WO2018007010A1 - High-lift system - Google Patents

Abstract

The invention relates to a high-lift system comprising means for actuating a wingtip and/or a winglet of the wing of an aircraft between a flight configuration and a ground configuration, comprising at least one drive unit which can be coupled to an actuating mechanism of the wingtip and/or the winglet and to at least one further component of the aircraft, and comprising at least one locking system for locking the wingtip. The invention further relates to an aircraft having a corresponding device.

Description

 High Lift System

The invention relates to a high lift system comprising means for actuating a wing tip and / or a winglet of the wing of an aircraft between a flight configuration and a ground configuration, comprising at least one drive unit provided with an actuating gear of the wing tip and / or the winglet and with at least one further component Aircraft can be coupled, and with at least one locking system for locking the wing tip.

It is known from the prior art to provide hinged wing tips for new types of aircraft with aerodynamically improved wings having large wing spans in order not to exceed the allowable taxiway and gate sizes. The wing tips of an aircraft are folded up or down to continue to park in the corresponding gates, for example. This happens in civil aviation for the first time in the Boeing 777X. The invention relates to an architectural concept for driving corresponding foldable wing tips. In the prior art, a drive system for the movement of the outer wing portion is installed in both wing tips. For secure fixation of the outer wing sections in the folded-up floor position or the lowered position of flight locking and safety systems are installed (latch & lock). To lock the wing tip, the movable wing sections are pressed with defined biasing force in their attacks. ,

The system has a very high priority with regard to the security requirements and the availability requirements, which is why both the positioning system as well as the interlocking and the backup are redundant. Also, the drive unit may include more than a single motor.

In the prior art, this leads to high system complexity. Thus, two hydraulic motors with the associated control valve blocks and brakes are installed for the control function per wing, in addition to speed-summing differential gears, shaft systems, deflection gear and mechanical actuating gear. Sensors provide the signals for the functions and for monitoring.

For example, three different drive units are used in the prior art for the three functions high-lift function, differential flap control and folding wing tips. As can be seen in FIG. 1c, a central drive unit PDU 101 can serve for driving the high-lift function and be provided, for example, in the fuselage of the aircraft. The drive unit 101 may similarly drive the inner and outer trailing edge flaps via a shaft system and a control gear 102, respectively.

Furthermore, a drive unit for differential flap control ADGB 103 may be provided, which is arranged between the inner and the outer trailing edge flap. This drive unit 103 separates the shaft system or high-lift shaft system 105 between the inner and outer trailing edge flap via a coupling. About its engine, for example, electric or hydrau- It can be executed in an exemplary manner, it drives the outer trailing edge flap for differential flap control.

The foldable wing tip or the wing-fold system is driven according to the prior art via its own drive unit 104. It serves to lower the wing tip to the horizontal position before Take Off and to pretension it so that it can be fixed there by a locking system. After landing, the foldable wing tip is folded 90 ° to the wing via the drive unit. For this purpose, the wing tip on the Wing Fold shaft system 106 and the Wing Fold actuator 107 is moved accordingly. A position sensor 108, which may be provided in the area of the shaft system 106, serves to monitor the position of the wing tip.

FIG. 1d shows the basic structure of a drive unit 103 for the differential flap control 103 according to the prior art. The drive unit 103 may include an engine M, a clutch / clutch 1031, a brake 1032, and a transmission 1033. Via the gear 1033 and the clutch 1031, the motor M can thus move the inner trailing edge flap or the flaps.

The high demands on availability and security result in complex system architectures with redundant large numbers of components. In particular, both the control system and the fuses and interlocks used can be designed to be redundant and the three functions high-lift, differential flap control and folding wing tip use three different drive units. This disadvantageously increases the production costs and the weight significantly.

The invention is therefore based on the object to provide a system architecture that meets the same functional, safety and availability requirements with reduced complexity, in particular of the control system. This object is achieved by a device having the features of claim 1. Advantageous embodiments are the subject of the dependent claims.

Accordingly, a high lift system is provided with means for actuating a wing tip and / or a winglet of the wing of an aircraft between a flight configuration and a ground configuration, with at least one drive unit provided with an actuating gear of the wing tip and / or the winglet and with at least one further component of the Wing is coupled, and with at least one locking system for locking the wing tip. Alternatively or additionally, a locking system may be provided for locking the winglet.

The term flight configuration here refers to a condition of the wing in which the wing tip extends the wing to the side and thus encloses an angle of about 180 ° with the rest of the wing. The term floor configuration refers to a condition of the wing in which the wing tip is usually folded upwards, thus reducing the overall span of the aircraft. The same applies to the position _or: actuating a winglet.

Advantageously, the device according to the invention in particular provides redundantly coupled drive motors, which can be used not only for moving the wing tip but also for moving other components of the aircraft. Accordingly, it is not necessary to provide individual or further motors for operating the individual wing components, whereby a weight saving in the components can be achieved without giving up the safety-related redundant design of the drives. In the present case, components of the wing are in particular meant components associated with the high-lift function, the differential flap control and / or the foldable wing tip. In particular, the components may be at least one control surface of the lift system. The drive unit may comprise one or more redundantly designed motors, and the term coupling of the drive unit with corresponding components means a coupling for the transmission of a drive power.

By means of the invention, either the drive function for the folding wing tip can be taken over by the high-lift system or by the drive unit of the differential flap control. This corresponds to the architecture 1 described below. Alternatively, the differential flap control can be taken over or moved by the drive unit of the foldable wing tip, which corresponds to the architecture 2.

In a preferred embodiment of the invention, it is conceivable that the at least one further component of the aircraft is a control surface of the lift system and / or a differential flap control of the wing, and / or that the drive unit comprises at least one motor, in particular via at least one control unit or control unit be supplied with energy and / or controllable. The engine may be designed, for example, as a hydraulic or electric motor. It is also conceivable that in a further preferred embodiment, the locking system comprises at least one brake. By means of the brake, for example, the wing tip can be determined in a desired position, while the drive motors are turned off.

In a further preferred embodiment, it is conceivable that the brake is set when deactivating the drive unit. In this case, both of the two or more of the drive motors of the drive unit, in particular, can automatically trigger the setting of the brake when they are deactivated. The components of the device can be monitored or controlled via a control / regulating device, which can also monitor whether one or more drive motors are deactivated, in order to then automatically effect the setting of one or more brakes. In a further preferred embodiment, it is conceivable that the device comprises at least one position sensor for determining the position of the wing tip. The position sensor may also be coupled to the control device and used to monitor the device or the position of the wing tip. In particular, the locking system or the brake can be regulated or controlled as a function of the position data detected by the position sensor.

In a further preferred embodiment, it is conceivable that the drive unit comprises a transmission, in particular a speed-differentiating differential gear, for coupling individual motors or drive motors. When using a speed-summing differential gear no decoupling device is required, but an engine brake. When used with one of two motors, this provides the support torque to prevent reverse rotation. Advantageously, so both motors can be used as a rule together for adjusting the corresponding components, while in the case of a defect of one of the motors, the at least one further motor can be used according to auxiliaries alone to move the components. It is conceivable here to provide a brake between the motors and the transmission, which applies the support torque to the transmission input of the defective motor.

In a further preferred embodiment, it is conceivable that the wing tip is prestressed in the flight configuration and / or the ground configuration. As a result, the wing tip can advantageously be kept particularly stable in the respective positions. For biasing the wing tip, the drive motors of the device according to the invention can be used.

In a further preferred embodiment, it is conceivable that the actuating gear of the wing tip can be coupled to the drive unit via a shaft system or via a deflection gear. The invention further relates to an aircraft with at least one device according to one of claims 1 to 8.

Further details and advantages of the invention are explained with reference to the embodiments shown by way of example in the figures. Showing:

FIGS. 1a-1d are schematic representations of a device for pivoting a wing tip according to the prior art and a front view of an aircraft with the wing tip raised;

Figure 2a-2c: a first embodiment of the device according to the invention;

Figure 3a-3c: a second embodiment of the device according to the invention.

The solution of the invention task is based on a system architecture in which individual functions of the control system or the device are no longer performed by native elements. Rather, the functions of existing components of the high-lift system can be adopted.

Several system architectures will be explained with reference to the figures. Figures 1a to 1d show schematically and simplified a baseline according to the prior art.

Figures 2a and 2b show architecture 1 in which a common drive for the wing tips 1 and differential landing flap positions in the wing centers is provided.

FIG. 2b shows the architecture 1, in which the existing drive unit 103 of the "differential flap control" system is used for the "Wing Fold" function.

In each case, there is a common drive 103 for wing tips 1 and differential landing flap positions in the wing centers. The system in architecture 1 has, as a modern high-lift system according to the prior art, a drive unit (PDU) 101 in the fuselage of the aircraft, to move the high-lift system on. In addition, located between the two trailing edge flaps (on both sides of the wing), a further drive unit (ADGB, Active Differential Gearbox) 103 'for differential flap control. This drive unit (ADGB) 103 'can be modified by the invention and extended by a further function. The additional function in addition to the differential flap control is now the raising and lowering of the folding wing tip 1. Thus, an existing high-lift system can also be used to move the folding wing tips 1.

2c shows the modified drive unit "differential flap control" (ADGB) 103 'The innovation is that after the gear set or after the gear 1033' there are now two outputs (possibly including two brakes 1032 ', 1032 "and two Clutches 1031 ', 1031 ") which are connected to the outer trailing edge flap and the folding wing tip respectively by means of drive shaft systems With the coupling 1031", the inner trailing edge flap can be moved as before.

The output shown on the bottom left in FIG. 2c serves to ensure the high-lift function including differential flap control as before. The output shown in Figure 2c top left is used (after appropriate setting of the clutches and brakes) to move over a shaft system, the folding wing tip.

The drive unit 103 'can also be designed with redundant motors, clutches and brakes. The high lift function can continue to be driven by the central drive unit (PDU) 101 as in the prior art.

According to the architecture 1 shown in Figure 2a to 2c, the existing drive unit 103 'of the "variable camber" system or the "differential flap control" is used for the function "Wing Fold." The system has the following main functions: NEN: Raise the wing tip on the ground after landing; Holding the wing tip to the ground (ground configuration); Lowering the wing tip before take-off; Holding the wing tip in the lowered position (flight configuration); High lift function; and "Variable Camber" or "Differential Damper Control Function".

For the function "lifting the wing tip on the ground after landing" the couplings are switched as follows:

Clutch 1 (C1): open

 Brake / Clutch 2 (C2): brake open, clutch closed

Brake / Clutch 3 (C3): brake closed, clutch open.

Then the drive motor (hydraulic motor or electric motor) is supplied with energy. Via the reduction gear, the mechanical drive energy is transferred to the shaft system to the Wing Fold System, which drives the actuating gear via a deflection gear. The positioning movement is stopped when the position sensor signals that the selected system position has been reached. During operation in Wing Fold mode, the High Lift system is deactivated.

For the function "holding the wing tip on the ground after landing" the couplings are switched as follows:

Clutch 1: closed

 Brake / Clutch 2: brake closed, clutch open

Brake / Clutch 3: brake open, clutch closed

With the set brake, an unwanted movement of the Wing Fold system is prevented. The high lift system is ready to work.

For the function "lowering the wing tip before starting" the couplings are switched as follows: Clutch 1: open

 Brake / Clutch 2: brake open, clutch closed

 Brake / Clutch 3: brake closed, clutch open.

Then at least one drive motor is supplied with energy. Via the reduction gear, the mechanical drive energy is transferred to the shaft system to the Wing Fold System, which drives the actuating gear via a deflection gear. The positioning movement is stopped when the position sensor signals that the selected system position has been reached. In the flight configuration, the wing tip must be mechanically biased to avoid any play in the actuator mechanism and locking mechanism. For this purpose, a defined torque is introduced into the adjusting system with the motor. Under this bias, the locking and securing system is brought into the locked position. During operation in Wing Fold mode, the High Lift system is deactivated. During flight, the positioning system is deactivated. The locking system holds the wing tip under mechanical tension in the lowered position.

The couplings are switched as follows for the High Lift function:

Clutch 1: closed

 Brake / Clutch 2: brake closed, clutch open

Brake / Clutch 3: brake open, clutch closed.

The high lift system is available.

For the "Variable Camber" function, the couplings are switched as follows

Clutch 1: open

Brake / Clutch 2: brake closed, clutch open

Brake / Clutch 3: brake open, clutch closed. By operating the engine, the Outboard Landing flap can be adjusted independently of the High Lift system.

Another architecture may include a common drive for wing tips 1 and differential landing flap positions in the wing tips 1.

Figures 3a to 3c show architecture 2, in which a common drive for landing flaps, differential flap positions and wing tips 1 is provided in the wing tip area.

The system has the following main functions: Raise the wing tip on the ground after landing; Holding the wing tip to the ground (ground configuration); Lowering the wing tip before take-off; and holding the wing tip in the lowered position (flight configuration).

For the function "lifting the wing tip on the ground after landing" the at least one drive unit is supplied with energy via an associated control unit or control unit simultaneously the associated engine brake is opened The actuator movement is stopped when the position sensor signals that the selected system position has been reached, and to keep the wing tip in the raised position, the drive system is deactivated, thereby releasing the brakes to prevent unwanted movement is.

For lowering the wing tip before starting the at least one drive unit is powered by its associated control unit or control unit with energy. At the same time the assigned motor brake is opened. The mechanical drive energy is transferred to the shaft system via the speed-cumulative differential gear, which transmits the actuating gear via a reversing gear. drives. The positioning movement is stopped when the position sensor signals that the selected system position has been reached.

In the flight configuration, the wing tip must be mechanically biased to avoid any play in the actuator mechanism and locking mechanism. For this purpose, a defined torque is introduced into the adjusting system with the motor. Under this bias, the locking and securing system is brought into the locked position. During flight, the positioning system is deactivated. The locking system keeps the wing tip under mechanical tension in the lowered position.

The advantages of the invention according to architecture 1 consist in the saving of 4 motors including control units or control units. In addition, however, brakes / clutches C1, C2, C3 and shaft strands are required. If the required availability values are not achieved, an additional motor with control unit or control unit must be installed on each middle drive. It is possible to use the Variable Camber drive unit twice, both for the Variable Camber high lift function and for operating the foldable wing tip.

3b shows the architecture 2, in which the existing drive unit of the wing tips is used for the function "Wing Fold." A coupling 103 "is now provided between the inner and outer flaps, and FIG. 3c shows the correspondingly constructed drive unit 104 of the architecture 2. wherein at least one motor M via a transmission 1033 'and two clutches 1031', 1031 "with the wing tip 1 and with the outer trailing edge flap or with the outer trailing edge flaps is coupled.

In the architecture 2, the function of the differential flap control is taken over by the drive system of the folding wing tips. For this purpose, in comparison to the prior art, the Wing Fold drive unit is extended by a second output (including coupling) and a shaft system between outer rear edge flap and Wing Fold drive system inserted. In addition, a coupling between the inner and outer trailing edge flap is inserted.

In order to be able to use the "differential flap control" function with existing Wing Fold drive units, the following switching states of the clutches and brakes on the Wing Fold drive unit and the clutch 1 between the two flaps are required.

In the following, reference will be made to the architecture 2 shown in FIGS. 3a to 3c. The function "Variable Camber" or "Differential flap control" is taken over by the "Wing Fold" system.

The system has the following main functions: Raise the wing tip on the ground after landing; Holding the wing tip to the ground (ground configuration); Lowering the wing tip before take-off; Holding the wing tip in the lowered position (flight configuration); and variable camber function. For the function "lifting the wing tip on the ground after landing" the couplings are switched as follows:

Clutch: closed

Clutch 2: open

Clutch 3: closed

Then one of the drive motors is powered. At the same time the assigned brake is opened. The mechanical drive energy is transmitted to the shaft system via the speed-cumulative differential gear to the Wing Fold System, which drives the actuating gear via a reversing gear. The positioning movement is stopped when the position sensor signals that the selected system position has been reached.

During operation in Wing Fold mode, the High Lift system is ready for operation. For the function "holding the wing tip on the ground after landing" the couplings are switched as follows:

Clutch 1: closed

 Clutch 2: open

 Clutch 3: closed, brake closed

With the set brakes an unwanted movement of the Wing Fold system is prevented. The high lift system is ready to work. For the function "lowering the wing tip before starting" the couplings are switched as follows:

Clutch 1: closed

Clutch 2: open

Clutch 3: closed

Then at least one of the drive motors is powered. Via the reduction gear, the mechanical drive energy is transferred to the shaft system to the Wing Fold System, which drives the actuating gear via a deflection gear. The positioning movement is stopped when the position sensor signals that the selected system position has been reached.

In the flight configuration, the wing tip must be mechanically biased to avoid any play in the actuator mechanism and locking mechanism. For this purpose, a defined torque is introduced into the adjusting system with the motor. Under this bias, the locking and securing system is brought into the locked position. During operation in Wing Fold mode, the High Lift system is ready for operation. During flight, the positioning system is deactivated. The locking system holds the wing tip under mechanical tension in the lowered position.

The couplings are switched as follows for the High Lift function: Clutch 1: closed

Clutch 2: open

Clutch 3: closed

The high lift system is available.

For the "Variable Camber" function, the couplings are switched as follows

Clutch 1: open

Clutch 2: closed

Clutch 3: open

By operating the engine, the Outboard Landing flap can be adjusted independently of the High Lift system.

The advantages of the invention according to architecture 2 consist in the saving of 2 motors including control units or control units of the center drive. In addition, however, brakes / clutches and shaft strands are required.

The advantage of the architectures according to the invention is reduced complexity due to the combination of self-sufficient systems. The number of required drive motors including the associated control units or control units is reduced, the availability of both the Wing Fold function and the High Lift and Variable Camber function is not reduced.

According to Architecture 2, a double use of the folding wing tip drive for wing tip operation and variable camber operation of the high lift system is possible.

Claims

claims A lift system comprising means for actuating a wing tip and / or a winglet of the wing of an aircraft between a flight configuration and a ground configuration, comprising at least one drive unit coupleable to an actuating gear of the wing tip and / or winglet and to at least one further component of the aircraft is, and at least a locking system for locking the wing tip. 2. Device according to claim 1, characterized in that the at least one further component of the aircraft is at least one control surface of the lift system and / or a differential flap control of the wing, and / or that the drive unit comprises at least one motor, in particular via at least one control unit be supplied with energy and / or controllable. 3. Device according to claim 1 or 2, characterized in that the locking system comprises at least one brake. 4. Apparatus according to claim 3, characterized in that the brake is set when deactivating the drive unit. 5. Device according to one of the preceding claims, characterized in that the device comprises at least one position sensor for determining the position of the wing tip. 6. Device according to one of the preceding claims, characterized in that the drive unit comprises a gear, in particular a speed-summing differential gear, for coupling individual motors of the drive unit. 7. Device according to one of the preceding claims, characterized in that the wing tip is biased in the flight configuration and / or the ground configuration. 8. Device according to one of the preceding claims, characterized in that the actuating gear of the wing tip can be coupled via a shaft system and / or via a deflection gear with the drive unit. 9. aircraft with at least one device according to one of claims 1 to 8.