Systems and methods for controlling aircraft flaps and spoilers

• US 20060175468A1
• Filed: 02/04/2005
• Published: 08/10/2006
• Est. Priority Date: 02/04/2005
• Status: Active Grant

• Current Assignee: The Boeing Co.
• Original Assignee: The Boeing Co.
• Inventors: Huynh, Neal V., Pepper, Ralph Scott, Bleeg, Robert J., Bocksch, Brian L., Standley, John A.
• Granted Patent: US 7,338,018 B2
• Time in Patent Office: Days
• US Class Current: 244/212
• CPC Class Codes: B64C 9/16 at the rear of the wing
• CPC Class Codes: B64C 9/323 associated with wings
• CPC Class Codes: B64D 2045/001 for indicating symmetry of flaps deflection
• CPC Class Codes: Y02T 50/30 Wing lift efficiency
• CPC Class Codes: Y02T 50/40 Weight reduction

Abstract

Systems and methods for controlling aircraft flaps and spoilers are disclosed. Systems in accordance with some embodiments include a wing having a trailing edge, and a flap positioned proximate to the wing trailing edge and being deployable relative to the wing between a first flap position and a second flap position by operation of a first actuator. A spoiler can be positioned at least proximate to the trailing edge and can be movable among at least three positions, including a first spoiler position in which the spoiler forms a generally continuous contour with an upper surface of the wing, a second spoiler position deflected downwardly from the first, and a third spoiler position deflected upwardly from the first. A second actuator can be operatively coupled to the spoiler to move the spoiler among the first, second and third spoiler positions in a manner that is mechanically independent of the motion of the flap.

Claims

1. An aircraft wing system, comprising:

a wing having a trailing edge;

a flap positioned proximate to the wing trailing edge and being deployable relative to the wing between a first flap position and a second flap position;

a first actuator operatively coupled to the flap to move the flap between the first flap position and the second flap position;

a spoiler positioned at least proximate to the flap, the spoiler being movable among at least three positions including a first spoiler position in which the spoiler forms a generally continuous contour with an upper surface of the wing, a second spoiler position in which the spoiler is deflected downwardly from the first spoiler position, and a third spoiler position in which the spoiler is deflected upwardly from the first spoiler position; and

a second actuator operatively coupled to the spoiler to move the spoiler among the first, second and third spoiler positions mechanically independently of motion of the flap.

2. The system of claim 1 wherein the second actuator is connected to the wing and includes a coupling connected to the spoiler, and wherein the wing does not include a fairing that houses the coupling.

3. The system of claim 1, further comprising a controller operatively coupled to the first and second actuators, and wherein the controller is configured to direct the spoiler to the first spoiler position during cruise, the second spoiler position during take-off and landing, and the third spoiler position during speed-braking and roll maneuvers.

4. The system of claim 1 wherein the flap is mechanically coupled to the wing, and the spoiler is mechanically coupled to the wing, but the spoiler is not mechanically connected directly to the flap.

5. The system of claim 1, further comprising a controller operatively coupled to the first and second actuators to coordinate movement of the first and second actuators.

6. The system of claim 1, further comprising a controller operatively coupled to the first and second actuators with non-mechanical links to coordinate movement of the first and second actuators.

7. The system of claim 1 wherein the second actuator is configured to move the spoiler independently of the flap during a first mode of operation, and wherein the second actuator is configured to release a force applied to the spoiler allowing the spoiler to be driven by direct mechanical contact with the flap from the second spoiler position to the first spoiler position as the flap moves from the second flap position to the first flap position.

8. The system of claim 1 wherein the wing has a trailing edge and a chord line and wherein the flap is a single flap positioned proximate to the wing trailing edge at the chord line.

9. A system for controlling an aircraft wing, comprising:

a controller operatively coupled to a flap actuator and a spoiler actuator, the controller being programmed with instructions to;

place the wing in a high lift configuration by directing the flap actuator to deflect the flap downwardly to form a gap with a trailing edge of the wing, and directing the spoiler actuator to deflect the spoiler downwardly to form a gap with the flap, without mechanically tying the motion of the flap to the motion of the spoiler; and

place the wing in a speed brake configuration by directing the flap actuator to deflect the flap downwardly, and directing the spoiler actuator to deflect the spoiler upwardly, without mechanically tying the motion of the flap to the motion of the spoiler.

10. The system of claim 9 wherein the controller is configured to receive a signal corresponding to a position of the flap, and is configured to direct the spoiler actuator in accordance with a schedule of spoiler and flap positions.

11. The system of claim 9 wherein the controller is configured to receive a signal corresponding to a position of the flap, and is configured to at least restrict motion of the spoiler if the flap fails to move to a commanded position.

12. The system of claim 9 wherein the controller is programmed with instructions to move the spoiler independently of the flap position.

13. A method for operating an aircraft wing system, comprising:

placing the wing in a high lift configuration by deflecting a flap downwardly to form a gap with a trailing edge of the wing, and deflecting a spoiler downwardly to form a gap with the flap without mechanically tying the motion of the flap to the motion of the spoiler; and

placing the wing in a speed brake configuration by deflecting the flap downwardly and deflecting the spoiler upwardly without mechanically tying the motion of the flap to the motion of the spoiler.

14. The method of claim 13 wherein placing the wing in a high lift configuration includes directing non-mechanical signals via a non-mechanical link from a controller to a first actuator coupled to the flap and to a second actuator coupled to the spoiler.

15. The method of claim 13, further comprising placing the wing in a cruise configuration by positioning the flap in a neutral position and positioning the spoiler to form a generally continuous contour with an upper surface of the wing without mechanically tying the motion of the flap to the motion of the spoiler.

16. The method of claim 13, further comprising controlling a rolling motion of the aircraft by deflecting a spoiler on one side of a longitudinal centerline of the aircraft upwardly by a first amount, and directing a spoiler on an opposite side of the aircraft centerline not to deflect or to deflect by a second amount.

17. The method of claim 13, further comprising receiving an indication of a position of the flap from a flap position sensor, and deflecting the spoiler downwardly in accordance with a schedule of the flap positions and spoiler positions.

18. The method of claim 13, further comprising:

placing the wing in a cruise configuration by positioning the flap in a neutral position and positioning the spoiler to form a generally continuous contour with an upper surface of the wing without mechanically tying the motion of the flap to the motion of the spoiler; and

controlling a rolling motion of the aircraft by deflecting a spoiler on one side of a longitudinal centerline of the aircraft upwardly by a first amount, and directing a spoiler on an opposite side of the aircraft centerline not to deflect or to deflect by a second amount less than the first amount.

19. An aircraft wing system, comprising:

a wing having a trailing edge;

a flap positioned proximate to the wing trailing edge and being deployable relative to the wing;

a first actuator operatively coupled to the flap to move the flap relative to the wing;

a spoiler positioned at least proximate to the flap, the spoiler being deployable relative to the wing; and

a second actuator operatively coupled to the spoiler to drive the spoiler during a first mode of operation, the second actuator being configured to release at least a portion of a driving force applied to the spoiler during a second mode of operation to allow the flap to mechanically contact and drive the spoiler.

20. The system of claim 19 wherein the flap is deployable between a first flap position and a second flap position, and wherein the spoiler is deployable among at least three positions including a first spoiler position in which the spoiler forms a generally continuous contour with an upper surface of the wing, a second spoiler position in which the spoiler is deflected downwardly from the first spoiler position, and a third spoiler position in which the spoiler is deflected upwardly from the first spoiler position.

21. The system of claim 19 wherein the flap and the spoiler are moved mechanically independently of each other during the first mode of operation.

22. The system of claim 19, further comprising a controller operatively coupled to the first actuator with a first non-mechanical link, and wherein the controller is operatively coupled to the second actuator with a second non-mechanical link.

23. The system of claim 19 wherein the second actuator includes a hydraulic actuator and wherein the hydraulic actuator includes a relief valve that at least limits a force applied to the spoiler during operation in the second mode.

24. The system of claim 19 wherein the second actuator includes a mechanical actuator and wherein the mechanical actuator includes a clutch that at least reduces a force applied to the spoiler during operation in the second mode.

25. The system of claim 19, further comprising a controller operatively coupled to the first and second actuators to transmit operational signals to the first and second actuators, and wherein the system is configured to enter the second mode when the operational signals are not transmitted to the second actuator.

26. The system of claim 19, further comprising means for limiting a force applied to the spoiler during operation in the second mode.

27. A method for operating a wing system of an aircraft, comprising:

placing the wing in a high lift configuration by deflecting a flap downwardly to form a gap with a trailing edge of the wing, and deflecting a spoiler downwardly to form a gap with the flap in a first mode of operation;

releasing at least a portion of a driving force applied to the spoiler during a second mode of operation to allow the flap to mechanically contact and drive the spoiler.

28. The method of claim 27 wherein placing the wing in a high lift configuration includes deflecting the flap and the spoiler without mechanically tying the motion of the flap to the motion of the spoiler during the first mode of operation.

29. The method of claim 27 wherein placing the wing in a high lift configuration includes directing a first signal via a first non-mechanical link to a first actuator coupled to the flap, and directing a second signal via a second non-mechanical link to a second actuator coupled to the spoiler.

30. The method of claim 27 wherein the spoiler is moved by a hydraulic actuator and wherein the method includes causing a relief valve of the hydraulic actuator to release, so as to at least reduce a force applied to the spoiler during operation in the second mode.

31. The method of clam 27 wherein the spoiler is moved by a mechanical actuator and wherein the method includes causing a clutch of the mechanical actuator to slip so as to at least reduce a force applied to the spoiler during operation in the second mode.