Torque tube assembly and method of assembling a torque tube assembly

Abstract

A torque tube assembly and a method for assembling a torque tube assembly are described herein. An exemplary torque tube assembly includes a torque tube having a first end and a second end opposite the first end. A first fitting is coupled to the first end and a second fitting is coupled to the second end. The first fitting is coupled to a first high lift device of an aircraft. The second fitting has a spline portion. The torque tube assembly also includes a sliding spline shaft having a channel and a first yoke. The second fitting is slidably received in the channel. The torque tube assembly further includes a spline connector having a second yoke, the second yoke being coupled to the first yoke of the sliding spline shaft to form a U-joint. The spline connector is coupled to a second high lift device of the aircraft.

Description

Technical Field

[0001] The present disclosure relates generally to torque tube assemblies, and more particularly to torque tube assemblies with U-joints for aircraft high lift devices. Background Art

[0002] Aircrafts use high-lift devices, sometimes called auxiliary airfoils, along the leading and trailing edges of the wing. For example, the high-lift devices along the leading edge of the wing are called slats, while the high-lift devices along the trailing edge of the wing are called flaps. The high-lift devices are actuated to extend outward from the wing to change the aerodynamic lift of the wing during takeoff and landing. Each high-lift device is actuated by one or more drive mechanisms that are coupled to ribs or support beams in the wing. Specifically, each drive mechanism includes a pinion that rotates to drive a rack coupled to the high-lift device. When the pinion rotates, the rack is driven to move the high-lift device along the guide rail, thereby extending the high-lift device outward from the wing. Each pinion is driven and engaged with a gear rotary actuator (GRA). Each pinion and its corresponding GRA are interconnected with adjacent (e.g., upstream and downstream) pinions and GRAs via a torque tube. In other words, aircrafts typically use a series of torque tubes that transmit torque to each drive mechanism along the leading or trailing edge of the wing. One motor may be used to drive one drive mechanism, thereby transmitting torque to each other drive mechanism through a series of torque tubes. Thus, each high-lift device may be controlled to move between the stowed configuration and the extended configuration simultaneously with the other high-lift devices.

[0003] Known torque tube assemblies utilize bolted flanges or plates to couple the torque tube to the pinion or GRA. However, the use of flanges results in a relatively large rotating housing, which requires a relatively large space to accommodate the rotating flange. In addition, in some cases, the bolts of the flanges may loosen, thereby reducing the structural integrity of the torque tube. Moreover, when the wing flexes (e.g., due to changes in wing weight as fuel is reduced), the alignment and distance between the drive mechanisms may change. This wing flexing results in additional forces and strains on the torque tube assembly. Summary of the invention

[0004] An exemplary torque tube assembly disclosed herein includes a torque tube having a first end and a second end opposite the first end. A first fitting is coupled to the first end, and a second fitting is coupled to the second end. The first fitting is coupled to a first high lift device of an aircraft. The second fitting has a spline portion. The exemplary torque tube assembly also includes a sliding spline shaft having a channel. The second fitting is slidably received in the channel. The sliding spline shaft has a first yoke. The exemplary torque tube assembly further includes a spline connector having a second yoke. The second yoke of the spline connector is coupled to the first yoke of the sliding spline shaft to form a U-joint. The spline connector is coupled to a second high lift device of the aircraft.

[0005] An exemplary method disclosed herein includes coupling a first fitting to a first end of a torque tube and coupling a second fitting to a second end of the torque tube. The first fitting has a first yoke and the second fitting has a radially extending spline portion. The exemplary method also includes coupling the first yoke to a second yoke of a first splined coupler to form a first U-joint, and inserting the spline portion of the second fitting into a passage of a sliding splined shaft. The sliding splined shaft has a third yoke. The exemplary method further includes coupling the third yoke to a fourth yoke of a second splined coupler to form a second U-joint, coupling the first splined coupler to a first drive shaft associated with a first high lift device on an aircraft wing, and coupling the second splined coupler to a second drive shaft associated with a second high lift device on an aircraft wing.

[0006] The aircraft disclosed herein includes a first geared rotary actuator (GRA) coupled to a wing of the aircraft and a second geared rotary actuator (GRA) coupled to the wing. The first GRA has a first drive shaft and the second GRA has a second drive shaft. The exemplary aircraft further includes a torque tube assembly coupled between the first drive shaft and the second drive shaft. The torque tube assembly has a first portion fixedly coupled to the first drive shaft and a second portion fixedly coupled to the second drive shaft, the first portion being axially slidably coupled to the second portion. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 An exemplary aircraft is shown in which the exemplary torque tube assemblies and associated methods disclosed herein may be implemented.

[0008] Figure 2 yes Figure 1 A partial cross-sectional view of the underside of a wing of an aircraft in FIG. 1 , showing an exemplary torque tube assembly constructed in accordance with the teachings of the present disclosure.

[0009] Figure 3 yes Figure 2 A perspective view of an exemplary torque tube assembly having a first exemplary joint and a second exemplary joint.

[0010] Figure 4 yes Figure 3 An enlarged perspective view of a first exemplary joint employing an exemplary spline coupler to receive an exemplary spline gear.

[0011] Figure 5 yes Figure 4 An exploded view of a first exemplary connector.

[0012] Figure 6 yes Figure 4 An isolated perspective view of an exemplary spline connector of FIG.

[0013] Figure 7 yes Figure 4 A cross-sectional view of an exemplary spline connector and an exemplary spline gear.

[0014] Figure 8 yes Figure 4 An enlarged perspective view of a second exemplary joint employing an exemplary sliding spline shaft.

[0015] Fig. 9 yes Figure 8 A cross-sectional view of a second exemplary joint.

[0016] Fig.10 yes Figure 8 An exploded view of a second exemplary connector.

[0017] Fig.11 Yes, you can Figure 8 An exploded view of an exemplary lubricant retainer implemented on an exemplary sliding spline shaft of FIG.

[0018] Fig.12 An exemplary method for constructing and / or assembling an exemplary torque tube assembly is provided.

[0019] The drawings are not drawn to scale. Instead, the thickness of a layer or region may be exaggerated in the drawings. Generally, the same reference numerals will be used throughout the drawings and the accompanying written description to represent the same or similar parts. As used in this patent, a statement that any part (e.g., a layer, film, region, area, or plate) is on another part in any way (e.g., positioned on, located on, disposed on, or formed on, etc.) indicates that the referenced part is in contact with the other part, or that the referenced part is above the other part and one or more intermediate parts are located therebetween. A statement that any part is in contact with another part means that there are no intermediate parts between the two parts. DETAILED DESCRIPTION

[0020] Disclosed herein are exemplary torque tube assemblies and related methods that can be used to mechanically transmit torque from a driver (such as an output shaft of a motor or an actuator of a high-lift device) to a driven device, such as an input shaft of a subsequent (e.g., downstream, outboard) actuator of the high-lift device. The exemplary torque tube assembly disclosed herein includes a first universal joint (U-joint) formed between a first torque tube fitting on one end of a torque tube and a first spline connector. The first spline connector includes an integral yoke that is coupled to a yoke on the first torque tube fitting to form a first U-joint. The yoke of the first torque tube fitting is integral with the first torque tube fitting and is therefore fixedly attached to the end of the torque tube. The spline connector includes an opening having a spline (e.g., a rib) to receive a spline gear or shaft of a drive member (e.g., a first drive shaft). For example, the drive member can be a pinion shaft and / or an output shaft of a geared rotary actuator (GRA).

[0021] The exemplary torque tube assembly also includes a second torque tube fitting on the end of the torque tube opposite to the first torque tube fitting. The second torque tube fitting is slidably inserted into the channel in the sliding spline shaft. Specifically, the second torque tube fitting includes a spline that engages with the spline inside the channel, which enables the second torque tube fitting and the sliding spline shaft to slide axially relative to each other but not rotate relative to each other. The sliding spline shaft includes a yoke that forms a second U-joint with the yoke on the second spline connector. Similar to the first spline connector, the second spline connector includes an opening with a spline (e.g., a rib) to receive another spline gear or shaft of a drive member (e.g., a second drive shaft). Therefore, one end of the torque tube assembly includes a first spline connector, which can be connected to a first drive shaft of a first GRA (e.g., an upstream drive member), and the other end of the torque tube assembly includes a second spline connector, which can be connected to a second drive shaft of a second GRA (e.g., a downstream driven member). When the spline gears of the first GRA rotate, rotational power is transmitted from the upstream drive shaft of the first GRA to the downstream driven shaft of the second GRA.

[0022] In some examples, the first spline coupler and the second spline coupler are fixedly coupled (e.g., via threaded fasteners) to the first and second drive shafts, respectively, and the second torque tube fitting is slidably disposed within the sliding spline shaft. Thus, a portion of the torque tube assembly (including the torque tube, the first torque tube fitting, and the first spline coupler) is fixedly coupled to the aircraft, while a second portion of the torque tube assembly (including the sliding spline shaft and the second spline coupler) is fixedly coupled to the aircraft, and the two portions are axially slidably coupled to each other. Thus, the two portions of the torque tube assembly can be axially translated relative to each other while still transmitting rotational motion between the two drive shafts. Thus, when the wing flexes, the portions of the torque tube assembly can be axially moved (relative to each other) to reduce strain and force on the torque tube assembly. Moreover, when the wing flexes, the U-joint enables the torque tube assembly to be angularly moved relative to the driving member (e.g., the first drive shaft and / or the spline gear) or the driven member (e.g., the downstream drive shaft of the second GRA) while still transmitting rotational motion between the two members. Additionally, the ability to extend and shorten the torque tube assembly is beneficial during installation, for example, when connecting the two ends of a torque tube to be assembled to first and second drive shafts (in some cases, with relatively tight tolerances).

[0023] In some examples, the second torque tube fitting includes two spline portions that are spaced apart from each other and engage splines on the inside of the channel of the sliding spline shaft. In some examples, one or more retaining bolts are screwed into the side of the sliding spline shaft and extend into the channel between the first and second spline portions to prevent the second torque tube fitting and the sliding spline shaft from being completely disconnected (e.g., if one of the parts fails). For example, if a portion of the torque tube assembly is disconnected from the aircraft, the retaining bolts prevent the second torque tube fitting from being disconnected from the sliding spline shaft, thereby ensuring that the failed portion remains connected to the aircraft via other portions of the torque tube assembly. Thus, the exemplary retaining bolts prevent the (multiple) portions of the torque tube assembly from possibly leaving the aircraft and / or possibly causing damage to the aircraft.

[0024] In some examples, the torque tube assembly includes a lubricant retainer that covers an opening in which the second torque tube fitting is inserted into the passage of the sliding spline shaft. The lubricant retainer prevents moisture and / or other unwanted materials from accumulating in the passage, which may otherwise cause corrosion in the passage and potential seizure of the parts. Additionally, in some examples, lubricant is injected into the passage to provide lubrication between the splines of the second torque tube fitting and the splines of the sliding spline shaft. The lubricant retainer prevents the lubricant from escaping from the passage.

[0025] The exemplary torque tube assembly disclosed herein uses a spline connection instead of a bolted plate / flange connector as seen in known torque tube assemblies. The spline connection provides excellent torque transmission. In addition, if, for example, the bolts of a known plate / flange connector fail, the plate / flange separates and therefore cannot transfer rotational energy therebetween. However, in the exemplary torque tube assembly disclosed herein, if the bolts fail, the spline connection remains intact, so the torque tube assembly can continue to transfer rotational energy (via the interaction between the splines on each component). In addition, in some examples, the exemplary torque tube assembly does not use flanges (for example, because they implement smaller housing accessories, such as accessories formed with EMF), and therefore, the rotating housing is relatively smaller than the known torque tube assembly. Moreover, in such examples, the risk of loose flange bolts is eliminated. In addition, the exemplary torque tube assembly described herein is not susceptible to dynamic imbalance, which may be caused by, for example, missing bolts. The exemplary torque tube assembly described herein also uses fewer fasteners than the known torque tube assembly.

[0026] Figure 1 An exemplary aircraft 100 is shown in which examples disclosed herein may be implemented. In the illustrated example, the aircraft 100 includes a fuselage 102, a first wing 104 coupled to the fuselage 102, and a second wing 106 coupled to the fuselage 102. The first wing 104 and the second wing 106 of the illustrated example have control surfaces, such as high-lift devices (e.g., slats, Kreuger flaps, trailing edge slats, etc.), located along the leading and trailing edges of the first wing 104 and the second wing 106 and can be displaced or extended to change the aerodynamic lift of the aircraft 100. When extended from the first wing 104, the high-lift device increases the effective size, arc of curvature, and area of ​​the first wing 104, thereby increasing the lift of the first wing 104. For example, the first wing 104 includes the first slat 108, the second slat 110, the third slat 112, the fourth slat 114, the fifth slat 116, the sixth slat 118 and the seventh slat 120 located along the leading edge 122 and the flap 124 located along the trailing edge 126. The first wing 104 can include more or less slats and flaps. In addition or alternatively, the first wing 104 can include other control surfaces, such as ailerons, spoilers, flaps, trailing edge slats, Kreuger flaps, etc. The second wing 106 can include similar high lift devices, but not discussed to avoid redundancy.

[0027] Typically, each of the slats 108 to 120 is deployed using two separate but coordinated drive mechanisms or actuators, one drive mechanism or actuator on the inner side of each of the corresponding slats 108 to 120 and one on the outer side thereof. The respective actuators of the slats 108 to 120 are coupled to each other and to adjacent (e.g., upstream or downstream) drive mechanisms via an exemplary torque tube assembly, as disclosed in further detail herein. In the example shown, a motor or power drive unit (PDU) 128 is employed to drive the actuator for deploying the seventh slat 120. The output of the actuator is operably coupled to another actuator via an exemplary torque tube assembly for deploying the seventh slat 120, which is operably coupled to drive another actuator via an exemplary torque tube assembly for deploying the sixth slat 118, and so on. Therefore, the PDU 128 provides drive power to all actuators via a torque tube assembly along the leading edge 122 of the first wing 104 to deploy the high lift device. In some examples, the PDU 128 also provides drive power to all actuators to drive the slats on the second wing 106. As a result, all slats along the leading edges of the first wing 104 and the second wing 106 can be deployed simultaneously. Although the torque tube assembly is described with respect to the slats 108 to 120, it should be understood that the examples disclosed herein can be similarly applied to any other high lift device (e.g., trailing edge flaps).

[0028] Figure 2 The leading edge 122 of the first wing 104 is shown on the underside between the first slat 108 and the second slat 110. As disclosed above, each of the slats 108 to 120 is actuated by two actuators (e.g., rack and pinion assemblies) mounted to ribs or supports in the first wing 104, and the actuators are controlled by the PDU 128 ( Figure 1) drive. An exemplary torque tube assembly 200 is shown for transferring rotational energy between one of the actuators of the second slat 110 and one of the actuators of the first slat 108. Specifically, a first actuator 202 is provided to move the first slat 108. The first actuator 202 includes a first rack 204 (e.g., a gear rack, a toothed rack), a first pinion 206 (e.g., a circular gear) that drives the first rack 204, and a first geared rotary actuator (GRA) 208 that drives the first pinion 206. The first pinion 206 is rotatably coupled (e.g., mounted) to a first rib or support 210 of the first wing 104. When the first pinion 206 rotates, the first rack 204 is driven outward, thereby extending the first slat 108 outward from the first wing 104. In some examples, the first pinion 206 drives a sector gear that drives the first rack 204. The first pinion 206 is coupled to and driven by the first GRA 208. The first GRA 208 has an upstream or input shaft 212 and a downstream or output shaft (e.g., a high-lift device drive shaft). The first GRA 208 includes a gear train (e.g., a gear system, a transmission) that can be used to change the gear ratio between the input (e.g., input shaft 212) and the first pinion 206. Typically, the PDU 128 ( Figure 1 ) rotates at a relatively fast speed (e.g., about 700 revolutions per minute (RPM)). The first GRA 208 reduces the rotation speed provided to the first pinion 206, thereby increasing the torque provided to the first pinion 206. Similar to the first slat 108, the second slat 110 includes a second actuator 216 having a second rack 218 and a second pinion 220, which is driven by the second GRA 222 and operably coupled to the second rib or support 224. The second GRA 222 has an upstream or input shaft 226 and a downstream or output shaft 228 (e.g., a high-lift device drive shaft). In order to transfer rotational energy from the output shaft 228 of the second GRA 222 to the input shaft 212 of the first GRA 208, an exemplary torque tube assembly 200 is used. When the output shaft 228 of the second GRA 222 rotates, the rotational power is transferred to the input shaft 212 of the first GRA 208 via the torque tube assembly 200. A torque tube assembly may similarly be employed between each actuator (e.g., rack and pinion assembly) of each of the slats 108 to 120. For example, the seventh slat 120 ( Figure 1 ) includes PDU128( Figure 1) driven actuator (e.g., pinion and GRA). The output of the actuator is operably coupled to another actuator of the seventh slat 120 or an actuator of the sixth slat 118 via a torque tube assembly, and so on. Thus, the input shaft 226 of the second GRA (and therefore the second pinion 220) rotates via an upstream torque tube assembly, which is operably coupled to an inner actuator of the second slat 110 or an actuator from the third slat 112 (e.g., depending on how many actuators are used for each of the slats 108 to 120). Similarly, the output shaft 214 of the first GRA 208 can be operably coupled to another actuator of the first slat 108 via an exemplary torque tube assembly.

[0029] Figure 3 2 is an isolated view of an exemplary torque tube assembly 200 coupled between the output shaft 228 of the second GRA 222 and the input shaft 212 of the first GRA 208. In the example shown, the torque tube assembly 200 includes a first joint 300 that couples the first end 302 of the torque tube 304 to the output shaft 228 of the second GRA 222. The torque tube assembly 200 also includes a second joint 306 between the second end 308 of the torque tube 304 and the input shaft 212 of the first GRA 208. The torque tube 304 can have any desired length. Although in many examples disclosed herein, the torque tube assembly 200 is described as being between the drive shafts of two actuators, in other examples, one or more torque tube supports can be located between the two actuators or drive mechanisms (e.g., when the distance between the two actuators is relatively long). Therefore, in some examples, the torque tube assembly 200 can be separated or divided into additional torque tube assemblies. For example, instead of coupling to an input / output shaft (e.g., of an upstream or downstream actuator), first joint 300 and / or second joint 306 of torque tube assembly 200 may be coupled to a splined shaft at a torque tube support (e.g., a rib or support in a wing).

[0030] Figure 4 is an enlarged view of the first joint 300, and Figure 5is an exploded view of the first joint 300. As shown in the illustrated example, the first end 302 of the torque tube 304 is coupled to a first torque tube fitting 400 (referred to herein as the first fitting 400). In the illustrated example, the first fitting 400 is fixedly coupled to the first end 302 of the torque tube 304 by an electromagnetic fit or forming (EMF) process. An exemplary EMF process for coupling an end fitting to an end of a torque tube is described in U.S. Pat. No. 5,983,478, the entire contents of which are incorporated herein by reference. The EMF produces an excellent rigid torque transmission connection between one end of the torque tube and the end fitting. In other examples, the first fitting 400 can be coupled to the first end 302 of the torque tube 304 using other mechanical and / or chemical techniques (e.g., welding, threaded fasteners, adhesives, etc.).

[0031] In the example shown, the first fitting 400 forms a first U-joint 402 with a first spline connector 404. Figure 5 As more clearly shown in FIG. 4 , the first U-joint 402 includes a cross journal 500 (e.g., a cross arm) and four bearing caps 502 (which include a set of needle bearings) that are coupled between a first yoke 504 (e.g., a fork) on the first fitting 400 and a second yoke 506 on the first spline connector 404. The first fitting 400 has a wall or plate 508 and first and second ears 510 and 512 that extend from the plate 508 to form the first yoke 504. The first and second ears 510 and 512 have respective first and second openings 514 and 516 that are coaxially aligned along an axis 517. The first and second openings 514 and 516 receive the two bearing caps 502 of the cross journal 500. In the example shown, the first yoke 504 is integral with the first fitting 400, thereby forming a substantially unitary piece or structure. However, in other examples, the first yoke 504 and the first fitting 400 may be constructed of multiple pieces that are operably coupled to one another.

[0032] like Figure 4 and 5 As shown in FIG. 1 , the first spline gear 406 is coupled to the output shaft 228 ( Figure 3 In some examples, the first spline gear 406 is integral with the output shaft 228 (eg, constructed as a single unitary piece or component). The first spline gear 406 is coupled to the first spline coupler 404. Specifically, the first spline gear 406 is received within a hole or opening 410 of the first spline coupler 404.

[0033] Figure 6 is a separate perspective view of the first spline connector 404, and Figure 7 4 is a cross-sectional view of the first spline gear 406 inserted into the first spline connector 404. Figure 6 and 7 , the first spline connector 404 includes a wall or plate 600. An annular wall 602 extends from the plate 600 to define an opening 410 that is aligned with the longitudinal axis 604 of the first spline connector 404. The first spline connector 404 includes a first ear 606 and a second ear 608 extending from the plate 600 that form the second yoke 506 (e.g., in a direction opposite to the direction of the annular wall 602). The first ear 606 and the second ear 608 have respective first openings 610 and second openings 612 that are coaxially aligned along an axis 614. In the example shown, the axis 614 is perpendicular to the longitudinal axis 604. The first opening 610 and the second opening 612 receive two bearing caps 502 ( Figure 5 ).like Figure 6 As shown in the example, the opening 410 of the first spline connector 404 includes a spline 616 (e.g., ribs, grooves, channels) around the inner surface 618 of the annular wall 602. In the example shown, the first spline connector 404 (including the second yoke 506) is a substantially unitary piece or structure. However, in other examples, the first spline connector 404 can be composed of multiple pieces that are operably coupled to each other.

[0034] In the example shown, the first spline connector 404 includes three holes or apertures 620, 622, 624 that extend through the annular wall 602 into the opening 410 (e.g., in a direction perpendicular to the longitudinal axis 604). The holes 620, 622, 624 are used to receive the threaded fasteners 518 ( Figure 5 ) to couple the first spline gear 406 to the first spline coupler 404. In the example shown, the holes 620, 622, 624 are equally spaced (e.g., spaced 120° apart from each other) around the annular wall 602. In other examples, the first spline coupler 404 may include more or fewer holes and / or the holes may be spaced differently.

[0035] like Figure 5 and 7 As shown in FIG. 1 , the first spline gear 406 has three holes (two of which are in Figure 5 520 and 522), these three holes are aligned with the holes 620, 622, 624 of the first spline connector 404. For example, Figure 7 As shown in FIG. 4 , the first spline gear 406 is inserted into the opening 410 of the first spline connector 404. The three holes of the first spline gear 406 are aligned with the corresponding holes 620, 622, 624 of the first spline connector 404. The threaded fastener 518 ( Figure 5) is screwed into the holes 620, 622, 624 and into the corresponding holes of the first spline gear 406 to couple the first spline gear 406 and the first spline coupler 404. The threaded fastener 518 may be a bolt, a screw, or any other suitable fastening mechanism.

[0036] Figure 8 is an enlarged view of the second joint 306, Fig. 9 is the cross-sectional passage of the second joint 306, and Fig.10 306. In the example shown, a second torque tube fitting 800 (referred to herein as second fitting 800 and may also be referred to as a slide or spline) is coupled to the second end 308 of the torque tube 304. Similar to the first fitting 400 ( Figure 4 ), the second fitting 800 can be coupled to the second end 308 of the torque tube 304 by an EMF process. In other examples, the second fitting 800 can be coupled to the second end 308 of the torque tube 304 via another mechanical and / or chemical fastening technique. In the example shown, the second torque tube fitting 800 includes a shaft 802 that is slidably received within a sliding spline shaft 804, which will be discussed in further detail below.

[0037] exist Figures 8 to 10 In the illustrated example, the second joint 306 of the torque tube assembly 200 includes a sliding spline shaft 804. The sliding spline shaft 804 forms a second U-shaped joint 806 with a second spline connector 808. Specifically, the sliding spline shaft 804 includes a third yoke 810, the second spline connector 808 includes a fourth yoke 812, and a cross journal 814 having four bearing caps 816 is disposed between the third yoke 810 and the fourth yoke 812.

[0038] like Fig. 9 and 10 As shown in FIG. , connected to the first GRA208 ( Figure 2 and 3 ) is received within and coupled to the second spline coupler 808. Thus, the second spline coupler 808 is coupled to the input shaft 212 of the first GRA 208. The second spline coupler 808 may be fixedly coupled to the second spline gear 900 via threaded fasteners (e.g., three bolts), similar to the first spline coupler 404 ( Figures 5 to 7 ) and the first spline gear 406. In fact, in this example, the third yoke 810 of the sliding spline shaft 804 is connected to the first accessory 400 ( Figure 5 ) of the first yoke 504 ( Figure 5 ) are substantially the same, the cross journal 814 and the bearing cap 816 are substantially the same as the cross journal 500 and the bearing cap 502 ( Figure 5) are substantially the same, the second spline connector 808 is substantially the same as the first spline connector 404 ( Figures 5 to 7 ) are substantially the same, and the second spline gear 900 is substantially the same as the first spline gear 406 (e.g., the second spline gear 900 includes splines and openings for receiving threaded fasteners). Therefore, in order to avoid redundancy, a description of the second U-joint 806 and the connection between the sliding spline shaft 804, the second spline coupler 808, and the second spline gear 900 is not provided herein. Instead, the interested reader is referred to the above description of the first U-joint 402 ( Figure 4 ) and a description of the connection between the first fitting 400, the first splined coupler 404, and the first splined gear 406 on the output shaft 228. In some examples, instead of using the first splined gear 406 and the second splined gear 900, the input shaft 212 and the output shaft 228 may alternatively be splined and sized to fit within the first splined coupler 404 and the second splined coupler 808, respectively.

[0039] Thus, in this example, the first spline connector 404 ( Figure 4 ) (one end of the torque tube assembly 200) is fixedly coupled to the output shaft 228 of the second GRA 222 ( Figure 3 ), while the second spline connector 808 is fixedly coupled to the input shaft 212 of the first GRA 208. In some examples, six threaded fasteners (e.g., bolts) are used to fixedly couple the end of the torque tube assembly 200 to the aircraft 100 (three threaded fasteners for the first spline connector 404 and three threaded fasteners for the second spline connector 808). Thus, in some examples, only one screwdriver or socket wrench may be required to attach the end of the torque tube assembly 200 to the aircraft 100, compared to known bolt flange / plate assemblies that require multiple screwdrivers or wrenches (one for bolt heating and one for nuts) and require additional space to accommodate additional tools. In other examples, more or fewer threaded fasteners may be used to couple the end of the torque tube assembly 200 to the aircraft 100.

[0040] The second fitting 800 can move axially within a passage (e.g., an opening, a passage, etc.) formed in the sliding spline shaft 804. Fig. 9 As shown in FIG. 8 , a passage 902 (e.g., a spline passage) is formed between a first opening 904 (on one end of the sliding spline shaft 804) and a second opening 906 (on the opposite end of the sliding spline shaft 804, which opens between the ears of the third yoke 810). The passage 902 and the first opening 904 are also Fig.10 Shown in.

[0041] like Fig. 9 and 10As shown in , the sliding spline shaft 804 includes splines 908 (e.g., ribs, grooves, channels) on the inner surface of the channel 902. The second accessory 800 includes a first spline portion 910 and a second spline portion 912 extending radially from the shaft 802. The first spline portion and the second spline portion engage with the splines 908 in the channel 902, which enables the second accessory 800 and the sliding spline shaft 804 to slide relative to each other while still transmitting rotational motion between each other. In other words, the shaft 802 of the second accessory 800 can slide axially within the channel 902, but cannot rotate within the channel 902. When the first wing 104 ( Figure 2 ) flexes, this sliding interaction enables the torque tube assembly 200 to extend or shorten, thereby reducing the longitudinal load on the torque tube assembly 200. For example, the torque tube assembly 200 can be considered to be two parts: a first part including the first spline connector 404, the first fitting 400, the torque tube 304, and the second fitting 800; and a second part including the sliding spline shaft 804 and the second spline connector 808. When the first part is coupled to the aircraft 100 at the second GRA 222 and the second part is coupled to the aircraft 100 at the first GRA 208, the two parts can slide or move axially relative to each other, thereby enabling the torque tube assembly 200 ( Figure 2 ) can be on the first wing 104 ( Figure 2 ) flexes or bends while still transmitting rotational motion between the second GRA 222 and the first GRA 208. In addition, the U-joints 300, 306 enable the torque tube assembly 200 to move angularly relative to the output shaft 228 of the second GRA 222 and the input shaft 212 of the first GRA 208 (e.g., if the output shaft 228 and the input shaft 212 are not aligned). Thus, the torque tube assembly 200 can be displaced angularly and / or axially, thereby exerting less strain or adverse forces on the torque tube assembly 200 than those experienced by known assemblies.

[0042] In some examples, to prevent the second fitting 800 and the sliding spline shaft 804 from completely disconnecting from each other, the exemplary torque tube assembly 200 may include one or more retaining elements. The one or more retaining elements may block, contact, and / or otherwise prevent the second fitting 800 from completely leaving the sliding spline shaft 804 and disconnecting from it. In some examples, the one or more retaining elements may be implemented as one or more bolts. For example, Fig. 9 and 10 As shown in FIG. 1 , the first retaining bolt 914 and the second retaining bolt 916 are respectively screwed into the first opening 918 and the second opening 920 in the sliding spline shaft 804. The first retaining bolt 914 is also Figure 8802 . A first retaining bolt 914 and a second retaining bolt 916 extend into the channel 902 between the first spline portion 910 and the second spline portion 912 (however, in some examples, do not engage the side of the shaft 802). If the second fitting 800 or the sliding spline shaft 804 moves relative to the other beyond a threshold distance (e.g., defined by the distance between the first spline portion 910 and the second spline portion 912), the first spline portion 910 or the second spline portion 912 engages the first retaining bolt 914 and / or the second retaining bolt 916. For example, if the first portion of the torque tube assembly 200 is disconnected from the aircraft 100, the first portion remains coupled to the second portion, and thus, the second portion (still coupled to the aircraft 100) prevents the first portion from being disconnected from the aircraft 100. This also applies to the case where the second portion is disconnected from the aircraft 100. In some examples, the first spline portion 910 and the second spline portion 912 are spaced apart by a distance that is greater than the axial buckling that occurs during normal operation (e.g., approximately 0.6 inches). As a result, during normal operation, neither the first spline portion 910 nor the second spline portion 912 contacts the first retaining bolt 914 and the second retaining bolt 916. Instead, the first retaining bolt 914 and the second retaining bolt 916 only contact in the event of a failure of one or more portions of the torque tube assembly 200.

[0043] In the example shown, the first retaining bolt 914 and the second retaining bolt 916 are disposed on opposite sides of the sliding spline shaft 804 (e.g., 180° apart). However, in other examples, the first retaining bolt 914 and the second retaining bolt 916 may be spaced differently. In the example shown, two retaining bolts are implemented, which in some examples provide dual redundancy (in case one retaining bolt fails). However, in other examples, only one retaining bolt may be used, or more than two retaining bolts may be used. In addition, in other examples, another retaining element, such as a pin (e.g., a non-threaded pin), may be used in addition to or in place of the first retaining bolt 914 and the second retaining bolt 916.

[0044] In some examples, lubricant is used in passage 902 to lubricate the sliding interaction between second fitting 800 and sliding spline shaft 804. In some examples, lubricant can be supplied via first lubricant port 818 and second lubricant port 820 ( Figure 8 and 10) injects lubricating oil into the passage 902. When the lubricating oil is injected into the passage 902, the lubricating oil permeates the passage 902, which provides sliding lubrication between the first spline portion 910 and the second spline portion 912 and the spline 908 of the sliding spline shaft 804. In the example shown, the first lubricating oil port 818 and the second lubricating oil port 820 are located on opposite sides of the sliding spline shaft 804. The first lubricating oil port 818 and the second lubricating oil port 820 are arranged along the same cross section of the sliding spline shaft 804 as the first retaining bolt 914 and the second retaining bolt 916 and are offset from the bolt by 90°. In other examples, only one lubricating oil port may be provided or more than two lubricating oil ports may be provided and / or a plurality of lubricating oil ports may be provided in other positions.

[0045] like Figures 8 to 10 As shown in , the torque tube assembly 200 includes a lubricant retainer 822 (e.g., a cover) to prevent lubricant from escaping from the first opening 904 of the passage 902 while still allowing the second accessory 800 to move into and out of the passage 902. The lubricant retainer 822 is coupled to the sliding spline shaft 804 and covers the first opening 904 of the passage 902, in which the second accessory 800 is inserted into the passage 902 (e.g., the junction of the first and second parts of the torque tube assembly 200). The lubricant retainer 822 has a first end 824 and a second end 826 opposite the first end 824. For example, the lubricant retainer 822 can be made of a relatively lightweight material (such as nylon). In other examples, the lubricant retainer 822 can be made of other materials.

[0046] like Fig. 9 and 10 , the sliding spline shaft 804 includes a first rib 922 and a second rib 924 that form a groove 926. The lubricant retainer 822 includes an inwardly extending collar 928 near the first end 824, which fits within the groove 926. In some examples, a strap, a band, a cable, and / or other clamping member is wrapped around the exterior of the collar 928 to retain the lubricant retainer 822 on the sliding spline shaft 804. In other examples, no strap, band, cable, or clamping member may be used. Instead, the lubricant retainer 822 may be rigid enough to remain seated in the groove 926, and thus remain coupled to the sliding spline shaft 804.

[0047] like Fig. 9As shown in FIG. 8 , the second end 826 of the lubricant retainer 822 (disposed outside (beyond) the end of the sliding spline shaft 804 (e.g., about 0.5 inches)) extends inwardly toward the shaft 802 of the second fitting 800. The second end 826 of the lubricant retainer 822 includes a seal 930 (e.g., an o-ring) that provides a sealing engagement between the lubricant retainer 822 and the shaft 802 to retain the lubricant within the passage 902 (and / or contained in a small area outside the passage 902). In addition, the lubricant retainer 822 prevents moisture and other unwanted materials from accumulating in the passage 902 and adversely affecting the surface of the splines (e.g., corroding the splines).

[0048] In some examples, to prevent lubricating oil from flowing out of the second opening 906 (at Fig. 9 The plug 932 ( Fig. 9 and 10 ) is inserted from the second opening 906 into the passage 902. In some examples, the plug 932 is press-fit into the passage 902. In other examples, the plug 932 can be coupled to the sliding spline shaft 804 via another mechanical and / or chemical fastening technique.

[0049] like Fig. 9 and 10 As shown in , in some examples, in order to prevent over-pressurization of the channel 902, the sliding spline shaft 804 includes a first lubricant release port 934 and a second lubricant release port 936 (e.g., a vent). The first lubricant release port 934 and the second lubricant release port 936 are relatively small openings or orifices. If the pressure inside the channel 902 becomes too high, the size of the lubricant release ports 934, 936 is designed to enable the lubricant to escape from the channel 902. Otherwise, the pressure inside the channel 902 may cause the plug 932 and / or the lubricant retainer 822 to pop out. Although two lubricant release ports are implemented in the example shown, in other examples, only one lubricant release port may be implemented or more than two lubricant release ports may be implemented. In addition, in other examples, one or more lubricant ports may be located in other positions and / or spaced differently. In addition, as Figure 8 and 10 As shown in FIG. 1 , in some examples, the lubricant retainer 822 includes one or more lubricant release ports 828 (two of which are in FIG. Figure 8 and two of them are mentioned in Fig.10), which is located near the second end 826. The lubricant release port 828 similarly releases overpressure or excess lubricant. In some examples, the lubricant retainer 822 includes four lubricant release ports 828 (e.g., evenly spaced around the lubricant retainer 822). In other examples, the lubricant retainer 822 may include more or fewer lubricant release ports and / or the lubricant release ports may be disposed in other locations.

[0050] In some examples, lube retainer 822 is comprised of two pieces or portions that are coupled together to form lube retainer 822 . Fig.11 An exemplary embodiment of a lubricant retainer 822 consisting of a first part 1100a and a second part 1100b is shown. The first part 1100a and the second part 1100b are parts of the same type (i.e., having the same shape, size, dimensions, features, etc.). The first part 1100a and the second part 1100b are semi-cylinders that interlock to form a complete cylinder when connected. Thus, during manufacturing, only one type of part needs to be manufactured (e.g., one mold can be used to manufacture multiple parts), and the two parts can be assembled to form the lubricant retainer 822. Therefore, by manufacturing multiple copies of the same part, the exemplary lubricant retainer 822 can be manufactured inexpensively. To avoid redundancy, only the details of the first part 1100a are described below. However, it should be understood that the second part 1100b includes the same features.

[0051] In the example shown, the first portion 1100a includes a first end 1102 and a second end 1104, which respectively form a first end 824 ( 1106 ) of the lubricant retainer 822 when the first portion is connected to the second portion 1100b. Figure 8 ) and the second end 826 ( Figure 8 The first portion 1100a includes a first groove 1106 at or near the first end 1102 to receive the first rib 922 ( Fig. 9 and 10 The first portion 1100a further includes a second groove 1108 to receive the second rib 924 on the sliding spline shaft 804 ( Fig. 9 and 10 The collar portion 1110 is formed between the first groove 1106 and the second groove 1108. When the first portion 1100a and the second portion 1100b are coupled, the collar portion forms a collar 928 ( Fig. 9 and 10), the collar is sized to be received in the groove 926 on the sliding spline shaft 804. In the example shown, the first portion 1100a also includes a third groove 1112 formed at or near the second end 1104. When the first portion 1100a and the second portion 1100b are coupled, the third groove forms a sealing gland to receive the seal 930 ( Fig. 9 ). Fig.11 Also shown in FIG. 1 is one of the exemplary lubrication release ports 828 on the first portion 1100a.

[0052] To couple the first and second portions 1100a, 1100b, the first portion 1100a includes a tab 1114 (e.g., a male extension) extending from one side of the collar portion 1110 and includes a slot 1116 (e.g., a female opening for receiving a male extension such as the tab 1114 of the second portion 1100b) formed on an opposite side of the collar portion 1110. When the first and second portions 1100a, 1100b are coupled, the tab 1114 will be inserted into the corresponding slot 1116 on the second portion 1100b, and the slot 1116 receives the corresponding tab 1114 of the second portion 1100b. To hold the first portion 1100a and the second portion 1100b together, the tab 1114 includes a clip 1118 (e.g., a lug, a lip, a tang, etc.) extending radially inward from the tab 1114 and extending rearward from the tab 1114 (in a direction opposite to the direction in which the tab 1114 extends). In addition, the slot 1116 includes a clip opening 1120 to receive a corresponding clip 1118 on the second portion 1100b. When the corresponding tab 1114 of the second portion 1100b is inserted into the slot 1116 of the first portion 1100a (or vice versa), the corresponding clip 1118 slides into the clip opening 1120 and prevents the first portion 1100a and the second portion 1100b from being pulled apart (unless the clip 1118 is moved outward from the clip opening 1120, for example). In other examples, lubricant retainer 822 may be constructed from a single unitary piece (eg, using a flexible material such as rubber) or from more than two pieces.

[0053] Fig.12 is a flow chart representing an exemplary method 1200 that may be implemented to construct and / or assemble an exemplary torque tube assembly, such as Figure 21202, a first fitting 400 is coupled to the first end 302 of the torque tube 304, and a second fitting 800 is coupled to the second end 308 of the torque tube 304. In some examples, the first fitting 400 and / or the second fitting 800 are coupled to the torque tube 304 via an EMF. In some examples, the torque tube 304 is constructed of aluminum, and the first fitting 400 and the second fitting 800 are constructed of steel. However, in other examples, the torque tube 304 and / or the first fitting 400 and / or the second fitting 800 may be constructed of other materials. Furthermore, in other examples, the first fitting 400 and the second fitting 800 may be coupled to the torque tube 304 via other coupling techniques (e.g., welding, threaded fasteners, etc.).

[0054] At frame 1204, the first yoke 504 of the first fitting 400 is coupled to the second yoke 506 of the first spline connector 404 (e.g., via the cross journal 500 and the bearing cap 502) to form the first U-joint 402. At frame 1206, the second fitting 800 is inserted into the passage 902 of the sliding spline shaft 804. Specifically, the first spline portion 910 and the second spline portion 912 are inserted into the splines 908 of the passage 902. At frame 1208, the third yoke 810 of the sliding spline shaft 804 is coupled to the fourth yoke 812 of the second spline connector 808 (e.g., via the cross journal 814 and the bearing cap 816) to form the second U-joint 806.

[0055] At block 1210, the first spline connector 404 is coupled to the aircraft 100 via the output shaft 228 of the second GRA 222. For example, the first spline connector 404 may be slid onto the first spline gear 406 to insert the first spline gear 406 into the opening 410 of the first spline connector 404. In some examples, after the first spline gear 406 is inserted into the first spline connector 404, the threaded fastener 518 is threaded into the first spline connector 404 and the first spline gear 406 to fixedly couple the first spline connector 404 (and therefore, the first portion of the torque tube assembly 200) to the aircraft 100.

[0056] At block 1212, the second spline coupler 808 is coupled to the aircraft 100 via the input shaft 212 of the first GRA 208. For example, after coupling the first spline coupler 404 to the first spline gear 406, the sliding spline shaft 804 (e.g., the second portion) may be moved toward the torque tube 304 to compress or shorten the torque tube assembly 200. The second spline coupler 808 may be lifted to a position where it is aligned with the second spline gear 900, and the sliding spline shaft 804 may be moved away from the torque tube 304 (extending the torque tube assembly 200) to slide the second spline coupler 808 onto the second spline gear 900. In other examples, the second spline coupler 808 may first be coupled to the input shaft 212 of the first GRA 208. After inserting second spline gear 900 into second spline coupler 808 , one or more threaded fasteners may be threaded into second spline coupler 808 and second spline gear 900 to fixedly couple second spline coupler 808 (and, therefore, the second portion of torque tube assembly 200 ) to aircraft 100 .

[0057] At frame 1214, the first retaining bolt 914 and the second retaining bolt 916 are inserted into the passage 902 of the sliding spline shaft 804, which prevents the second accessory 800 and the sliding spline shaft 804 from being completely disconnected. For example, the first retaining bolt 914 and the second retaining bolt 916 can be screwed into the first opening 918 and the second opening 920 in the sliding spline shaft 804, respectively. At frame 1216, the lubricant retainer 822 is connected to the sliding spline shaft 804 to cover the first opening 904. In some examples, the lubricant retainer 822 is composed of two parts that are connected (interlocked). In some examples, a strip or belt is placed around the lubricant retainer 822 to ensure that the lubricant retainer 822 will not loosen. In other examples, a strip or belt may not be used. At frame 1218, lubricant can be injected into the passage 902 through the first lubricant port 818 and / or the second lubricant port 820. The lubricating oil provides lubrication between the first spline portion 910 and the second spline portion 912 of the second fitting 800 and the splines 908 of the passage 902 .

[0058] Although the reference Fig.12 The flowchart shown in describes an exemplary method 1200, but may alternatively use a manufacturing and / or assembly method. Figure 2 Many other methods of the exemplary torque tube assembly 200 may be described. For example, the order of execution of the blocks may be changed, and / or some of the blocks described may be changed, eliminated, or combined. Similarly, Fig.12Additional operations are included in the manufacturing and / or assembly process before, between, or after the boxes shown in . In addition, although the first spline connector 404 is described as being coupled to the output portion of the drive member and the second spline connector 808 is described as being coupled to the driven member, it should be understood that the torque tube assembly 200 can be used in reverse. In other words, the second spline connector 808 can be coupled to a spline shaft of the drive member, thereby driving the second spline connector 808. In addition, although the exemplary torque tube assembly 200 is disclosed with respect to a high lift device of an aircraft, the exemplary torque tube assembly 200 can be used in any industry or application in which rotational energy is transferred from one drive member (e.g., a drive shaft) to another drive member.

[0059] It will be appreciated from the foregoing that the above disclosed torque tube assembly and method of manufacturing the same provide a more flexible attachment between an upstream drive shaft and a downstream drive shaft of a wing of an aircraft. Specifically, the exemplary torque tube assembly can move axially and angularly to accommodate any flexure and / or bending that may occur in the wing of the aircraft or other structures to which the torque tube assembly is connected. As a result, less force or tension is concentrated along the torque tube assembly, thereby improving the structural integrity of the torque tube assembly. Moreover, the exemplary torque tube assembly is easier to install than known torque tube assemblies because the exemplary torque tube assembly can be shortened and elongated while attaching the end of the torque tube assembly to the drive shaft. In addition, the exemplary torque assembly includes a retaining feature that prevents multiple portions from leaving the aircraft if a portion of the torque tube assembly fails.

[0060] Clause 1. An aircraft comprising:

[0061] a first geared rotary actuator (GRA) (222) coupled to a wing (104) of the aircraft (100), the first GRA (222) having a first drive shaft (228);

[0062] a second geared rotary actuator (GRA) (208) coupled to the wing (104), the second GRA (208) having a second drive shaft (212); and

[0063] A torque tube assembly (200) is connected between a first drive shaft (228) and a second drive shaft (212), the torque tube assembly (200) having a first portion fixedly connected to the first drive shaft (228) and having a second portion fixedly connected to the second drive shaft (212), the first portion being axially slidably connected to the second portion.

[0064] Clause 2. The aircraft of clause 1, wherein the first portion of the torque tube assembly (200) comprises:

[0065] a torque tube (304) having a first end (302) and a second end (308) opposite the first end (302);

[0066] a first fitting (400) coupled to the first end (302), the first fitting (400) having a first yoke (504);

[0067] a second fitting (800) coupled to the second end (308); and

[0068] A first spline connector (404) having a second yoke (506), the first yoke (504) of the first fitting (400) being coupled to the second yoke (506) of the first spline connector (404) to form a first U-joint (402), the first spline connector (404) being fixedly coupled to the first drive shaft (228).

[0069] Clause 3. The aircraft of clause 2, wherein the second fitting (800) comprises a radially extending spline portion (910), and wherein the second portion of the torque tube assembly (200) comprises:

[0070] a sliding spline shaft (804) having a spline passage (902) in which the radially extending spline portion (910) of the second fitting (800) is slidably received, the sliding spline shaft (804) having a third yoke (810); and

[0071] A second spline connector (808) having a fourth yoke (812), the third yoke (810) of the sliding spline shaft (804) being connected to the fourth yoke (812) of the second spline connector (808) to form a second U-joint (806), and the second spline connector (808) being fixedly connected to the second drive shaft (212).

[0072] Clause 4. The aircraft of clause 1, wherein the first and second portions of the torque tube assembly (200) are coupled to the first and second drive shafts (228, 212), respectively, via threaded fasteners (518).

[0073] Clause 5. The aircraft of clause 1, further comprising a lubricant retainer (822) covering a junction between the first and second portions of the torque tube assembly (200).

[0074] Although certain exemplary methods, apparatus, and articles have been disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all methods, apparatus, and articles that fully fall within the scope of the claims of this patent.

Claims

1. A torque tube assembly, comprising: A torque tube (304) having a first end (302) and a second end (308) opposite to the first end (302), a first fitting (400) coupled to the first end (302), and a second fitting (800) coupled to the second end (308), wherein the first fitting (400) is used to be coupled to a first high-lift device (222) of the aircraft (100), and the second fitting has a spline portion; A sliding spline shaft (804) having a channel (902), wherein the second accessory (800) is slidably received in the channel (902), and the sliding spline shaft (804) has a first yoke (810); as well as a spline connector having a second yoke (812), the second yoke (812) of the spline connector being coupled to the first yoke (810) of the sliding spline shaft (804) to form a U-shaped joint, the spline connector being used to couple to a second high-lift device (208) of the aircraft (100); and A retaining bolt (914) extends into the passage (902), the retaining bolt (914) being used to prevent the second fitting (800) from sliding into or out of the passage (902) of the sliding spline shaft (804) beyond a threshold distance.

2. The torque tube assembly of claim 1, wherein the spline portion is a first spline portion (910), the second fitting (800) further comprising a second spline portion (912) spaced apart from the first spline portion (910), and the retaining bolt (914) extends into the passage (902) between the first spline portion (910) and the second spline portion (912).

3. The torque tube assembly of claim 1, wherein the sliding spline shaft (804) includes a lubricant port (818) to enable lubricant to be injected into the passage (902).

4. The torque tube assembly according to claim 1, further comprising a lubricant retainer (822) coupled to the sliding spline shaft (804) and covering the opening (904) of the passage (902) to retain lubricant in the passage (902) of the sliding spline shaft (804).

5. The torque tube assembly of claim 4, wherein the lubricant retainer (822) comprises a first portion (1100a) and a second portion (1100b), each of the first portion (1100a) and the second portion (1100b) comprising a tab (1114) and a slot (1116), the tab and the slot cooperating with a corresponding tab (1114) and a corresponding slot (1116) of the other of the first portion (1100a) or the second portion (1100b).

6. The torque tube assembly of claim 1, wherein the sliding spline shaft (804) includes a lubricant release port (934).

7. The torque tube assembly of claim 1, wherein the spline connector is a first spline connector (808), the U-joint is a first U-joint (806), and the first fitting (400) on the torque tube (304) has a third yoke (504), and the torque tube assembly further includes a second spline connector (404) having a fourth yoke (506), the fourth yoke (506) of the second spline connector (404) being coupled to the third yoke (504) of the first fitting (400) to form a second U-joint (402), the second spline connector (404) being used to couple to the first high-lift device (222) of the aircraft (100).

8. The torque tube assembly of claim 7, wherein the first spline connector (808) and the second spline connector (404) include apertures (620, 622, 624) to receive threaded fasteners (518) to fixedly couple the first spline connector (808) and the second spline connector (404) to the drive shafts (228, 212) of the second high-lift device (208) and the first high-lift device (222), respectively.

9. A method of assembling a torque tube assembly, comprising: coupling a first fitting (400) to a first end (302) of a torque tube (304) and coupling a second fitting (800) to a second end (308) of the torque tube (304), the first fitting (400) having a first yoke (504) and the second fitting (800) having a radially extending spline portion (910); coupling the first yoke (504) to a second yoke (506) of a first spline connector (404) to form a first U-joint (402); Inserting the spline portion (910) of the second accessory (800) into the channel (902) of the sliding spline shaft (804), inserting a retaining bolt (914) into the sliding spline shaft (804), the retaining bolt extending into the channel (902), the retaining bolt being used to prevent the second accessory (800) from sliding into or out of the channel (902) of the sliding spline shaft (804) beyond a threshold distance, the sliding spline shaft (804) having a third yoke (810); coupling the third yoke (810) to a fourth yoke (812) of a second spline connector (808) to form a second U-joint (806); coupling the first splined coupling (404) to a first drive shaft (228) associated with a first high-lift device (222) on an aircraft wing (104); and The second splined coupling (808) is coupled to a second drive shaft (212) associated with a second high-lift device (208) on the aircraft wing (104).

10. The method of claim 9, further comprising coupling a lubricant retainer (822) to one end of the sliding spline shaft (804) to cover the opening (904) of the passage (902), the lubricant retainer (822) comprising a first portion (1100a) and a second portion (1100b) interlocked to form the lubricant retainer (822), the first portion (1100a) and the second portion (1100b) being the same type of portion.

11. The method of claim 9, further comprising injecting lubricating oil into the passage (902) through a lubricating oil port (818) on the sliding spline shaft (804).

12. The method of claim 9, wherein coupling the first spline connector (404) to the first drive shaft (228) comprises sliding the first spline connector (404) onto a first spline gear (406) on the first drive shaft (228) and fixedly coupling the first spline connector (404) to the first spline gear (406) via a first threaded fastener (518), and wherein coupling the second spline connector (808) to the second drive shaft (212) comprises sliding the second spline connector (808) onto a second spline gear (900) on the second drive shaft (212) and fixedly coupling the second spline connector (808) to the second spline gear (900) via a second threaded fastener.

13. The method of claim 9, wherein coupling the first fitting (400) to the first end (302) of the torque tube (304) comprises electromagnetically forming the first end (302) of the torque tube (304) to the first fitting (400), and wherein coupling the second fitting (800) to the second end (308) of the torque tube (304) comprises electromagnetically forming the second end (308) of the torque tube (304) to the second fitting (800).

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