U.S. patent application number 12/151643 was filed with the patent office on 2008-11-20 for drive system for a variable camber aircraft wing.
Invention is credited to Josef Bar, Susanne Denzler, Werner Mangler, Bernd Schievelbusch.
Application Number | 20080283672 12/151643 |
Document ID | / |
Family ID | 39571004 |
Filed Date | 2008-11-20 |
United States Patent
Application |
20080283672 |
Kind Code |
A1 |
Denzler; Susanne ; et
al. |
November 20, 2008 |
Drive system for a variable camber aircraft wing
Abstract
The present invention relates to a drive system for a variable
camber aircraft wing having position variable front flaps and/or
rear flaps, having drive shafts, which are arranged such that that
the flaps undergo a change of position in operation of the drive
shafts, and having one or more drive units in driving connection
with the drive shafts, wherein at least one switchable coupling is
provided via which the drive shafts of two flaps of an aircraft
wing can be coupled to one another.
Inventors: |
Denzler; Susanne;
(Meckenbeuren, DE) ; Mangler; Werner; (Leutkirch,
DE) ; Bar; Josef; (Waltenhofen, DE) ;
Schievelbusch; Bernd; (Lindenberg, DE) |
Correspondence
Address: |
DILWORTH & BARRESE, LLP
333 EARLE OVINGTON BLVD., SUITE 702
UNIONDALE
NY
11553
US
|
Family ID: |
39571004 |
Appl. No.: |
12/151643 |
Filed: |
May 8, 2008 |
Current U.S.
Class: |
244/213 |
Current CPC
Class: |
B64C 3/44 20130101; B64D
45/0005 20130101; B64D 2045/001 20130101 |
Class at
Publication: |
244/213 |
International
Class: |
B64C 3/44 20060101
B64C003/44 |
Foreign Application Data
Date |
Code |
Application Number |
May 9, 2007 |
DE |
10 2007 021 748.1 |
Claims
1. A drive system for a variable camber aircraft wing having
position variable front flaps and/or rear flaps (10, 20), drive
shafts (12, 22), which are connected to the flaps (10, 12) such
that the flaps (10, 20) undergo a change of position in operation
of the drive shafts (12, 22), and one or more drive units (30, 32,
34, 36, 40, 42, 44) in driving connection with the drive shafts
(12, 22), wherein at least one switchable coupling (50, 52, 54, 56)
is provided via which the drive shafts (12, 22) of two flaps (10,
20) of an aircraft wing can be coupled to one another.
2. A drive system in accordance with claim 1, wherein a drive unit
(30, 32, 34, 36) is provided which is arranged such that it moves
two flaps or more than two flaps (10, 20) of an aircraft wing with
a closed switchable coupling (50, 52, 54, 56) by the drive shafts
(12, 22).
3. A drive system in accordance with claim 1, wherein the aircraft
wing has an inwardly arranged flap (10) and a flap (20) arranged
outwardly relative thereto; and a brake (60, 62, 64, 66) is
provided which blocks one of the two flaps (20) in the active
state.
4. A drive system in accordance with claim 1, wherein the aircraft
wing has an inwardly arranged flap (10) and a flap (20) arranged
outwardly relative thereto; and a drive unit (40, 42, 44) is
provided which is arranged such that it produces a positional
change of one of the two flaps (20) in operation and with an open
switchable coupling (50, 56).
5. A drive system in accordance with claim 1, wherein the aircraft
wing has an inwardly arranged flap (10) and a flap (20) arranged
outwardly relative thereto; a first drive unit (30, 34, 36) is
provided which is arranged such that it produces a positional
change of one of the two flaps (10) in operation and with an open
switchable coupling (50, 56) and a positional change of both flaps
(10, 20) with a closed switchable coupling (50, 56); and a second
drive unit (40, 42, 44) is provided which is arranged such that it
produces a positional change of the other of the two flaps (20) in
operation and with an open switchable coupling (50, 56).
6. A drive system in accordance with claim 1, wherein a drive unit
(32) is provided and a coupling transmission (70) connected thereto
is provided which has at least two switchable couplings (52, 54) of
which one (54) is connected to a drive shaft (22) of a flap (20)
and another (52) is connected to the drive shaft (12) of another
flap (10) of the aircraft wing.
7. A drive system in accordance with claim 6, wherein the drive
system does not have any further drive unit for the positional
change of the flaps (10, 20).
8. A drive system in accordance with claim 6, wherein a brake (62,
64) is associated with each of the flaps of the wing and the
respective flap (10, 20) can be blocked by said brake.
9. A drive system in accordance with claim 1, wherein the aircraft
wing has an inwardly disposed flap (10) and a flap (20) arranged
outwardly relative thereto; the drive system has at least one
switchable coupling (56) by which the drive shafts (12, 22) of the
flaps (10, 20) can be coupled to one another; and the drive system
furthermore has a drive unit (42, 44) which is arranged such that
it produces a positional change of the outwardly arranged flap (20)
in operation with an open switchable coupling (56).
10. A drive system in accordance with claim 9, wherein a brake (66)
is provided by which the outwardly arranged flap (20) can be
blocked.
11. A drive system in accordance with claim 9, wherein the drive
unit (44) is arranged such that it produces a positional change of
the respectively outwardly arranged flap (20) of both wings of an
aircraft in operation.
12. A drive system in accordance with claim 1, wherein at least one
of the drive units (30, 32, 34, 36) is designed with a brake and/or
a positional sensor.
13. A drive system in accordance with claim 2, wherein the aircraft
wing has an inwardly arranged flap (10) and a flap (20) arranged
outwardly relative thereto; and a brake (60, 62, 64, 66) is
provided which blocks one of the two flaps (20) in the active
state.
14. A drive system in accordance with claim 13, wherein the
aircraft wing has an inwardly arranged flap (10) and a flap (20)
arranged outwardly relative thereto; and a drive unit (40, 42, 44)
is provided which is arranged such that it produces a positional
change of one of the two flaps (20) in operation and with an open
switchable coupling (50, 56).
15. A drive system in accordance with claim 2, wherein the aircraft
wing has an inwardly arranged flap (10) and a flap (20) arranged
outwardly relative thereto; and a drive unit (40, 42, 44) is
provided which is arranged such that it produces a positional
change of one of the two flaps (20) in operation and with an open
switchable coupling (50, 56).
16. A drive system in accordance with claim 3, wherein the aircraft
wing has an inwardly arranged flap (10) and a flap (20) arranged
outwardly relative thereto; and a drive unit (40, 42, 44) is
provided which is arranged such that it produces a positional
change of one of the two flaps (20) in operation and with an open
switchable coupling (50, 56).
17. A drive system in accordance with claim 16, wherein the
aircraft wing has an inwardly arranged flap (10) and a flap (20)
arranged outwardly relative thereto; a first drive unit (30, 34,
36) is provided which is arranged such that it produces a
positional change of one of the two flaps (10) in operation and
with an open switchable coupling (50, 56) and a positional change
of both flaps (10, 20) with a closed switchable coupling (50, 56);
and a second drive unit (40, 42, 44) is provided which is arranged
such that it produces a positional change of the other of the two
flaps (20) in operation and with an open switchable coupling (50,
56).
18. A drive system in accordance with claim 15, wherein the
aircraft wing has an inwardly arranged flap (10) and a flap (20)
arranged outwardly relative thereto; a first drive unit (30, 34,
36) is provided which is arranged such that it produces a
positional change of one of the two flaps (10) in operation and
with an open switchable coupling (50, 56) and a positional change
of both flaps (10, 20) with a closed switchable coupling (50, 56);
and a second drive unit (40, 42, 44) is provided which is arranged
such that it produces a positional change of the other of the two
flaps (20) in operation and with an open switchable coupling (50,
56).
19. A drive system in accordance with claim 14, wherein the
aircraft wing has an inwardly arranged flap (10) and a flap (20)
arranged outwardly relative thereto; a first drive unit (30, 34,
36) is provided which is arranged such that it produces a
positional change of one of the two flaps (10) in operation and
with an open switchable coupling (50, 56) and a positional change
of both flaps (10, 20) with a closed switchable coupling (50, 56);
and a second drive unit (40, 42, 44) is provided which is arranged
such that it produces a positional change of the other of the two
flaps (20) in operation and with an open switchable coupling (50,
56).
20. A drive system in accordance with claim 13, wherein the
aircraft wing has an inwardly arranged flap (10) and a flap (20)
arranged outwardly relative thereto; a first drive unit (30, 34,
36) is provided which is arranged such that it produces a
positional change of one of the two flaps (10) in operation and
with an open switchable coupling (50, 56) and a positional change
of both flaps (10, 20) with a closed switchable coupling (50, 56);
and a second drive unit (40, 42, 44) is provided which is arranged
such that it produces a positional change of the other of the two
flaps (20) in operation and with an open switchable coupling (50,
56).
Description
BACKGROUND OF THE INVENTION
[0001] The present invention relates to a drive system for a
variable camber aircraft wing having position variable front flaps
and/or rear flaps, having drive shafts arranged such that the flaps
undergo a change of position in operation of the drive shafts, and
having one or more drive units in driving connection with the drive
shafts.
[0002] One reason for the use of variable camber aircraft wings is
that a reduction in fuel consumption can be achieved by the
possibility of varying the wing camber. The variation of the wing
camber can be achieved, for example, by adjustment of the landing
flaps in a positive and negative vertical direction around the
retracted position. It is feasible for the inner and outer landing
flap pairs to be adjusted differently so that different profiles
result in the span direction. For this purpose, the transmission
train between the inner and outer landing flaps must be separated
and the drive for the outer shaft train must be coupled in.
[0003] A system of the initially named kind is known, for example,
from DE 103 61 891 A1. A drive system can be seen from this
reference in which the drive shafts of adjacent flaps are coupled
via a differential gear which is connected to a central drive, on
the one hand, and to a secondary drive, on the other hand. The
speed of the drive shaft forming the output of the differential
gear depends on the input speeds of the central drive as well as of
the secondary drive and is thus largely independent of the speed of
the drive shaft driven by the central drive.
SUMMARY OF THE INVENTION
[0004] The use of a differential gear results in a comparatively
complex construction so that it is the underlying object of the
present invention to further develop a drive system of the
initially named kind such that it is configured reliably and has a
comparatively simple structure.
[0005] This object is satisfied by a drive system having the
features herein. Provision is accordingly made that a switchable
coupling is provided via which the drive shafts of two flaps of an
aircraft wing are coupled to one another. For example, a switchable
coupling is used between inner and outer landing flaps in the
transmission train. In the closed state, the flaps are, for
example, moved together by a central drive; in the open state of
the switchable coupling, a differential adjustment of the flaps is
possible. The invention is not restricted to landing flaps, but
relates to all types of flaps which can be moved into different
positions relative to the wing.
[0006] Due to typical aeronautical safety demands, the couplings
used in accordance with the invention are preferably designed as
shape-matched transmission components.
[0007] The use of switchable, shape-matched couplings permits
different system topologies which can each be adapted to specific
installation demands of an aircraft. The embodiment in accordance
with the invention of a drive system is less complex with respect
to a solution having a differential transmission, which as a rule
increases the system reliability.
[0008] A drive unit can be provided which is arranged such that,
when the switchable coupling is closed, two flaps, or more than two
flaps, of an aircraft wing can be moved by means of the drive
shafts. This drive unit can be a central drive unit which drives
the drive shafts of both aircraft wings.
[0009] In a further embodiment of the invention, provision is made
for the aircraft wing to have an inwardly arranged flap and a flap
arranged outwardly with respect thereto and for a brake to be
provided which blocks one of the two flaps in the active state.
[0010] It is feasible to design this brake as well as the brakes of
the embodiments shown in the following as so-called power-off
brakes which are set in the passive state, that is, exert a braking
force.
[0011] If, for example, the coupling is open and the central drive
is in operation, one of the flaps can be moved, whereas the other
one of the claps is blocked by the named brake.
[0012] In another embodiment of the invention, provision is made
for the aircraft wing to have an inwardly arranged flap and a flap
arranged outwardly with respect thereto and for a first drive unit
to be provided which is arranged such that it produces a positional
change of one of the two flaps, preferably of an inwardly arranged
flap, in operation and with an open switchable coupling and a
positional change of both flaps with a closed switchable coupling
and for a second drive unit to be provided which is arranged such
that it produces a positional change of the other of the two flaps,
preferably of a flap arranged outwardly with respect to the
inwardly arranged flap, in operation and with an open switchable
coupling. The named second drive unit can preferably be operated
independently of the first drive unit.
[0013] Provision is made in a further embodiment of the invention
for the aircraft wing to have an inwardly arranged flap and a flap
arranged outwardly relative thereto and for a drive unit to be
provided which is arranged such that it produces a positional
change of one of the two flaps in operation and with an open
switchable coupling. This drive unit thus serves to directly carry
out the positional change of a flap with an open switchable
coupling. This drive unit and also the drive units of the
embodiments shown in the following can be electric motors; however,
the type of drive energy for the present invention is not
restrictive so that other drive types can also be considered.
[0014] Provision can furthermore be made for a drive unit and for a
coupling transmission connected thereto to be provided, said
coupling transmission having at least two switchable couplings of
which one is connected to a drive shaft of a flap and another of
which is connected to the drive shaft of another flap of the wing.
It is thus feasible that, for example, a central drive unit drives
the two switchable couplings via the said coupling transmission,
said switchable couplings driving the drive shafts of the flaps in
a closed state. Accordingly, no drive of the drive shafts takes by
the drive unit place when the associated switchable coupling is
open. Provision is preferably made in this case for no further
drive unit such as a decentralized electric motor to be provided
for the positional change of the flaps. This is also not absolutely
necessary since one of the flaps or also both or all of the flaps
can selectively be driven via the named drive unit and the named
transmission.
[0015] Provision is made in a further embodiment of the invention
for a brake to be associated with each of the flaps of the wing,
with the respective flap being able to be blocked by said brake.
Provision can thus be made for the flap whose associated coupling
is open to be fixed in its position by the respective associated
brake.
[0016] Provision is made in a further embodiment of the invention
for the aircraft wing to have an inwardly arranged flap and a flap
arranged outwardly relative thereto, for the drive system to have
at least one switchable coupling by means of which the drive shafts
of the flaps can be coupled to one another and for the drive system
furthermore to have a drive unit which is arranged such that it
produces a positional change of the outwardly arranged flap in
operation. Provision can also be made in this case for the named
drive unit to be designed as an electric motor which produces a
positional change of the outwardly arranged flap with an open
switchable coupling.
[0017] Provision can furthermore be made for a brake to be arranged
by means of which the outwardly arranged flap can be blocked. The
named driving unit can be arranged centrally such that it does not
only take over the positional change of the outwardly arranged flap
of a wing, but of both wings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0018] Further details and advantages of the invention will be
explained with reference to an embodiment shown in more detail in
the drawing.
[0019] FIGS. 1 to 4 show different system topologies of drive
systems in accordance with the invention.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0020] The drive system shown in FIG. 1 consists of a central drive
unit 30 by means of which both drive shafts 12, 22 of the flaps 10,
20 can be driven with a closed switchable coupling 50. In this
embodiment and in the following embodiments, the flap 10 is in each
case an inwardly arranged flap ("inboard panel") and the flap 20 is
a flap arranged outwardly relative thereto ("outboard panel"). The
central drive unit 30 serves the driving of the drive shafts 12, 22
and thus of the flaps of both wings. It includes an integrated
brake as well as an integrated positional sensor.
[0021] In addition to a switchable shape-matched coupling 50 per
wing, there are provided per wing: a power-off brake 60 at each of
the wing tips, a respective decentral drive motor 40 at each of the
wing tips as well as a positional sensor, likewise at each of the
wing tips.
[0022] To control the high lift function, the switchable coupling
50 is closed, that is, deactivated, the electric motor 40 is
switched off, the power-off brake 60 is activated, that is,
released, and the central drive unit 30 is activated. This has the
result that both flaps 10, 20 are moved into the desired position.
The electric motor 40 also runs in generator operation in this
case.
[0023] To activate the VC (VC=variable camber) function, the
central drive unit 30 is deactivated for the adjustment of the
outer flap 20 and the brake of the central drive unit 30 holds the
inner flap 10 in position. The switching coupling 50 is activated,
that is, opened. The same applies accordingly to the power-off
brake 60. For the adjustment of the outer flap, the drive unit in
the form of the electric motor 40 is now activated until the outer
flap 20 has reached the desired position. The movement of the two
flaps 10, 20 relative to one another is possible since the drive
shafts 12, 22 are decoupled from one another by the open switching
coupling 50.
[0024] If the inner flap 10 should be adjusted, the electric motor
40 is deactivated, the brake 60 is deactivated, that is, closed,
and the switchable coupling 50 is activated, that is, opened. The
locked brake 60 holds the outer flap 20 in position. With an open
switchable coupling 50, the inner flap 10 is now moved by means of
the central drive unit 30 via the drive shaft 12 into the desired
position.
[0025] The drive system in accordance with FIG. 2 includes a
central drive unit 32 in the center of the system with an
integrated brake and an integrated positional sensor. The central
drive unit 32 is also responsible for the operation of the drive
systems of both wings in this embodiment. Respective primary
transmissions extend from the drive unit 32 to the coupling
transmissions 70 which are likewise present in each wing. Each of
the coupling transmissions 70 has a switchable coupling 52 and a
switchable coupling 54 which are associated with the respective
inwardly arranged flap 10 and with the respective outwardly
arranged flap 20. The operation of the flaps 10, 20 takes place via
a total of four secondary transmissions, that is, two transmissions
12, 22 per wing. As can furthermore be seen from FIG. 2, power-off
brakes 62 are provided at the wing tips and power-off brakes 64 are
provided at the wing roots by which the flap 20 and the flap 10
respectively can be fixed in their respective positions. This
likewise applies to both wings.
[0026] Two positional sensors are furthermore provided per wing at
the wing tips and at the wing roots.
[0027] If both flaps 10, 20 should be moved within the framework of
the high lift function, all the power-off brakes 62, 64 are
activated, that is, opened, all the switching couplings 52, 54 are
deactivated, that is, closed, and both flaps 10, 20 are moved for
both wings via the active central drive unit 32 into the desired
position.
[0028] The central drive unit 32 is activated for the activation of
the VC function for the outer flap 20. The switch coupling 52
associated with the inner flap 10 is activated and therefore open.
To fix the flap 10, the power-off brake 64 associated with the
inner flap 10 is deactivated, that is, closed. For the adjustment
of the outer flap 20, the associated power-off brake 62 is
activated, that is, opened, and the switch coupling 54 associated
with the outer flap 20 is deactivated, that is, closed. The drive
path thus extends from the central drive unit 32 via the coupling
transmission 70, the switchable coupling 54 and the drive shaft 22
to the outer flap 20.
[0029] If the inner flap 10 should be adjusted, the central drive
unit 32 is likewise activated, the switchable coupling 52
associated with the inner flap 10 is deactivated, that is, closed,
the brake 64 associated with the inner flap 10 is activated, that
is, released, the switching coupling 54 associated with the outer
flap 20 is activated, that is, open, and the power-off brake 62
associated with the outer flap 20 is deactivated, that is, closed,
so that the outer flap 20 is fixed in its position.
[0030] The drive system in accordance with FIG. 3 comprises a
central drive unit 34 in the center of the system with integrated
brake and positional sensor. One respective transmission each, that
is, drive shaft 12, per wing extends from this central drive unit
34 to the coupling sites. Furthermore, one transmission each
extends per wing from the coupling sites to the wing tips. They are
designed in the form of drive shafts 22.
[0031] A switchable coupling 56 is respectively provided per wing,
said switchable couplings being arranged between the drive shafts
12, 22 associated with the inner flaps 10 and the outer flaps
20.
[0032] Furthermore, a respective drive motor 42 is provided per
wing and is designed as an electric motor and serves the drive of
the respective outer flap 20.
[0033] As can furthermore be seen from FIG. 3, a respective
power-off brake 66 is provided per wing and is arranged at the wing
tips and has the task of locking the respective outwardly disposed
flap 20. A respective positional sensor is furthermore arranged at
the wing tips.
[0034] The power-off brakes 66 of the two wings are activated and
therefore open to perform the high lift function. All the switching
couplings 56 are deactivated and thus closed. The central drive
unit 34 is set into operation and moves the system into the desired
position for the adjustment of the flaps 10, 20. The drive motor 42
for the respective outer flap 20 runs along in generator
operation.
[0035] The central drive unit 34 is deactivated and holds the
inwardly disposed flap 10 in its position by means of the brake
integrated in said central drive unit to actuate the VC function of
the outer flap. The switching couplings 56 of both wings are
activated and therefore open. The brakes 66 associated with the
outer flaps 20 are activated and thus open and the drive units 42
respectively adjust the outer flaps 20 via the drive shafts 22.
[0036] If the inner flaps 10 should be adjusted, the central drive
unit 34 is activated and adjusts the respectively inwardly disposed
flaps 10. The switching couplings 56 are activated and thus open.
The power-off brakes 64 associated with the outer flaps 20 are
deactivated and therefore closed for the fixing of the outer flaps.
The decentralized drive motors 42 are likewise deactivated.
[0037] The system shown in FIG. 4 differs from the system in
accordance with FIG. 3 in that a central drive motor 44 is provided
at the center of the system for the VC function of the outer flaps
20. Secondary transmissions extend from this central drive motor 44
to the respective coupling transmissions of both wings. The mode of
operation and the further structure otherwise correspond to that
explained with respect to FIG. 3 so that reference is made
accordingly.
[0038] The named functions can naturally also be performed with
more than two adjacent flaps or landing flaps or even with
non-adjacent flaps or landing flaps. High lift systems with only
one landing flap per wing can admittedly be used for the VC
function, but a span-wide differential adjustment is naturally not
possible.
[0039] A demand from the certification regulations for aircraft
systems FAR25 or CS25, according to which the drive systems for
landing flaps should be synchronized by means of mechanical
couplings if no equivalent licensed means can be used, is satisfied
by means of a unit for the limiting of the positional difference
between the inner and outer flaps. The positional sensors required
for the high lift function and for the VC function as well as the
electronic control units are not shown in the embodiment explained
here.
* * * * *