Systems and methods for providing differential motion to wing high lift device

• US 7,726,610 B2
• Filed: 01/12/2009
• Issued: 06/01/2010
• Est. Priority Date: 09/08/2004
• Status: Active Grant

• Current Assignee: The Boeing Co.
• Original Assignee: The Boeing Co.
• Inventors: Thomas, Glynn Michael, Gitnes, Seth E., Good, Mark S., Vijgen, Paul M.
• Primary Examiner(s): Mansen; Michael R
• Assistant Examiner(s): Michener; Joshua J
• Application Number:
  US12/352,447
• Publication Number:
  US 20090206209A1
• Time in Patent Office: 505 Days
• Field of Search: 244/201, 244/203, 244/202, 244213-219, 244/75.1, 244/76.R, 244/99.2, 244/99.12, 244/99.13, 244/99.3, 244/99.4, 244/99.9
• US Class Current: 244/217
• CPC Class Codes: B64C 13/26 without power amplification or where power amplification is irrelevant
• CPC Class Codes: B64C 3/50 by leading or trailing edge flaps
• CPC Class Codes: B64C 9/14 forming slots
• CPC Class Codes: Y02T 50/10 Drag reduction
• CPC Class Codes: Y02T 50/30 Wing lift efficiency

Abstract

Systems and methods for providing differential motion to wing high lift devices are disclosed. A system in accordance with one embodiment of the invention includes a wing having a leading edge, a trailing edge, a first deployable lift device with a first spanwise location, and a second deployable lift device with a second spanwise location different than the first. The wing system can further include a drive system having a drive link operatively coupleable to both the first and second deployable lift devices, and a control system operatively coupled to the drive system. The control system can have a first configuration for which the drive link is operatively coupled to the first and second deployable lift devices, and activation of at least a portion of the drive link moves the first and second deployable lift devices together. In a second configuration, the drive link is operatively coupled to at least the first deployable lift device and operatively decoupled from the second deployable lift device, so that actuation of at least a portion of the drive link moves the first deployable lift device relative to the second deployable lift device.

Claims

1. An aircraft wing system, comprising:

a wing having a leading edge and a trailing edge;

a first deployable lift device having a first spanwise location and being movable relative to the wing from a stowed position to at least one first deployed position;

a second deployable lift device having a second spanwise location different than the first and being movable relative to the wing from a stowed position to at least one second deployed position;

a drive system that includes;

a first motor;

a first motor brake coupled to the first motor to selectively inhibit the first motor;

a second motor;

a second motor brake coupled to the second motor to selectively inhibit the second motor; and

a drive link that includes a mechanical shaft, wherein the first and second motors are individually coupleable to the mechanical shaft, and wherein the drive link is connected to the first deployable lift device;

a differential having a single power input, the single power input being connected to the mechanical shaft, the differential further having an output connected to the second deployable lift device;

a differential brake coupled to the differential;

a lift device brake coupled to the differential; and

a control system connected to the drive system, the differential, the differential brake and the lift device brake, the control system being programmed with instructions that, when executed;

connect the first and second deployable lift devices to the first motor via the drive link and engage the differential brake to move the first and second deployable lift devices together; and

disconnect the first and second deployable lift devices from the first motor, connect the first deployable lift device to the second motor via the drive link, and engage the lift device brake to move the first deployable lift device relative to the second deployable lift device.

2. The system of claim 1 wherein the first motor has a first rate capability and the second motor has a second rate capability less than the first rate capability.

3. The system of claim 1, further comprising a range limiter operatively coupled to the first and second deployable lift devices to provide a first range of motion when the control system moves the first and second deployable lift devices together, and provide a second range of motion less than the first range of motion when the control system moves the first deployable lift device relative to the second deployable lift device.

4. The system of claim 1 wherein the first deployable lift device is inboard of the second deployable lift device.

5. The system of claim 1, further comprising a fuselage coupled to the wing.

6. An aircraft wing system, comprising:

a wing having a leading edge and a trailing edge;

a first deployable lift device having a first spanwise location and being movable relative to the wing from a stowed position to at least one first deployed position;

a second deployable lift device having a second spanwise location different than the first and being movable relative to the wing from a stowed position to at least one second deployed position;

a drive system that includes;

a first motor;

a second motor; and

a drive link, wherein the first and second motors are individually coupleable to the drive link, and wherein the drive link is connected to the first deployable lift device;

a differential having a single power input, the single power input being connected to the drive link, the differential further having an output connected to the second deployable lift device; and

a control system connected to the drive system and the differential, the control system being programmed with instructions that, when executed;

connect the first and second deployable lift devices to the first motor via the drive link and the differential to move the first and second deployable lift devices together by applying a first braking action to the differential; and

disconnect the first and second deployable lift devices from the first motor, prevent motion of the second deployable lift device at the differential by applying a second braking action to the differential, and connect the first deployable lift device to the second motor via the drive link to move the first deployable lift device relative to the second deployable lift device.

7. The system of claim 6 wherein the first motor has a first rate capability and the second motor has a second rate capability less than the first rate capability.

8. The system of claim 6, further comprising a range limiter operatively coupled to the first and second deployable lift devices to provide a first range of motion when the control system moves the first and second deployable lift devices together, and provide a second range of motion less than the first range of motion when the control system moves the first deployable lift device relative to the second deployable lift device.

9. The system of claim 6 wherein the drive link includes a mechanical shaft connected to the single power input of the differential.

10. A method for operating an aircraft wing, comprising:

activating a control system coupled to an aircraft wing system, the aircraft wing system comprising;

a wing having a leading edge and a trailing edge;

a first deployable lift device having a first spanwise location and being movable relative to the wing from a stowed position to at least one first deployed position;

a second deployable lift device having a second spanwise location different than the first and being movable relative to the wing from a stowed position to at least one second deployed position;

a drive system that includes;

a first motor;

a second motor; and

a drive link, wherein the first and second motors are individually coupleable to the drive link, and wherein the drive link is connected to the first deployable lift device;

a differential having a single power input, the single power input being connected to the drive link, the differential further having an output connected to the second deployable lift device;

wherein the control system is connected to the drive system and the differential, and the control system is programmed with instructions that, when executed;

rotate the drive link with the first motor;

move the first deployable lift device with the first motor via the drive link, the first motor providing power via the drive link to the single power input of said differential;

place the differential in a first configuration while applying a first braking action to the differential to drive both the first deployable lift device and the second deployable lift device together;

change the configuration of the differential from the first configuration to a second configuration by applying a second braking action to the differential;

rotate the drive link with the second motor and direct power from the second motor via the drive link to the single power input of the differential; and

move the first deployable lift device relative to the second deployable lift device via the second motor while the differential has the second configuration; and

wherein the method further comprises;

executing the instructions.

11. The method of claim 10 wherein rotating the drive link includes rotating a mechanical shaft.

12. The method of claim 10, wherein rotating the drive link with the first motor includes rotating the drive link with the first motor having a first rate capability and wherein rotating the drive link with the second motor includes rotating the drive link with the second motor having a second rate capability less than the first rate capability.

13. The method of claim 10 wherein moving the first and second deployable lift devices together includes moving the first and second deployable lift devices at a first rate during low speed flight operations, and wherein moving the first deployable lift device relative to the second deployable lift device includes moving the first deployable lift device at a second rate less than the first rate during high speed flight operations.

14. The method of claim 10 wherein moving the first deployable lift device relative to the second deployable lift device include changing a spanwise camber distribution of the wing.

15. The method of claim 10, further comprising limiting a range of motion of the first deployable lift device to have first value when moving the first and second deployable lift devices together, and limiting the range of motion of the first deployable lift device to have a second value less than the first value when moving the first deployable lift device relative to the second deployable lift device.