High lift surface actuation system

• US 4,441,675 A
• Filed: 06/25/1982
• Issued: 04/10/1984
• Est. Priority Date: 06/25/1982
• Status: Expired due to Term

• Current Assignee: Mcdonnell Douglas Corporation (The Boeing Co.)
• Original Assignee: Mcdonnell Douglas Corporation (The Boeing Co.)
• Inventors: Boehringer, Wilfred E., Verhoeven, Teunes
• Primary Examiner(s): Blix, Trygve M.
• Assistant Examiner(s): Corl, Rodney
• Application Number:
  US06/392,356
• Time in Patent Office: 655 Days
• Field of Search: 244/75 R, 244/76 R, 244/78, 244/203, 244/213, 244/214, 244/215, 244/220, 244/221, 244/224, 244/226, 244/194, 74/710, 74/710.5, 74/711, 74/714, 192/7, 192/8 R, 192/9, 318/652, 303/92, 303/100, 303/110, 60/711, 60/716, 60/719, 440/4
• US Class Current: 244/213
• CPC Class Codes: B64C 13/24 Transmitting means
• 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

Abstract

A drive system for high-lift devices on aircraft having two power drive units, one at each end of the connecting torque tube system, so as to force sum the outputs. A one-way brake always insures against inadvertent retraction of the device but allows extension. An asymmetrical protective device prevents the high-lift device from an asymmetrical condition even after a combined power loss and mechanical failure of the torque tube. The power drive units consist of hydraulic motors driving through a gear box and a no-back brake combination and are controlled by a servo valve.

Claims

1. A drive system for a high-lift device on an aircraft consisting of at least two independent segments comprising:

a torque tube;

a first power drive unit connected to the first end of said torque tube;

a second power drive unit located remote from said first power drive unit and connected to the second end of said torque tube so as to form an open loop drive driven from both ends and connected so that the force output of said first and second power drive units sum;

means connected between said torque tube and said high-lift device segments for extending and retracting said high-lift device segments as a result of rotation of said torque tube;

at least one power source connected to each of said first and second power drive units;

means to control said power source;

means to measure asymmetry between said at least two independent segments and produce a responsive asymmetrical signal;

means to lock said segments in their current position in the event asymmetry exceeds a pre-determined amount; and

means to lock said segments in their current position in the event there is an interruption of said asymmetrical signal.

2. The drive system for an aircraft segmented high-lift device of claim 1 wherein said means to lock said segments in their current position in the event asymmetry exceeds a pre-determined amount and said means to lock said segments in their current position in the event there is an interruption of said asymmetrical signal, comprises a brake in said drive system normally biased to brake and released with application of power from said at least one power source.

3. The drive system for an aircraft segmented high-lift device of claim 2 wherein said means to lock said segments in their current position in the event asymmetry exceeds a pre-determined amount and said means to lock said segments in their current position in the event there is an interruption of said asymmetrical signal further includes a mechanical summing means having at least two mechanical inputs produced by said means to produce a responsive asymmetrical signal so that an output is produced from said mechanical summing means only if said at least two mechanical inputs are unequal by a predetermined amount representing an asymmetry, actuating said brake and said mechanical summing means is bias mounted so that said mechanical summing means is displaced if the integrity of one of said at least two mechanical inputs is severed, said displacement actuating said brake, whereby either an asymmetrical mechanical input or a mechanical failure of one of said mechanical inputs locks said at least two independent segments.

4. The drive system for an aircraft segmented high-lift device of claim 1 wherein said first and second power drive units include said means to lock said segments in their current position in the event asymmetry exceeds a pre-determined amount and means to lock said segments in their current position in the event there is an interruption of said asymmetrical signal so as to further comprise:

a motor;

a gear reduction unit, having a gear train contained in a fixed structure and driven by said motor;

a no-back device, having a rotating member and a fixed member with said rotating member attached to said gear reduction unit output shaft;

a brake attached between said fixed structure and said fixed member of said no-back device with said brake biased to engage and having means to disengage upon application of power to said motor whereby said power drive unit can drive in only one direction with said brake engaged and in both directions with said brake disengaged.

5. The drive system for an aircraft segmented high-lift device of claim 4 wherein said at least one power source is two hydraulic power sources, said motors are hydraulic motors and said means to disengage said brakes is a pair of hydraulic cylinders for each of said brakes supplied by alternate hydraulic power sources.

6. The drive system for an aircraft segmented high-lift device of claim 4 wherein said means to measure symmetry between said at least two independent segments and produce a responsive asymmetrical signal is differential gear position of first and second position gears driven by said gear reduction unit of said first and second power drive units and driving a balanced linkage which operates a shut-off valve to shut off said power source so as to lock said hydraulic motors and engage said brakes.

7. The drive system for an aircraft segmented high-lift device of claim 4 wherein said means to control said power source is first and second servo valves controlling said first and second power drive units.

8. The drive system for an aircraft segmented high-lift device of claim 4 wherein said means to measure asymmetry between said at least two independent segments and produce a responsive asymmetrical signal is differential gear position of first and second position gears driven by said gear reduction unit of said first and second power drive units and driving a means to shut off said power source.

9. A drive system for a high-lift device on an aircraft consisting of at least two independent segments comprising:

first and second motors having first and second brakes releasable with the application of power;

a first differential gear box which sums both the force and speed of two inputs connected to the output of said first and second motors having first and second brakes to form a first drive unit;

third and fourth motors having third and fourth brakes releasable with the application of power;

a second differential gear box which sums both force and speed of two inputs located remote from said first differential gearbox and connected to the output of said third and fourth motors having third and fourth brakes to form a second drive unit;

a torque tube connected between the outputs of said first and second drive units so as to form an open loop drive, driven from each end;

means connected between said torque tube and said high-lift device segments for extending and retracting said high-lift device segments as a result of rotation of said torque tube;

at least one power source connected to said first and second drive units; and

means to control said power source.

10. The drive system for a high-lift device on an aircraft of claim 9 wherein said at least one power source is a first hydraulic power source connected to said first and third motors and a second hydraulic power source connected to said second and fourth motors.

11. A drive system for a segmented control surface on an aircraft consisting of at least two independent segments comprising:

a torque tube;

first and second power drive units, located remote from each other and connected one at each end of said torque tube so as to form an open loop drive driven from both ends and said first and second power drive units further comprise;

a motor having an output shaft and supported on fixed structure;

a no-back device, having a rotating member and a fixed member with said rotating member attached to said motor output shaft;

a brake attached between said fixed structure and said fixed member of said no-back device with said brake biased to engage and having means to disengage upon application of power to said motor whereby said power drive unit can drive in only one direction with said brake engaged and in both directions with said brake disengaged;

means connected between said torque tube and said control surface segments for extending and retracting said control surface segments as a result of rotation of said torque tube;

at least one power source connected to said first and second power drive units;

means to control said power source; and

means to measure asymmetry between said at least two independent segments and produce a responsive asymmetrical signal applied to said means to control said power source so as to apply said brake and stop said motors.

12. The drive system for an aircraft segmented control surface of claim 11 further comprising:

means to lock said control surface segments in their current position in the event there is an interruption of said asymmetrical signal.