U.S. patent application number 12/086467 was filed with the patent office on 2010-02-25 for method and device for providing automatic load alleviation to a high lift surface system, in particular to a landing flap system, of an aircraft.
This patent application is currently assigned to AIRBUS DEUTSCHLAND GMBH. Invention is credited to Alexandre Darbois, Andreas Fleddermann, Wolfgang Hartwig, Martin Richter.
Application Number | 20100044518 12/086467 |
Document ID | / |
Family ID | 37805931 |
Filed Date | 2010-02-25 |
United States Patent
Application |
20100044518 |
Kind Code |
A1 |
Fleddermann; Andreas ; et
al. |
February 25, 2010 |
METHOD AND DEVICE FOR PROVIDING AUTOMATIC LOAD ALLEVIATION TO A
HIGH LIFT SURFACE SYSTEM, IN PARTICULAR TO A LANDING FLAP SYSTEM,
OF AN AIRCRAFT
Abstract
A method and a device for providing automatic load alleviation
to a high lift surface system, in particular to a landing flap
system, of an aircraft when a blockage occurs, wherein in response
to a control signal emitted by a control device at least one high
lift surface, which is actuated by means of a local mechanical
final control element, is brought to a predetermined position by a
central drive unit that is connected by way of a rotary shaft
arrangement to the local final control element by generating a
torque transmitted by the central drive unit to the rotary shaft
arrangement. If a signal is registered that indicates that there is
a blockage within the high lift surface system, the torque
transmitted by the central drive unit to the rotary shaft
arrangement is automatically reduced to a predetermined low torque
value, and the position of the high lift surface system is
fixed.
Inventors: |
Fleddermann; Andreas;
(Bremen, DE) ; Hartwig; Wolfgang; (Delmenhorst,
DE) ; Darbois; Alexandre; (Bremen, DE) ;
Richter; Martin; (Bremen, DE) |
Correspondence
Address: |
LERNER, DAVID, LITTENBERG,;KRUMHOLZ & MENTLIK
600 SOUTH AVENUE WEST
WESTFIELD
NJ
07090
US
|
Assignee: |
AIRBUS DEUTSCHLAND GMBH
Hamburg
DE
|
Family ID: |
37805931 |
Appl. No.: |
12/086467 |
Filed: |
December 8, 2006 |
PCT Filed: |
December 8, 2006 |
PCT NO: |
PCT/EP2006/011867 |
371 Date: |
October 27, 2009 |
Current U.S.
Class: |
244/194 |
Current CPC
Class: |
B64C 13/16 20130101 |
Class at
Publication: |
244/194 |
International
Class: |
B64C 13/16 20060101
B64C013/16 |
Foreign Application Data
Date |
Code |
Application Number |
Dec 13, 2005 |
DE |
10 2005 059 369.0 |
Claims
1. A method for providing automatic load alleviation to a landing
flap system of an aircraft when a blockage occurs, comprising: in
response to a control signal emitted by a control device bringing
at least one high lift surface, which is actuated by means of a
local mechanical final control element, to a predetermined position
by a central drive unit that is connected by way of a rotary shaft
arrangement to the local final control element by generating a
torque transmitted by the central drive unit to the rotary shaft
arrangement, wherein, if a signal is registered that indicates that
there is a blockage within the high lift surface system,
automatically reducing the torque transmitted by the central drive
unit to the rotary shaft arrangement to a predetermined low torque
value, and the fixing position of the high lift surface system.
2. The method of claim 1, wherein the signal that indicates a
blockage is derived from registering a signal that represents a
predetermined high torque value in relation to the torque
transmitted by the central drive unit to the rotary shaft
arrangement for a predetermined period of time.
3. The method of claim 1, wherein the signal that indicates a
blockage is derived from registering a signal which represents a
predetermined high torque value in relation to the torque
transmitted by the central drive unit to the rotary shaft
arrangement in conjunction with an occurrence of a control signal
caused by the pilot to the effect of initiating a reversal in the
direction of rotation of the rotary shaft arrangement.
4. The method of claim 1, wherein the signal that indicates a
blockage is derived from a comparison of signals emitted by
position sensors provided in the high lift surface system, which
signals represent the actual position of the high lift surfaces,
with signals predetermined by an evaluation algorithm carried out
in the control device, which signals represent the command position
of the high lift surfaces.
5. The method of claim 4, wherein the signals that represent the
actual position of the high lift surfaces are obtained by asymmetry
position sensors being provided on the ends of the rotary shaft
arrangements.
6. The method of claim 2, wherein the occurrence of the maximum
pivoting-disc angle of a hydraulic inclined-axis motor contained in
the central drive unit is registered as the signal that represents
the predetermined high torque value.
7. The method of claim 2, wherein the occurrence of the maximum
motor current of an electric motor contained in the central drive
unit is registered as the signal that represents the predetermined
high torque value.
8. The method of claim 1, wherein the predetermined low torque
value relating to the torque transmitted by the central drive unit
to the rotary shaft arrangement, at which torque the position of
the high lift surface system is fixed, is set such that the high
lift surfaces are secured against any uncontrolled retraction due
to external air loads.
9. The method of claims 1, wherein the predetermined low torque
value is set such that it is below the triggering value of a torque
limiter that is contained in the rotary shaft arrangement of the
high lift surface system.
10. The method of claim 1, wherein fixing the position of the high
lift surface system takes place by activating a motor locking brake
contained in the central drive unit.
11. The method of claim 1, wherein, after registering the signal
that indicates that there is a blockage, a request is issued to the
pilot to issue a control signal that causes a reversal in the
direction of rotation of the rotary shaft arrangement.
12. A device for providing automatic load alleviation to a landing
flap system of an aircraft when a blockage occurs, comprising: at
least one high lift surface, which is actuated by a local
mechanical final control element adjustable in response to a
control signal emitted by a control device by a central drive unit
that is connected by way of a rotary shaft arrangement to the local
final control element by generating a torque transmitted by the
central drive unit to the rotary shaft arrangement, wherein the
control device is provided, where a signal is registered that
indicates that there is a blockage within the high lift surface
system, to emit a signal to the central drive unit, which signal
automatically reduces the torque transmitted by the central drive
unit to the rotary shaft arrangement to a predetermined low torque
value, and to emit a signal to a braking device, which signal fixes
the position of the high lift surface system.
13. The device of claim 12, wherein the control device is provided
for evaluating a signal, which has been registered for a
predetermined period of time, and represents a predetermined high
torque value in relation to the torque transmitted by the central
drive unit to the rotary shaft arrangement as a signal that
indicates a blockage.
14. The device of claim 12, wherein the control device is provided
for evaluating a signal, which represents a predetermined high
torque value in relation to the torque transmitted by the central
drive unit to the rotary shaft arrangement in conjunction with the
occurrence of a control signal caused by the pilot to the effect of
initiating a reversal in the direction of rotation of the rotary
shaft arrangement as a signal that indicates a blockage.
15. The device of claim 12, wherein the control device is provided
for deriving the signal that indicates that there is a blockage by
a comparison of signals emitted by position sensors provided in the
high lift surface system, which signals represent the actual
position of the high lift surfaces, with signals predetermined by
an evaluation algorithm carried out in the control device, which
signals represent the command position of the high lift
surfaces.
16. The device of claim 15, wherein the signals that represent the
actual position of the high lift surfaces are obtained from
asymmetry position sensors being provided on the ends of the rotary
shaft arrangements.
17. The device of claim 13, wherein registering the occurrence of
the maximum pivoting-disc angle of a hydraulic inclined-axis motor
contained in the central drive unit is provided as the signal that
represents the predetermined high torque value.
18. The device of claim 13, wherein registering the occurrence of
the maximum motor current of an electric motor contained in the
central drive unit is provided as the signal that represents the
predetermined high torque value.
19. The device of claim 12, wherein the predetermined low torque
value relating to the torque transmitted by the central drive unit
to the rotary shaft arrangement, at which torque the position of
the high lift surface system is fixed, is set such that the high
lift surfaces are secured against any uncontrolled retraction due
to external air loads.
20. The device of claim 12, wherein the predetermined low torque
value is set such that it is below the triggering value of a torque
limiter that is contained in the rotary shaft arrangement of the
high lift surface system.
21. The device of claim 12, wherein a motor locking brake contained
in the central drive unit is provided for fixing the position of
the high lift surface system.
22. The device of claims 12, wherein the control device is
provided, after registering the signal that indicates that there is
a blockage, to emit to the pilot a request to issue a control
signal that causes a reversal in the direction of rotation of the
rotary shaft arrangement.
Description
[0001] This application claims benefit of the German patent
application No. 10 2005 059 369.0, filed Dec. 13, 2005 the content
of which is hereby incorporated herein by reference.
FIELD OF THE INVENTION
[0002] The present invention relates to a method and a device for
providing automatic load alleviation to a high lift surface system,
in particular to a landing flap system, of an aircraft.
BACKGROUND ART
[0003] High lift surface systems of aircraft are used to increase
lift during takeoff or landing; they typically comprise landing
flaps, leading-edge flaps or wing regions with a continuously
variable profile or similar arrangements by means of which the wing
profile can be changed and/or enlarged with a view to augmenting
lift. In many civil aircraft and also in military transport
aircraft such high lift surfaces are driven by a central drive unit
that is connected, by way of a rotary shaft arrangement that
typically extends in the spanwise direction, to local mechanical
final control elements provided on the high lift surfaces. The
local final control elements can comprise spindles or crank
mechanisms or similar actuation devices. In most cases several such
high lift surfaces are arranged along the rotary shaft arrangement.
Typically a first such rotary shaft arrangement extends along the
front region of the wing profile, thus serving to actuate
leading-edge flaps provided in this location, while a second rotary
shaft arrangement extends along the rear region of the wing, thus
serving to drive the landing flaps provided in this location. If
during extension or retraction of the high lift surfaces a blockage
occurs within the rotary shaft arrangement or within the final
control elements associated with the high lift surfaces, between
the location of the blockage and the drive unit the rotary shaft
arrangement is subjected to torsional stress by the drive motor
until the stall torque has been reached. This results in
substantial torsional loads that according to the state of the art
until now could only be reduced after the end of the flight and
after carrying out corresponding repair work. Until repairs can be
effected, the rotary shaft system remains in the stressed state,
loaded with the maximum motor moment. As a result of the
substantial torsional moment of the stressed shaft arrangement in
the case of a blockage, the rotary shaft system is thus subjected
to very considerable mechanical stress between the drive motor and
the location of the blockage, which mechanical stress is still
further increased if in addition bending moments and
tensile-/compressive loads are introduced into the rotary shaft
system as a result of wing bending, landing shocks or the like. The
individual elements of the rotary shaft system have to be
dimensioned to provide the corresponding strength, with the safety
factors--which have been calculated taking into account the
possibility of extended times under load--limiting the options of
optimising the weight of the shafts.
SUMMARY OF THE INVENTION
[0004] There may be a need to provide a method and a device for
providing automatic load alleviation to a high lift surface system,
in particular to a landing flap system, of an aircraft, by means of
which method and device in the case of a blockage the rotary shaft
arrangement contained in the high lift surface system is relieved
of unnecessarily high torsional loads.
[0005] This need may be met by a method with the characteristics of
claim 1. Furthermore, this need may be met by a device with the
characteristics of claim 10.
[0006] Advantageous embodiments of the method and the device of the
present invention are disclosed in the respective subordinate
claims.
[0007] The invention may create a method for providing automatic
load alleviation to a high lift surface system, in particular to a
landing flap system, of an aircraft when a blockage occurs, in
which method in response to a control signal emitted by a control
device at least one high lift surface, which is actuated by means
of a local mechanical final control element, is brought to a
predetermined position by a central drive unit that is connected by
way of a rotary shaft arrangement to the local final control
element by means of generating a torque transmitted by the central
drive unit to the rotary shaft arrangement. According to the
invention, if a signal is registered that indicates that there is a
blockage within the high lift surface system, the torque
transmitted by the central drive unit to the rotary shaft
arrangement is automatically reduced to a predetermined lower
torque value, and the position of the high lift surface system is
fixed.
[0008] The signal that indicates a blockage can be derived from
registering a signal that represents a predetermined high torque
value in relation to the torque transmitted by the central drive
unit to the rotary shaft arrangement for a predetermined period of
time.
[0009] As an alternative, the signal that indicates that there is a
blockage can be derived from registering a signal which represents
a predetermined high torque value for the torque transmitted by the
central drive unit to the rotary shaft arrangement in conjunction
with the occurrence of a control signal caused by the pilot to the
effect of initiating a reversal in the direction of rotation of the
rotary shaft arrangement.
[0010] According to a preferred embodiment of the invention, the
signal that indicates a blockage can be derived from a comparison
of signals emitted by position sensors provided in the high lift
surface system, which signals represent the actual position of the
high lift surfaces, with signals predetermined by an evaluation
algorithm carried out in the control device, which signals
represent the command position of the high lift surfaces. In this
process, advantageously the signals that represent the actual
position of the high lift surfaces can be obtained by asymmetry
position sensors that have been provided on the ends of the rotary
shaft arrangements. The occurrence of the maximum pivoting-disc
angle of a hydraulic axial piston motor in swash plate design can
be registered as a signal that represents the predetermined high
torque value.
[0011] As an alternative, the occurrence of the maximum motor
current of an electric motor contained in the central drive unit
can be registered as the signal that represents the predetermined
high torque value.
[0012] The predetermined low torque value relating to the torque
transmitted by the central drive unit to the rotary shaft
arrangement, at which torque the position of the high lift surface
system is fixed, is preferably set such that the high lift surfaces
are secured against any uncontrolled retraction due to external air
loads.
[0013] The predetermined low torque value is preferably set such
that it is below the trigger value of a torque limiter that is
contained in the rotary shaft arrangement of the high lift surface
system.
[0014] According to a preferred embodiment of the method according
to the invention, fixing the position of the high lift surface
system takes place by activating a motor locking brake contained in
the central drive unit.
[0015] According to a preferred embodiment of the method according
to the invention, after registering the signal that indicates that
there is a blockage, a request is issued to the pilot to issue a
control signal that causes a reversal in the direction of rotation
of the rotary shaft arrangement.
[0016] Furthermore, the invention creates a device for providing
automatic load alleviation to a high lift surface system, in
particular to a landing flap system, of an aircraft when a blockage
occurs, in which device in response to a control signal emitted by
a control device at least one high lift surface, which is actuated
by means of a local mechanical final control element, is adjustable
by a central drive unit that is connected by way of a rotary shaft
arrangement to the local final control element by means of
generating a torque transmitted by the central drive unit to the
rotary shaft arrangement.
[0017] According to the invention the control device is provided,
in cases where a signal is registered that indicates that there is
a blockage within the high lift surface system, to emit a signal to
the central drive unit, which signal automatically reduces the
torque transmitted by the central drive unit to the rotary shaft
arrangement to a predetermined low torque value, and to emit a
signal to a braking device, which signal fixes the position of the
high lift surface system.
[0018] According to an embodiment of the invention, the control
device is provided for evaluating a signal that indicates a
blockage, which signal has been registered for a predetermined
period of time, and represents a predetermined high torque value in
relation to the torque transmitted by the central drive unit to the
rotary shaft arrangement.
[0019] According to another exemplary embodiment of the invention,
the control device is provided for evaluating a signal that
indicates a blockage, which signal represents a predetermined high
torque value in relation to the torque transmitted by the central
drive unit to the rotary shaft arrangement in conjunction with an
occurrence of a control signal caused by the pilot to the effect of
initiating a reversal in the direction of rotation of the rotary
shaft arrangement.
[0020] According to a preferred embodiment of the invention, the
control device is provided for deriving the signal that indicates
that there is a blockage by a comparison of signals emitted by
position sensors provided in the high lift surface system, which
signals represent the actual positions of the high lift surfaces,
with signals predetermined by an evaluation algorithm carried out
in the control device, which signals represent the command position
of the high lift surfaces.
[0021] In this process, preferably the signals that represent the
actual position of the high lift surfaces are taken from asymmetry
position sensors that have been provided on the ends of the rotary
shaft arrangements.
[0022] Registering the occurrence of the maximum pivoting-disc
angle of a hydraulic inclined-axis motor contained in the central
drive unit can be provided as the signal that represents the
predetermined high torque value.
[0023] Furthermore, registering the occurrence of the maximum motor
current of an electric motor contained in the central drive unit
can be provided as the signal that represents the predetermined
high torque value.
[0024] Preferably, the predetermined low torque value relating to
the torque transmitted by the central drive unit to the rotary
shaft arrangement, at which torque the position of the high lift
surface system is fixed, is set such that the high lift surfaces
are secured against any uncontrolled retraction due to external air
loads.
[0025] Preferably, the predetermined low torque value is set such
that it is below the triggering value of a torque limiter that is
contained in the rotary shaft arrangement of the high lift surface
system.
[0026] According to a preferred embodiment of the invention, a
motor locking brake contained in the central drive unit is provided
for fixing the position of the high lift surface system.
[0027] According to a preferred embodiment of the invention, the
control device is provided, after registering the signal that
indicates that there is a blockage, to emit to the pilot a request
to issue a control signal that causes a reversal in the direction
of rotation of the rotary shaft arrangement.
[0028] Below, an exemplary embodiment of the invention is described
with reference to the drawing.
[0029] The following are shown:
[0030] FIG. 1 a perspective view of an aircraft, in which a high
lift surface system in the form of a leading-edge flap system
arranged on the wing leading edge, and a landing flap system
arranged on the wing trailing edge are provided, according to an
exemplary embodiment of the invention;
[0031] FIG. 2a) and b) diagrams that show the time gradient of the
torque of a central drive unit provided in the high lift surface
system, or of the pivoting-disc angle of a hydraulic inclined-axis
motor provided in such a central drive unit in the case of a
blockage when extending the high lift surface system with torsion
load alleviation according to the exemplary embodiment of the
invention; and
[0032] FIG. 3a) and b) diagrams that show the time gradient of the
torque of a central drive unit provided in the high lift surface
system, or of the pivoting-disc angle of a hydraulic inclined-axis
motor provided in such a central drive unit in the case of a
blockage when retracting the high lift surface system with torsion
load alleviation according to the exemplary embodiment of the
invention.
[0033] FIG. 1 is a perspective view of a civil aircraft of modern
design, in which aircraft a high lift surface system according to
one exemplary embodiment of the invention has been implemented. The
high lift surface system comprises leading-edge flaps 11, 12
arranged on the wing leading edge, and landing flaps 21 arranged on
the wing trailing edge.
[0034] For actuating the leading-edge flaps 11, 12 a front rotary
shaft arrangement 15 has been provided, which is arranged along the
wing leading edge so as to extend essentially in the direction of
the wingspan; while for actuating the landing flaps 21 a rear
rotary shaft arrangement 25 is provided, which is provided on the
wing trailing edge so as to also extend essentially in the
direction of the wingspan. For each of the two wings of the
aircraft such a front rotary shaft arrangement 15 and such a rear
rotary shaft arrangement 25, respectively, are provided, of which
FIG. 1 shows only the rotary shaft arrangements 15, 25 of one wing.
The front rotary shaft arrangements of both wings are jointly
driven, by way of a T-gear arrangement 14, by a central drive unit
13; while the rear rotary shaft arrangements 25 of both wings are
driven in the same manner, by way of a T-gear arrangement 24, by a
central drive unit 23. In the embodiment described the central
drive unit 13 of the front rotary shaft arrangements 15, which
central drive unit 13 is provided for driving the leading-edge
flaps, comprises a hydraulic inclined-axis motor and an
electronically controlled electric motor to provide driving force,
which motors are not specifically shown in the figure. Motor
control electronics 35 are provided for controlling the electric
motor. The central drive unit 23 of the rear rotary shaft
arrangements 25, which rear rotary shaft arrangements 25 are
provided for actuating the landing flaps 21, comprises two
hydraulic inclined-axis motors, which are also not specifically
shown in the figure. By means of the central drive units 13, 23 the
rotary shaft arrangements 15, 25 are rotated in one direction or in
the other direction by way of the respective T-gear arrangements
14, 24 for extending or retracting the high lift flaps, i.e. the
leading-edge flaps 11, 12 and the landing flaps 21.
[0035] On the high lift surfaces, local mechanical final control
elements are provided, namely on the leading-edge flaps 11, 12
local mechanical final control elements 16, and on the landing
flaps 21 local mechanical final control elements 26, which convert
said rotary movement of the rotary shaft arrangements 15, 25 to an
extension movement or to a retraction movement of said high lift
surfaces. These local final control elements 16, 26 can, for
example, be spindles or crank mechanisms.
[0036] Near the ends of the rotary shaft arrangements 15, 25,
so-called wingtip brakes 17 or 27 are provided, which are used to
fix the position of the respective rotary shaft arrangement on the
drive side in the last-assumed position in the case of a failure,
which case is unlikely but cannot be ruled out altogether, so that
uncontrolled retraction of the high lift surfaces due to the air
loads that are present is prevented.
[0037] Finally, at the end of the rotary shaft arrangements 15, 25
respective asymmetry position sensors 18, 28 are provided, which
when the rotary positions of the wingtip ends of the rotary shaft
arrangements 15 of both wings deviate from each other emit a
corresponding signal; with the same also applying to the rotary
shaft arrangements 25 of both wings.
[0038] Control of the central drive units 13, 23 and thus of the
leading-edge flaps 11, 12 or landing flaps 21 driven by said
central drive units 13, 23 takes place by way of a control device
31, 32 in the form of flap control computers. Entering an operating
command to the control device 31, 32 is effected by the pilot, for
example, by way of a flap actuation lever 33.
[0039] Furthermore, each of the central drive units 13, 23
comprises a locking brake, not specifically shown in the figure, by
means of which locking brake the position, at the particular time,
of the respective power control unit 13, 23 can be fixed.
Furthermore, when viewed in the drive direction, at the front end
of each rotary shaft arrangement 15, 25, a mechanical torque
limiter is arranged, by means of which the very high torque
generated by the respective central drive unit 13, 23 is limited to
a value that is tolerable in relation to the respective rotary
shaft arrangement 15, 25.
[0040] The hydraulic inclined-axis motors contained in the central
drive units 13, 23 comprise a variable regulated pivoting disc, by
means of which the motor moment M.sub.mot is set proportionally in
relation to the set pivoting-disc angle .quadrature..sub.schwenk.
Furthermore, in the central drive unit 13 the regulated electric
motor that has already been mentioned above is provided, in which
there is proportionality of the motor moment in relation to the
commanded current i.sub.salt. In the case of a blockage in the
rotary shaft system, i.e. in one of the rotary shaft arrangements
15, 25, the motor moment increases from a stationary operative
value to the maximum stall torque. In the case of the hydraulic
motor, the reason for the aforementioned is the rise, due to
regulation, of the pivoting-disc angle up to the maximum value
.quadrature..sub.schwenk, max or in the case of the electric motor
a corresponding rise, due to regulation, of the commanded current
i.sub.soll to a maximum value i.sub.soll, max. In response to
respective control signals emitted by the control device 31, 32,
and by generating a torque that is transmitted by the central drive
unit 13, 23 to the rotary shaft arrangement 15, 25, the high lift
surface system that is formed by the leading-edge flaps 11, 12 or
by the landing flaps 21, respectively, is brought to a desired
predefined position.
[0041] When a blockage within the high lift surface system is
registered, the torque produced by the central drive unit 13, 23 is
automatically reduced to a predetermined low torque value, and the
high lift surface system is fixed in its position. Such a blockage
can predominantly occur within the rotary shaft arrangement 15, 25
or within the local final control elements 16, 26 provided on the
high lift surfaces 11, 12, 21, and would result in the shaft system
being subjected to torsional stress between the position of the
blockage and the drive motor of the central drive unit 13, 23 until
the stall torque has been reached. Without load alleviation this
would have the disadvantageous effects described in the
introduction.
[0042] The present invention makes use of the components and
sensors present in the high lift surface system in order to bring
about such load reduction in the case of a blockage.
[0043] In the exemplary embodiment presently described, a signal
that indicates that there is a blockage is derived from a
comparison of signals that represent the actual position of the
high lift surfaces 11, 12, 21, which signals are emitted by
position sensors present in the high lift surface system, in the
present exemplary embodiment by asymmetry position sensors 18, 28
provided at the end of the rotary shaft arrangements, with signals
that represent the command position of the high lift surfaces 11,
12, 21, which signals are predetermined by an evaluation algorithm
carried out in the control device 31, 32.
[0044] As an alternative, the signal that indicates a blockage can
be derived from registering a signal that is present for a
predetermined period of time and represents a predetermined high
torque value in relation to the torque transmitted by the central
drive unit 13, 23 to the rotary shaft arrangement 15, 25, which
torque only occurs to this extent in the case of a blockage.
[0045] Furthermore, such a signal can be derived from registering a
signal that represents a predetermined high torque value, as can
only occur in the case of a blockage, in conjunction with the
occurrence of a control signal caused by the pilot to the effect of
initiating a reversal in the direction of rotation of the rotary
shaft arrangement 15, 25. This is the case when the occurrence of a
blockage in the high lift surface system is immediately detected by
the pilot, and when the pilot initiates corresponding
counteraction. The signal which represents a high torque value that
indicates that there is a blockage can be derived from the maximum
pivoting-disc angle .quadrature..sub.schwenk, max in the case of a
hydraulic inclined-axis motor, or by the maximum commanded current
i.sub.soll, max in the case of an electric motor.
[0046] The control device 31, 32 is provided, after registering the
signal that indicates that there is a blockage, to emit a request
to the pilot to issue a control signal that causes a reversal in
the direction of rotation of the rotary shaft arrangement 15, 25.
The predetermined low torque value to which the torque in the
rotary shaft arrangement 15, 25 is subsequently returned and at
which the position of the high lift surface system is subsequently
fixed is set such that on the one hand the torque is below the
triggering value of the torque limiter that is contained in the
rotary shaft arrangement 15, 25, and that on the other hand the
high lift surfaces 11, 12, 21 are secured against any uncontrolled
retraction due to external air loads. In the exemplary embodiment
described fixing the position of the high lift surface system takes
place by activating the motor locking brakes contained in the
central drive unit 13, 23.
[0047] FIGS. 2a) and b) show the time gradient of the torque on the
central drive unit (PCU) 13, 23, i.e. the torque transmitted by the
central drive unit 13, 23 to the rotary shaft arrangement 15, 25 by
way of the T-gear arrangement 14, 24, as well as the pivoting-disc
angle .quadrature..sub.schwenk of the hydraulic inclined-axis motor
provided in the central drive unit 13, 23. When a blockage occurs
at the point in time indicated in
[0048] FIG. 2a) by the arrow, the torque rises to a maximum value,
which is caused by an increase in the pivoting-disc angle
.quadrature..sub.schwenk to the maximum value .quadrature..sub.max.
After a predefined period of time, in the present example 4
seconds, the blockage is deemed to have been detected and a
corresponding counter-drive command is issued by the central
control unit 13, 23. As an alternative, at this point in time a
command to drive in the opposite direction could also have been
issued by the pilot. Within a short subsequent time slot the
pivoting-disc angle is regulated back in a controlled manner from
the maximum value .quadrature..sub.max to the predetermined low
value .quadrature..sub.schwenk, min, and in this way proportionally
the motor moment and the torsion moment acting in the rotary shaft
arrangement 15, 25 are reduced. This reduced torsion moment is
below the threshold LTLS that is shown in FIG. 2a) by a dot-dash
line, which line corresponds to engaging/disengaging the already
described torque limiter. As already explained above, the minimum
pivoting-disc angle .quadrature..sub.schwenk, min is designed such
that on the one hand the mechanical torque limiter (provided there
is one) is disengaged again, and on the other band it is ensured
that an adequate moment against the external air loads is present.
As soon as the minimum pivoting-disc angle has been reached, the
motor locking brake (which typically is present as standard) is
activated. The load alleviation process is thus complete, and the
torsional moment in the rotary shaft arrangement 15, 25 is reduced
to the desired minimum, and from this moment level a new start can
be made with the objective of clearing the blockage.
[0049] FIGS. 3a) and b) are corresponding diagrams that show the
torque gradient and the pivoting-disc angle in a case where during
retraction of the high lift surfaces a blockage occurs. At the
point in time marked by an arrow in FIG. 3a a blockage occurs so
that the torque of the central drive unit 13, 23 in the direction
of the retraction movement increases to its maximum value, which is
due to an increase in the pivoting-disc angle of the hydraulic
inclined-axis motor to the value .quadrature..sub.max. Again after
a certain period of time, 4 seconds, as in FIG. 2, the blockage is
deemed to have been detected, or the pilot issues a command to
drive in the opposite direction. Within a short time slot the
pivoting-disc angle is reduced from its maximum value
.quadrature..sub.max, and after the zero crossing, said
pivoting-disc angle is regulated back to the predefined low minimum
value .quadrature..sub.schwenk, min. This minimum value in turn is
dimensioned such that it is below the threshold LTLS for
engaging/disengaging the torque limiter and acts against the
external air loads so that uncontrolled retraction of the high lift
surfaces is reliably prevented. At this minimum pivoting-disc angle
.quadrature..sub.schwenk, min the motor locking brake is
subsequently activated again. The load alleviation procedure is
thus terminated, the torsional moment in the rotary
shaft-arrangement 15, 25 is reduced to a minimum, and from this low
torque level a new start can be made in order to clear the
blockage.
[0050] As a result of the alleviation, according to the invention,
of the load acting on the rotary shaft, in all cases where a
blockage occurs the high torsional moment experienced in the rotary
shaft system is reduced to a safe minimum after a short period of
time. Consequently the load is alleviated from all the mechanical
components that are involved. This is advantageous in particular if
the blockage is permanently present and if even after repeated
attempts to drive the central drive motor in the opposite direction
it is not possible to free the system up. Load alleviation makes it
possible to achieve weight optimisation within the rotary shaft
system while maintaining the best possible safety.
List of Reference Characters
[0051] 11 Leading-edge flaps [0052] 12 Leading-edge flaps [0053] 21
Landing flaps [0054] 13, 23 Central drive unit [0055] 14, 24 T-gear
arrangement [0056] 15, 25 Rotary shaft arrangement [0057] 16, 26
Local final control element [0058] 17, 27 Wingtip brake [0059] 18,
28 Asymmetry position sensor [0060] 31, 32 Control device [0061] 33
Flap actuation lever [0062] 34 Reset device [0063] 35 Motor control
electronics
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