Flap/slat actuation system for an aircraft

• US 5,743,490 A
• Filed: 02/16/1996
• Issued: 04/28/1998
• Est. Priority Date: 02/16/1996
• Status: Expired due to Term

• Current Assignee: Sunstrand Corporation
• Original Assignee: Sundstrand Corporation (Rtx Corporation)
• Inventors: Miles, Gary L., Gillingham, Gary D.
• Primary Examiner(s): Barefoot, Galen L.
• Application Number:
  US08/602,190
• Time in Patent Office: 802 Days
• Field of Search: 244/75 R, 244/213, 244/214, 244/203, 60/401-406, 91/363, 91/509, 91/512, 91/522, 74/89.15, 74/424.8 R
• US Class Current: 244/99.9
• CPC Class Codes: B64C 13/38 with power amplification
• 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

The problem of providing a flight control panel actuation system, including asymmetry brakes, which will fit into aircraft wings having narrow supercritical air foil shapes, and yet provide a degree of safety with regard to preventing asymmetry which is as good or better than that provided by prior actuation systems is solved by an actuation system which positions an asymmetry brake inboard of an outermost flight control panel actuator within the aircraft wing. The asymmetry brake utilizes a jaw type clutch coupled to an electrical solenoid through a ball spline mechanism to provide significantly greater braking capacity in a given volume than other types of braking devices. The outermost control panel actuator includes an integral no-back to hold that actuator against further movement, should a driveline connection between the asymmetry brake and the actuator be severed. Where the actuation system includes multiple actuators, only one of the actuators is equipped with end of travel stops, therefore allowing the remaining actuators in the system to be physically smaller because they are not required to react loads incident with limiting end of travel. By making the other actuators in the system physically smaller, they are more readily fitted into supercritical wings.

Claims

1. In an aircraft having right and left wings extending in opposite directions from a centerline of said aircraft, each of said wings including a flight control panel thereof movable to its respective wing, an actuation system comprising:

a) a right wing control panel actuator having a rotatable input for receiving a driving torque;

said right control panel actuator being operably connected between said right wing and said flight control panel of said right wing for moving said right control panel relative to said right wing when said driving torque is applied to said rotatable input of said right control panel actuator;

b) a left wing control panel actuator having a rotatable input for receiving a driving torque;

said left control panel actuator being operably connected between said left wing and said flight control panel of said left wing for moving said left control panel relative to said left wing when said driving torque is applied to said rotatable input of said left control panel actuator;

c) power drive means operably connected between said rotatable inputs of said right and left control panel actuators for providing driving torque simultaneously to said inputs of said actuators for symmetrically positioning said right and left control panels relative to said right and left wings respectively;

said power drive means including a power drive unit having a first output operably connected by a right driveline portion of said power drive means to said right control panel actuator, and further having a second output operably connected by a left driveline portion of said power drive means to said left control panel actuator;

said right driveline portion of said power drive means including a selectively engagable right asymmetry brake disposed between said power drive unit and said right control panel actuator for stopping rotation of said right driveline when said right asymmetry brake is engaged;

said left driveline portion of said power drive means including a selectively engagable left asymmetry brake disposed between said power drive unit and said left control panel actuator for stopping rotation of said left driveline when said left asymmetry brake is engaged; and

d) control means operably connected between said control surfaces and said asymmetry brakes for sensing an asymmetry between the positions of the right and left control panels relative to their respective right and left wings, and for engaging said asymmetry brakes when said asymmetry between the positions of the right and left control surfaces exceeds a predetermined maximum allowable value.

2. The aircraft of claim 1 wherein said control means includes a right and a left angular position sensor operably connected respectively to said right and left control panel actuators for sensing an angular position of said rotatable inputs thereof.

3. The aircraft of claim 1 wherein said right and left control panel actuators each include an integral no-back device for holding said actuators against further movement should the respective operable connection between the right or left driveline and said right or left actuator be severed.

4. The aircraft of claim 1 wherein:

each of said right and left driveline portions further includes a plurality of intermediate control panel actuators operably connected together in a series drive arrangement extending between said power drive unit and said right and left control panel actuators respectively;

said right asymmetry brake is disposed between said right control panel actuator and the immediately adjacent intermediate control panel actuator in said right driveline; and

said left asymmetry brake is disposed between said left control panel actuator and the immediately adjacent intermediate control panel actuator in said left driveline.

5. The aircraft of claim 4 wherein each of said right and left actuators, and each of said intermediate actuators includes an integral force limiter for preventing rotation of said driveline should driving force passing through the actuator exceed a predetermined maximum value.

6. The aircraft of claim 4 wherein:

all of said intermediate and said right and left control panel actuators are operably connected for positioning one or more control panels of their respective wing;

all of said control panel actuators including an output operably coupled to said one or more control panels of their respective wing for positioning said one or more control panels; and

said right and left control panel actuators include integral end of travel stops for limiting a maximum travel of the output of all actuators in their respective driveline.

7. The aircraft of claim 4 wherein all of said intermediate and said right and left control panel actuators are operably connected for positioning one or more control panels of their respective wing:

all of said control panel actuators including an output operably coupled to said one or more control panels of their respective wing for positioning said one or more control panels; and

one of said intermediate control panel actuators in each of said right and left drivelines includes integral end of travel stops for limiting a maximum travel of the output of all actuators in their respective driveline.