first fluid port to position the actuator in the first configuration; and

a fluid accumulator configured to accumulate pressurized working fluid received from the fluid source, wherein the fluid accumulator is configured to provide pressurized working fluid to the check valve to open the check valve when the fluid source loses pressure.

19. The aircraft system of claim 18 wherein the actuator has a first length when positioned in the first configuration and a second length different than the first length when positioned in the second configuration.

20. The aircraft system of claim 18 wherein when the fluid source loses pressure, the fluid accumulator is further configured to provide pressurized working fluid to at least one of the first and second fluid ports on the actuator body to change the length of the actuator.

21. The aircraft system of claim 18 wherein the actuator has an extended length, a retracted length, and a centered length, the centered length being between the extended and retracted lengths, and wherein when the fluid source loses pressure, the fluid accumulator is further configured to provide pressurized working fluid to at least one of the first and second fluid ports on the actuator body to move the actuator toward the centered length.

22. The aircraft system of claim 18, further comprising:

a fuselage;

an aerodynamic surface extending outwardly from the fuselage; and

a control surface movably coupled to the aerodynamic surface, wherein the actuator is operably coupled between the aerodynamic surface and the control surface, and wherein the actuator is configured to move the control surface in response to receiving pressurized working fluid from at least one of the first and second fluid circuits.

23. An aircraft system comprising:

an actuator;

a fluid distribution system having at least a first fluid circuit configured to provide pressurized working fluid from a fluid source to the actuator to position the actuator in a first configuration; and

a backup system configured to provide pressurized working fluid to the first fluid circuit for positioning of the actuator when the fluid source loses pressure.

24. The aircraft system of claim 23 wherein the backup system includes an electrical motor an pump assembly configured to provide pressurized working fluid to the first fluid circuit for positioning of the actuator when the fluid source loses pressure.

25. The aircraft system of claim 23 wherein the first fluid circuit is configured to provide pressurized working fluid from the fluid source to the actuator for changing the length of the actuator.

26. The aircraft system of claim 23, further comprising a check valve positioned in the first fluid circuit, wherein the check valve is configured to open in response to receiving pressurized working fluid from the fluid source and close in the absence of receiving pressurized working fluid from the fluid source, and wherein when the check valve is closed the check valve at least generally prevents working fluid from flowing to the actuator thereby at least generally preventing the actuator from changing length.

27. The aircraft system of claim 23 wherein the backup system includes a fluid accumulator configured to accumulate pressurized working fluid received from the fluid source, wherein the fluid accumulator is configured to provide pressurized working fluid to the first fluid circuit for positioning of the actuator when the fluid source loses pressure.

28. The aircraft system of claim 27, further comprising a check valve positioned within the first fluid circuit, wherein the check valve is configured to open in response to receiving pressurized working fluid from the fluid source and close in the absence of receiving pressurized working fluid from the fluid source, and wherein when the check valve is closed the, check valve at least generally prevents working fluid from flowing to the actuator thereby at least generally preventing the actuator from changing length, further wherein the fluid accumulator is configured to provide pressurized working fluid to the check valve to open the check valve when-the fluid source loses pressure.

29. The aircraft system of claim 23, further comprising:

a fuselage;

an aerodynamic surface extending outwardly from the fuselage; and

a control surface movably coupled to the aerodynamic surface, wherein the actuator is operably coupled between the aerodynamic surface and the control surface, and wherein the actuator is configured to move the control surface in response to receiving pressurized working fluid from the fluid source.

30. An actuator usable with an aircraft control surface, the actuator comprising:

an actuator body having a first piston bore and at least a second piston bore, the actuator body further having first and second fluid ports in communication with the first piston bore, and third and fourth fluid ports in communication with the second piston bore;

a first piston slidably positioned within the first piston bore; and

a second piston slidably positioned within the second piston bore, wherein providing pressurized working fluid to at least one of the first fluid port and the third fluid port causes the first and second pistons to move in a first direction to position the actuator in a first configuration, and wherein providing pressurized working fluid to at least one of the second fluid port and the fourth fluid port causes the first and second pistons to move in a second direction opposite to the first direction to position the actuator in a second configuration different than the first configuration.

31. The actuator of claim 30 wherein the first piston has a first piston area and the second piston has a second piston area different than the first piston area.

32. The actuator of claim 30 wherein the first piston has a first piston area and the second piston has a second piston area different than the first piston area, wherein providing pressurized working fluid to the first piston bore from the first fluid port at a first pressure causes the first piston to move in the first direction at a first rate, and wherein providing pressurized working fluid to the second piston bore from the third fluid port at the first pressure causes the second piston to move in the first direction at a second rate different than the first rate.

33. The actuator of claim 30 wherein the first piston has a first piston area and the second piston has a second piston area different than the first piston area, wherein providing pressurized working fluid to the first piston bore from the first fluid port at a first pressure causes the first piston to exert a first force in the first direction, and wherein providing pressurized working fluid to the second piston bore from the third fluid port at the first pressure causes the second piston to exert a second force in the first direction different than the first force.

34. The actuator of claim 30 wherein the first actuator configuration corresponds to a first actuator length and the second actuator configuration corresponds to a second actuator length different than the first length.

35. The actuator of claim 30 wherein providing pressurized working fluid to at least one of the first fluid port and the third fluid port causes the first and second pistons to move in a first direction to retract the actuator, and wherein providing pressurized working fluid to at least one of the second fluid port and the fourth fluid port causes the first and second pistons to move in a second direction to extend the actuator.

36. The actuator of claim 30 wherein the first and second piston bores are coaxially aligned.

37. The actuator of claim 30 wherein the first and second piston bores are laterally offset from each other.

38. An aircraft system comprising:

a control surface; and

an actuator operably coupled to the control surface, the actuator including;

an actuator body having a first piston bore and at least a second piston bore;

a first piston having a first piston area and being slidably positioned within the first piston bore; and

a second piston having a second piston area different than the first piston area and being slidably positioned within the second piston bore, wherein providing pressurized working fluid to the first piston bore at a first pressure causes the actuator to change configuration at a first rate, and wherein providing pressurized working fluid to the second piston bore at the first pressure causes the actuator to change configuration at a second rate different than the first rate.

39. The aircraft system of claim 38, further comprising:

a fuselage; and

an aerodynamic surface extending outwardly from the fuselage, the aerodynamic surface supporting the control surface, wherein the actuator is operably coupled between the aerodynamic surface and the control surface to move the control surface in response to receiving pressurized working fluid.

40. The aircraft system of claim 38 wherein providing pressurized working fluid to the first piston bore at the first fluid pressure causes the actuator to exert a first force, and wherein providing pressurized working fluid to the second piston bore at the first pressure causes the actuator to exert a second force different than the first force.

41. The aircraft system of claim 38 wherein the first piston area is greater than the second piston area, and wherein the first rate is slower than the second rate.

42. The aircraft system of claim 38 wherein the first piston area is greater than the second piston area, and wherein providing pressurized working fluid to the first piston bore at the first pressure causes the actuator to exert a first force, and wherein providing pressurized working fluid to the second piston bore at the first pressure causes the actuator to exert a second force less than the first force.

43. A method for moving an aircraft control surface, the method comprising:

while the pressure of a fluid source is at or above a first level, providing pressurized working fluid from the fluid source to an actuator operably coupled to the control surface;

accumulating pressurized working fluid from the fluid source in an accumulator; and

when the pressure of the fluid source drops to a second level less than the first level, providing pressurized working fluid from the accumulator to the actuator.

44. The method of claim 43 wherein providing pressurized working fluid from the accumulator to the actuator includes providing pressurized working fluid to the actuator to move the actuator toward a configuration in which the control surface is at least generally centered.

45. The method of claim 43 wherein providing pressurized working fluid from the fluid source to an actuator includes providing pressurized working fluid to an actuator operably coupled to the control surface in one-to-one correspondence.

46. The method of claim 43, further comprising operably coupling the actuator to the control surface in one-to-one correspondence.

47. A method for moving an aircraft control surface, the method comprising:

providing pressurized working fluid to a first piston bore in an actuator operably coupled to the control surface to move the control surface at a first rate; and

providing pressurized working fluid to a second piston bore in the actuator to move the control surface at a second rate different than the first rate.

48. The method of claim 47 wherein:

providing pressurized working fluid to a first piston bore includes providing pressurized working fluid to a first piston bore in an actuator operably coupled to the control surface to move the control surface at a first rate when the aircraft is flying in cruise mode; and

wherein

providing pressurized working fluid to a second piston bore includes providing pressurized working fluid to a second piston bore in the actuator to move the control surface at a second rate greater than the first rate when the aircraft is flying in approach mode.

49. The method of claim 47 wherein:

providing pressurized working fluid to a first piston bore includes providing pressurized working fluid to a first piston bore in an actuator operably coupled to the control surface to move the control surface with a first force when the aircraft is flying in cruise mode; and

wherein

providing pressurized working fluid to a second piston bore includes providing pressurized working fluid to a second piston bore in the actuator to move the control surface at a second force less than the first force when the aircraft is flying in approach mode.

50. The method of claim 47 wherein providing pressurized working fluid to a first piston bore includes providing pressurized working fluid to a first piston bore housing a first piston having a first piston area, and wherein providing pressurized working fluid to a second piston bore includes providing pressurized working fluid to a second piston bore housing a second piston having a second piston area different than the first piston area.

51. The method of claim 47 wherein providing pressurized working fluid to the first piston bore includes applying a pressure against a first piston area to move the control surface at the first rate, and wherein providing pressurized working fluid to the second piston bore includes applying the pressure against a second piston area to move the control surface at the second rate, the second piston area being less than the first piston area and the second rate being greater than the first piston rate.

52. The method of claim 47, further comprising:

determining a flight mode of an aircraft supporting the control surface;

when the aircraft is flying in a first mode, moving the control surface at the first rate; and

when the aircraft is flying in a second mode, moving the control surface at the second rate.

53. An aircraft system comprising:

means for providing pressurized working fluid from a fluid source to an actuator operably coupled to a control surface;

means for accumulating pressurized working fluid from the fluid source in an accumulator; and

means for providing pressurized working fluid from the accumulator to the actuator if the pressure of the fluid source drops to a preselected level.

54. The aircraft system of claim 53, further comprising:

means for determining a position of the control surface relative to a commanded position; and

means for providing pressurized working fluid to the actuator to move the control surface to the commanded position from the determined position if the pressure of the fluid source drops to the preselected level.

55. The aircraft system of claim 53, further comprising means for holding the control surface in position if the pressure of the fluid source drops to the preselected level.

56. An system on an aircraft comprising:

means for moving a control surface at a first rate when the aircraft is flying in a first mode; and

means for moving the control surface at a second rate different than the first rate when the aircraft is flying in a second mode different than the first mode.

57. The system of claim 56 wherein the means for moving the control surface at a first rate include means for providing pressurized working fluid to a first piston bore in an actuator operably coupled to the control surface, and wherein the means for moving the control surface at the second rate include means for providing pressurized working fluid to a second piston bore in the actuator.

58. The system of claim 56, further comprising:

means for moving a control surface with a first force when the aircraft is flying in a first mode; and

means for moving the control surface with a second force different than the first force when the aircraft is flying in a second mode different than the first mode.