Distributed trailing edge flap system

Abstract

A distributed trailing edge flap system is described. An example flap system for an aircraft includes a flap, a first actuator, a second actuator, and a shaft. The flap is movable between an extended position and a retracted position relative to a fixed trailing edge of a wing of the aircraft. The first actuator moves the flap relative to the fixed trailing edge. The first actuator is actuable via a pressurized hydraulic fluid, which is supplied to the first actuator from the hydraulic system of the aircraft via a hydraulic module operatively coupled to the first actuator. The second actuator moves the flap relative to the fixed trailing edge. The second actuator is actuable via an electric motor of the second actuator connected to the first electrical system of the aircraft. The shaft operatively couples the first actuator to the second actuator. The first actuator and the second actuator are both actuable via the shaft.

Description

Technical Field

[0001] The present disclosure relates generally to aircraft flaps, and more particularly to distributed trailing edge flap systems. Background Art

[0002] Aircraft wings (e.g., wings of commercial aircraft) typically include flaps (e.g., outboard flaps and / or inboard flaps) located at and / or arranged along the respective fixed trailing edges of each aircraft wing. The flaps are movable between a retracted position and an extended position relative to the fixed trailing edge of the aircraft wing. Extending the flaps from the aircraft wing during flight (e.g., during landing) typically increases the lift characteristics associated with the aircraft wing, while retracting the flaps during flight (e.g., during cruising) typically reduces the lift characteristics.

[0003] It is with respect to these and other considerations that the disclosure herein is presented. Summary of the invention

[0004] Distributed trailing edge flap system is disclosed herein. In some disclosed examples, the flap system includes flaps, a first actuator, a second actuator and a shaft. In some disclosed examples, the flap can move between an extended position and a retracted position relative to the fixed trailing edge of the wing of the aircraft. In some disclosed examples, the first actuator moves the flap relative to the fixed trailing edge. In some disclosed examples, the first actuator can be actuated via pressurized hydraulic fluid, which is supplied to the first actuator from the hydraulic system of the aircraft via a hydraulic module operatively coupled with the first actuator. In some disclosed examples, the second actuator moves the flap relative to the fixed trailing edge. In some disclosed examples, the second actuator can be actuated via an electric motor connected to the first electrical system of the aircraft of the second actuator. In some disclosed examples, the first actuator is operatively coupled to the second actuator by the shaft. In some disclosed examples, the first actuator and the second actuator can both be actuated via the shaft.

[0005] In some disclosed examples, the flap system includes flaps, a first actuator, a second actuator, a shaft and a backup control unit. In some disclosed examples, the flap can move between an extended position and a retracted position relative to the fixed trailing edge of the wing of the aircraft. In some disclosed examples, the first actuator moves the flap relative to the fixed trailing edge. In some disclosed examples, the first actuator can be actuated via pressurized hydraulic fluid, which is supplied to the first actuator from the hydraulic system of the aircraft via a hydraulic module operatively coupled to the first actuator. In some disclosed examples, the second actuator moves the flap relative to the fixed trailing edge. In some disclosed examples, the second actuator can be actuated via an electric motor connected to the first electrical system of the aircraft of the second actuator. In some disclosed examples, the shaft extends between the first actuator and the second actuator. In some disclosed examples, the shaft operatively couples the first actuator with the second actuator. In some disclosed examples, the first actuator and the second actuator can both be actuated via the shaft. In some disclosed examples, the backup control unit includes a backup motor and a switch. In some disclosed examples, the backup control unit is selectively operable to rotate the shaft in response to a second electrical system of the aircraft being connected to the backup motor via the switch.

[0006] In some examples, a method is disclosed. In some disclosed examples, the method includes commanding a first actuator and a second actuator to move flaps relative to the fixed trailing edge of the wing of an aircraft. In some disclosed examples, the first actuator can be actuated via pressurized hydraulic fluid, which is supplied to the first actuator from the hydraulic system of the aircraft via a hydraulic module operatively coupled to the first actuator. In some disclosed examples, the second actuator can be actuated via the motor connected to the first electrical system of the aircraft of the second actuator. In some disclosed examples, the method further includes in response to detecting a fault of the first actuator or the hydraulic system, and commanding the first actuator to enter bypass mode, and further commanding the second actuator to move flaps relative to the fixed trailing edge. In some disclosed examples, the method further includes in response to detecting the asymmetry (asymmetry) between the flap of the wing of the aircraft and another flap of another wing when the first actuator is in bypass mode, commanding the second actuator to enter floating mode and further commanding the standby control unit of the aircraft to enter active mode. In some disclosed examples, the active mode enables the backup control unit to move the flap relative to the fixed trailing edge to reduce the asymmetry. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] Figure 1 An example aircraft is shown in which an example distributed trailing edge flap system may be implemented in accordance with the teachings of the present disclosure.

[0008] Figure 2A yes Figure 1A perspective view of an example first outboard flap of an example first wing of an example aircraft in an example retracted position.

[0009] Figure 2B yes Figure 2A In Figure 1 A first cross-sectional view of an example first outboard flap of an example first wing of an example aircraft in an example retracted position.

[0010] Figure 2C yes Figure 1 A first cross-sectional view of an example first outboard flap of an example first wing of an example aircraft in an example deployed position.

[0011] Figure 2D yes Figure 2A and Figure 2B In Figure 1 A second cross-sectional view of an example first outboard flap of an example first wing of an example aircraft in an example retracted position.

[0012] Figure 2E yes Figure 2C In Figure 1 A second cross-sectional view of an example first outboard flap of an example first wing of an example aircraft in an example deployed position.

[0013] Figure 3 is a schematic diagram of an example distributed trailing edge flap system constructed in accordance with the teachings of the present disclosure.

[0014] Figure 4 yes Figure 3 Schematic diagram of example subsystems of an example distributed trailing edge flap system.

[0015] Figure 5 yes Figure 4 Schematic diagram of an example HMA.

[0016] Figure 6 yes Figure 4 Schematic diagram of an example hydraulic module in a first example operating mode.

[0017] Figure 7 yes Figure 4 Schematic diagram of an example hydraulic module in a second example operating mode.

[0018] Figure 8 yes Figure 4 Schematic diagram of an example EMA.

[0019] Fig. 9 yes Figure 4 Schematic diagram of an example axis and an example ACU.

[0020] FIG. 10A to FIG. 10C It is used for implementation Figures 3 to 9A flow chart of an example method of an example distributed trailing edge flap system to control the position of a flap.

[0021] Certain examples are shown in the above figures and described in detail below. In describing these examples, similar or identical reference numerals are used to identify the same or similar elements. These drawings are not necessarily to scale, and certain features and certain views of the drawings may be shown exaggerated in scale or schematically for clarity and / or simplicity. DETAILED DESCRIPTION

[0022] Aircraft wing (for example, the wing of commercial aircraft) generally includes the flap (for example, outboard flap and / or inboard flap) that is arranged along the corresponding fixed trailing edge of each aircraft wing. Traditional trailing edge flap system may include actuator and / or ball screw, and actuator and / or ball screw are arranged to move flap between retracted position and deployed position relative to the fixed trailing edge of aircraft wing. In such traditional trailing edge flap system, actuator is connected to power drive unit via torque tube, and this power drive unit is powered by multiple independent hydraulic or electrical systems of aircraft. If one or more hydraulic or electrical systems fail partially or completely, the actuator of such traditional trailing edge flap system may be unable to operate, so that aircraft does not have the ability to change and / or control the corresponding position of flap (that is, do not have the ability to maintain and / or actuate flap to the last command position of flap).

[0023] Compared with the above-mentioned traditional trailing edge flap system, the example distributed trailing edge flap system disclosed herein advantageously includes a hydromechanical actuator and an electromechanical actuator to move the flap relative to the fixed trailing edge of the aircraft wing. The hydromechanical actuator is actuable by the pressurized hydraulic fluid supplied to the hydromechanical actuator via a hydraulic module operatively coupled to the hydromechanical actuator from the hydraulic system of the aircraft. The electromechanical actuator is actuable via an electric motor connected to the electrical system of the aircraft of the electromechanical actuator. The shaft operatively couples the hydromechanical actuator with the electromechanical actuator. The rotation of the shaft can be selectively controlled via a standby control unit operatively coupled to the shaft.

[0024] The hydromechanical actuator can advantageously be actuated by any of three independent mechanisms. First, the hydromechanical actuator can be actuated via the hydraulic module when the hydraulic system is running, operational and / or enabled. Second, if the hydraulic system fails, the hydromechanical actuator can alternatively be actuated via the shaft under the control of the electromechanical actuator. Third, if the hydraulic system fails and the electrical system fails, the hydromechanical actuator can alternatively be actuated via the shaft under the control of the backup control unit.

[0025] The electromechanical actuator may also advantageously be actuated by any of three independent mechanisms. First, the electromechanical actuator may be actuated via an electric motor when the electrical system is operational, working and / or enabled. Second, if the electrical system fails, the electromechanical actuator may alternatively be actuated via a shaft under the control of a hydromechanical actuator. Third, if the electrical system fails and the hydraulic system fails, the electromechanical actuator may alternatively be actuated via a shaft under the control of a backup control unit.

[0026] In some examples, the disclosed distributed trailing edge flap system can be implemented by and / or integrated into an aircraft having an electric fly-by-wire control system and a power architecture (e.g., a 2H2E power architecture) including two independent hydraulic systems and two independent electrical systems. In some such examples, the electrical system of the aircraft can operate at a low voltage power supply (e.g., 115VAC or 28VDC).

[0027] Figure 1 An example aircraft 100 is shown in which an example distributed trailing edge flap system may be implemented according to the teachings of the present disclosure. The example distributed trailing edge flap system disclosed herein may be implemented on a commercial aircraft (e.g., Figure 1 aircraft 100) and other types of aircraft (e.g., military aircraft, drones, etc.). Figure 1 Aircraft 100 includes an example first wing 102, an example second wing 104, an example fuselage 106, and an example cockpit area 108. The first wing 102 includes an example first fixed trailing edge 110, an example first inboard flap 112, and an example first outboard flap 114. The first inboard flap 112 and the first outboard flap 114 are respectively located at the first fixed trailing edge 110 of the first wing 102 and / or are positioned along the first fixed trailing edge. The second wing 104 includes an example second fixed trailing edge 116, an example second inboard flap 118, and an example second outboard flap 120. The second inboard flap 118 and the second outboard flap 120 are respectively located at the second fixed trailing edge 116 of the second wing 104 and / or are positioned along the second fixed trailing edge.

[0028] exist Figure 1 In the illustrated example of FIG. 1 , the first inboard flap 112 and the first outboard flap 114 are shown in respective retracted positions relative to the first fixed trailing edge 110 of the first wing 102, and the second inboard flap 118 and the second outboard flap 120 are shown in respective retracted positions relative to the second fixed trailing edge 116 of the second wing 104. Figure 1The first inner flap 112 and the first outer flap 114 are movable and / or actuatable between the respective retracted positions shown in FIG. 1 and the respective deployed positions in which the first inner flap 112 and the first outer flap 114 extend rearwardly and / or downwardly from the first fixed trailing edge 110 of the first wing 102. The second inner flap 118 and the second outer flap 120 are similarly movable and / or actuatable between the respective retracted positions shown in FIG.

[0029] Figure 1 104 and the corresponding retracted position shown in the figure and the corresponding deployed position, and in the deployed position, the second inner flap 118 and the second outer flap 120 extend backward and / or downward from the second fixed trailing edge 116 of the second wing 104. In some examples, the corresponding flaps in the flaps (e.g., the first inner flap 112, the first outer flap 114, the second inner flap 118 and / or the second outer flap 120) are movable and / or actuatable to the respective deployed positions corresponding to the desired and / or commanded positions of the flaps (e.g., flap thirty (F30), flap forty (F40), etc.).

[0030] In some examples, corresponding ones of the flaps (e.g., first inboard flap 112, first outboard flap 114, second inboard flap 118, and / or second outboard flap 120) can be moved and / or actuated between a retracted position and a deployed position via one or more actuators (e.g., one or more hydraulic mechanical actuators, one or more electromechanical actuators, etc.). Figure 2A yes Figure 1 A perspective view of an example first outboard flap 114 of an example first wing 102 in an example retracted position 202 .

[0031] Figure 2B yes Figure 2A middle Figure 1 A first cross-sectional view of an example first outboard flap 114 of an example first wing 102 in an example retracted position 202 . Figure 2C yes Figure 1 A first cross-sectional view of the example first outboard flap 114 of the example first wing 102 in the example deployed position 204. Figure 2A The hydraulic mechanical actuator is obtained Figure 2B and Figure 2C sectional view of . Figure 2D yes Figure 2A and 2B In Figure 1 A second cross-sectional view of the example first outboard flap 114 of the example first wing 102 in the example retracted position 202 . Figure 2E yes Figure 2C In Figure 1 A second cross-sectional view of the example first outboard flap 114 of the example first wing 102 in the example deployed position 204. Figure 2A The electromechanical actuator is obtained Figure 2D and Figure 2E sectional view of .

[0032] exist FIG. 2A to FIG. 2E In the illustrated example of FIG. 1 , the first outboard flap 114 is coupled to the first wing 102 via a first example linkage assembly 206 and a second example linkage assembly 208. The first outboard flap 114 can be actuated via an example hydraulic mechanical actuator (HMA) 210 coupled to the first linkage assembly 206 and the first wing 102 and via an example electromechanical actuator (EMA) 212 coupled to the second linkage assembly 208 and the first wing 102. Figure 2A , Figure 2B and Figure 2D The retracted position 202 and Figure 2C and Figure 2E The deployed position 204 can be moved and / or actuated between the deployed positions 204 .

[0033] FIG. 2A to FIG. 2C The first linkage assembly 206 includes an example first linkage 214 and an example second linkage 216. FIG. 2A to FIG. 2C In the illustrated example of FIG. 1 , the first link 214 of the first linkage assembly 206 extends from the HMA 210 to the first outboard flap 114 and also extends to the first wing 102. The second link 216 of the first linkage assembly 206 extends from the first wing 102 to the first outboard flap 114. In other examples, the configuration of the first link 214 and / or the second link 216 of the first linkage assembly 206 may be different from FIG. 2A to FIG. 2C In yet another example, FIG. 2A to FIG. 2C The first linkage assembly 206 may include additional (eg, third, fourth, fifth, sixth, etc.) links in addition to the first link 214 and the second link 216 described above.

[0034] exist FIG. 2A to FIG. 2C In the illustrated example of FIG. 1 , the HMA 210 may be powered, controlled, and / or operated via a hydraulic module that is operatively coupled to the HMA 210 and located within the first wing 102 of the aircraft 100. The hydraulic module may be powered, controlled, and / or operated via a remote electronic unit (REU) that is operatively coupled to the hydraulic module and located within the first wing 102 of the aircraft 100. The REU may be powered, controlled, and / or operated via one or more flight control electronic units (FCEUs) that are operatively coupled to the REU and located within the fuselage 106 of the aircraft 100. The one or more FCEUs may be controlled and / or operated based on one or more inputs received from a flap lever and / or a pilot control receiver that is operatively coupled to the FCEU and located in the cockpit area 108 of the aircraft 100.

[0035] Figure 2A , Figure 2D and Figure 2E The second linkage assembly 208 includes an example first linkage 218 and an example second linkage 220. Figure 2A , Figure 2D and Figure 2E In the illustrated example of FIG. 1 , the first link 218 of the second linkage assembly 208 extends from the EMA 212 to the first outboard flap 114 and also extends to the first wing 102. The second link 220 of the second linkage assembly 208 extends from the first wing 102 to the first outboard flap 114. In other examples, the configuration of the first link 218 and / or the second link 220 of the second linkage assembly 208 may be different from Figure 2A , Figure 2D and Figure 2E In yet another example, Figure 2A , Figure 2D and Figure 2E The second linkage assembly 208 may include additional (eg, third, fourth, fifth, sixth, etc.) links in addition to the first link 218 and the second link 220 described above.

[0036] exist Figure 2A , Figure 2D and Figure 2E In the illustrated example of , the EMA 212 may be powered, controlled, and / or operated via an electric motor that is operatively coupled to the EMA 212 and located within the first wing 102 of the aircraft 100. The electric motor may be powered, controlled, and / or operated via an electric motor control unit (EMCU) that is operatively coupled to the electric motor and located within the first wing 102 of the aircraft 100. The EMCU may be powered, controlled, and / or operated via one or more flight control electronic units (FCEUs) that are operatively coupled to the EMCU and located within the fuselage 106 of the aircraft 100. The one or more FCEUs may be controlled and / or operated based on one or more inputs received from a flap lever and / or a pilot control receiver that is operatively coupled to the FCEU and located in the cockpit area 108 of the aircraft 100.

[0037] like Figure 2A As shown in FIG. 2A to FIG. 2C The HMA 210 is connected to the example shaft 222 via Figure 2A ,

[0038] Figure 2D and Figure 2E 212 is operatively coupled to (e.g., in mechanical communication with) the EMA 212. Figure 2AIn the illustrated example of , shaft 222 is a flexible shaft that transfers rotational motion from the gear train of HMA 210 to the gear train of EMA 212, and vice versa. For example, as described below in conjunction with Figure 4 , Figure 5 , Figure 8 and Fig. 9 Further described, shaft 222 can transmit rotational motion from the gear train of HMA 210 to EMA 212 in response to a load applied to shaft 222. In some examples, the rotation of shaft 222 can be selectively controlled via an example alternate control unit (ACU) 224 mounted on shaft 222. In some such examples, ACU 224 can detect a first flap (e.g., Figure 1 The first outer flap 114 and the second flap (eg, Figure 1 The asymmetry between the second outer flap 120 and the outer flap 120 is enabled to control the rotation of the shaft 222.

[0039] Figure 3 is a schematic diagram of an example distributed trailing edge flap system 300 constructed in accordance with the teachings of the present disclosure. Figure 3 The distributed trailing edge flap system 300 may be described above. Figure 1 The example aircraft 100 is implemented in FIG. Figure 3 In the example shown in FIG. 1 , the distributed trailing edge flap system includes the Figure 1 The first wing 102 , the second wing 104 , the first fixed trailing edge 110 , the first inboard flap 112 , the first outboard flap 114 , the second fixed trailing edge 116 , the second inboard flap 118 , and the second outboard flap 120 .

[0040] Figure 3 The distributed trailing edge flap system 300 also includes a first example HMA 302, a second example HMA 304, a third example HMA 306, a fourth example HMA 308, a first example EMA 310, a second example EMA 312, a third example EMA 314, and a fourth example EMA 316. Figure 3 In the illustrated example of FIG. 1 , the first HMA 302 and the first EMA 310 are coupled to the first inboard flap 112 and the first wing 102, respectively. The second HMA 304 and the second EMA 312 are coupled to the first outboard flap 114 and the first wing 102, respectively. The third HMA 306 and the third EMA 314 are coupled to the second inboard flap 118 and the second wing 104, respectively. The fourth HMA 308 and the fourth EMA 316 are coupled to the second outboard flap 120 and the second wing 104, respectively. Figure 3Example HMAs of the respective HMAs of the first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308 are described below in conjunction with Figures 4 to 7 Further description is given below. Figure 3 Example EMAs of the corresponding EMAs of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316 are shown below in conjunction with Figure 4 and Figure 8 Further description is given.

[0041] The first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308 and the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316 respectively move and / or actuate the correspondingly coupled flaps of the first inboard flap 112, the first outboard flap 114, the second inboard flap 118, and the second outboard flap 120 between the corresponding retracted position and the corresponding deployed position. Figure 3 In the illustrated example of FIG. 1 , the first HMA 302 and the first EMA 310 cause the first inboard flap 112 to be in a retracted position (eg, Figure 3 The second HMA 304 and the second EMA 312 move and / or actuate the first outboard flap 114 relative to the first fixed trailing edge 110 of the first wing 102 in the retracted position (as shown in FIG. Figure 3 The third HMA 306 and the third EMA 314 move and / or actuate the second inboard flap 118 relative to the second fixed trailing edge 116 of the second wing 104 in the retracted position (as shown in FIG. Figure 3 The fourth HMA 308 and the fourth EMA 316 move and / or actuate the second outboard flap 120 relative to the second fixed trailing edge 116 of the second wing 104 in the retracted position (as shown in FIG. Figure 3 ) and a deployed position.

[0042] Although in Figure 3, but the respective HMAs of the first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308 and the respective EMAs of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316 include actuator position feedback sensors for sensing, measuring, and / or detecting the position of the HMA or EMA. In some examples, the position of the HMA or EMA sensed, measured, and / or detected via the actuator position feedback sensor may correspond to and / or indicate the position of the corresponding flap to which the HMA or EMA is coupled (e.g., a retracted position, an extended position, etc.). Figure 3 The actuator position feedback sensors in and / or implemented by the respective HMAs of the first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308 are described below in conjunction with Figure 5 Further description is given. Figure 3 The actuator position feedback sensors in and / or implemented by the respective EMAs of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316 are described below in conjunction with Figure 8 Further description is given.

[0043] Figure 3 The distributed trailing edge flap system 300 also includes a first example shaft 318, a second example shaft 320, a third example shaft 322, and a fourth example shaft 324. The first shaft 318, the second shaft 320, the third shaft 322, and the fourth shaft 324 respectively operatively couple (e.g., mechanically couple) the respective HMAs of the first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308 to the respective EMAs of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316. For example, in Figure 3In the illustrated example of , the first axis 318 operatively couples the first HMA 302 with the first EMA 310 so that the motion and / or movement of the first HMA 302 is transferred to the first EMA 310 via the first axis 318, or vice versa. The second axis 320 operatively couples the second HMA 304 with the second EMA 312 so that the motion and / or movement of the second HMA 304 is transferred to the second EMA 312 via the second axis 320, or vice versa. The third axis 322 operatively couples the third HMA 306 with the third EMA 314 so that the motion and / or movement of the third HMA 306 is transferred to the third EMA 314 via the third axis 322, or vice versa. The fourth axis 324 operatively couples the fourth HMA 308 with the fourth EMA 316 so that the motion and / or movement of the fourth HMA 308 is transferred to the fourth EMA 316 via the fourth axis 324, or vice versa. Can be used to implement Figure 3 Example axes of the first axis 318, the second axis 320, the third axis 322, and the fourth axis 324 are described below in conjunction with Figure 4 , Figure 5 , Figure 8 and Fig. 9 Further description is given.

[0044] Figure 3 The distributed trailing edge flap system 300 further includes a first example ACU 326, a second example ACU 328, a third example ACU 330, and a fourth example ACU 332. The first ACU 326, the second ACU 328, the third ACU 330, and the fourth ACU 332 are mounted on respective corresponding axes of the first axis 318, the second axis 320, the third axis 322, and the fourth axis 324 and selectively control the rotation of the corresponding axis. For example, in Figure 3 In the illustrated example of , the first ACU 326 is mounted on the first shaft 318 and selectively controls the rotation of the first shaft 318. The second ACU 328 is mounted on the second shaft 320 and selectively controls the rotation of the second shaft 320. The third ACU 330 is mounted on the third shaft 322 and selectively controls the rotation of the third shaft 322. The fourth ACU 332 is mounted on the fourth shaft 324 and selectively controls the rotation of the third shaft 324.

[0045] Although Figure 3 , but first ACU 326 includes a first switch, second ACU 328 includes a second switch, third ACU 330 includes a third switch, and fourth ACU 332 includes a fourth switch. In some examples, in response to one or more FCEUs (described further below) detecting a first flap (e.g., Figure 1The first inner flap 112 and the second flap (eg, Figure 1 The asymmetry between the second inner flap 118 of the first ACU 326, the second ACU 328, the third ACU 330 and the fourth ACU 332 can be enabled via corresponding corresponding one or more of the first, second, third and fourth switches to control the rotation of corresponding corresponding one or more of the first shaft 318, the second shaft 320, the third shaft 322 and the fourth shaft 324. Figure 3 Example ACUs of the first ACU 326, the second ACU 328, the third ACU 330, and the fourth ACU 332 are described below in conjunction with Figure 4 and Fig. 9 Further description is given.

[0046] Figure 3 The distributed trailing edge flap system 300 also includes a first example hydraulic module 334, a second example hydraulic module 336, a third example hydraulic module 338, and a fourth example hydraulic module 340. In some examples, the first hydraulic module 334 and the second hydraulic module 336 are located in the first wing 102, and the third hydraulic module 338 and the fourth hydraulic module 340 are located in the second wing 104. Figure 3 In the illustrated example, a first hydraulic module 334 is located at and operatively coupled to (e.g., fluidically connected to) the first HMA 302, a second hydraulic module 336 is located at and operatively coupled to the second HMA 304, a third hydraulic module 338 is located at and operatively coupled to the third HMA 306, and a fourth hydraulic module 340 is located at and operatively coupled to the fourth HMA 308.

[0047] Figure 3 The distributed trailing edge flap system 300 also includes a first example hydraulic system 342 powered by a first example engine 344 and a second example hydraulic system 346 powered by a second example engine 348. Figure 3 In the illustrated example of , first engine 344 is coupled to first wing 102, and second engine 348 is coupled to second wing 104. First engine 344 powers first hydraulic system 342 to supply pressurized hydraulic fluid to respective ones of second hydraulic module 336 and fourth hydraulic module 340. Second engine 348 powers second hydraulic system 346 to supply pressurized hydraulic fluid to respective ones of first hydraulic module 334 and third hydraulic module 338.

[0048] via Figure 3The pressurized hydraulic fluid supplied by the first hydraulic system 342 to the corresponding hydraulic modules of the second hydraulic module 336 and the fourth hydraulic module 340 can be delivered to the corresponding HMAs of the second HMA 304 and the fourth HMA 308 to move and / or actuate the second HMA 304 and the fourth HMA 308. The pressurized hydraulic fluid contained in the corresponding HMAs of the second HMA 304 and the fourth HMA 308 can be returned to the first hydraulic system 342 via the corresponding hydraulic modules of the second hydraulic module 336 and the fourth hydraulic module 340. Figure 3 The pressurized hydraulic fluid supplied to the respective hydraulic modules of the first hydraulic module 334 and the third hydraulic module 338 by the second hydraulic system 346 may be delivered to the respective HMAs of the first HMA 302 and the third HMA 306, respectively, to move and / or actuate the first HMA 302 and the third HMA 306. The pressurized hydraulic fluid contained in the respective HMAs of the first HMA 302 and the third HMA 306 may be returned to the second hydraulic system 346 via the respective hydraulic modules of the first hydraulic module 334 and the third hydraulic module 338, respectively.

[0049] Figure 3 The distributed trailing edge flap system 300 also includes a first example REU 350, a second example REU 352, a third example REU 354, and a fourth example REU 356. In some examples, the first REU 350 and the second REU 352 are located in the first wing 102, and the third REU 354 and the fourth REU 356 are located in the second wing 104. Figure 3 In the illustrated example of , the first REU 350 is located at and operatively coupled to (e.g., in electrical communication with) the first hydraulic module 334, the second REU 352 is located at and operatively coupled to the second hydraulic module 336, the third REU 354 is located at and operatively coupled to the third hydraulic module 338, and the fourth REU 356 is located at and operatively coupled to the fourth hydraulic module 340. For example, in conjunction with Figure 4-Figure 7 As further described, respective ones of the first REU 350 , the second REU 352 , the third REU 354 , and the fourth REU 356 control respective ones of the first hydraulic module 334 , the second hydraulic module 336 , the third hydraulic module 338 , and the fourth hydraulic module 340 , respectively.

[0050] In some examples, the first REU 350 is further operatively coupled to (e.g., in electrical communication with) an actuator position feedback sensor of the first HMA 302, the second REU 352 is further operatively coupled to an actuator position feedback sensor of the second HMA 304, the third REU 354 is further operatively coupled to an actuator position feedback sensor of the third HMA 306, and the fourth REU 356 is further operatively coupled to an actuator position feedback sensor of the fourth HMA 308. In these examples, for example, in conjunction with Figure 4-Figure 7 To further describe, each REU of the first REU 350, the second REU 352, the third REU 354 and the fourth REU 356 can respectively control the first hydraulic module 334, the second hydraulic module 336, the third hydraulic module 338 and the fourth hydraulic module 340 based on the actuator position feedback data obtained from the first actuator position feedback sensor, the second actuator position feedback sensor, the third actuator position feedback sensor and the fourth actuator position feedback sensor of the first HMA 302, the second HMA 304, the third HMA 306 and the fourth HMA 308 respectively through each REU of the first REU 350, the second REU 352, the third REU 354 and the fourth REU 356.

[0051] Figure 3 The distributed trailing edge flap system 300 also includes a first example EMCU 358, a second example EMCU 360, a third example EMCU 362, and a fourth example EMCU 364. In some examples, the first EMCU 358 and the second EMCU 360 are located in the first wing 102, and the third EMCU 362 and the fourth EMCU 364 are located in the second wing 104. Figure 3 In the illustrated example of , the first EMCU 358 is located at and operatively coupled to (e.g., in electrical communication with) the first EMA 310, the second EMCU 360 is located at and operatively coupled to the second EMA 312, the third EMCU 362 is located at and operatively coupled to the third EMA 314, and the fourth EMCU 364 is located at and operatively coupled to the fourth EMA 316. For example, in conjunction with Figure 4 and Figure 8 It is further described that each of the first EMCU 358 , the second EMCU 360 , the third EMCU 362 and the fourth EMCU 364 controls the first motor 310 , the second motor 312 , the third EMA 314 and the fourth EMA 316 corresponding to the first motor 310 , the second motor 312 , the third motor 314 and the fourth motor 316 .

[0052] In some examples, the first EMCU 358 is further operatively coupled to (e.g., in electrical communication with) an actuator position feedback sensor of the first EMA 310, the second EMCU 360 is further operatively coupled to an actuator position feedback sensor of the second EMA 312, the third EMCU 362 is further operatively coupled to an actuator position feedback sensor of the third EMA 314, and the fourth EMCU 364 is further operatively coupled to an actuator position feedback sensor of the fourth EMA 316. In these examples, for example, in conjunction with Figure 4 and Figure 8 It is further described that each EMCU of the first EMCU 358, the second EMCU 360, the third EMCU 362 and the fourth EMCU 364 can respectively control the first motor, the second motor, the third motor and the fourth motor corresponding to the first EMA 310, the second EMA 312, the third EMA 314 and the fourth EMA 316 based on the actuator position feedback data obtained from the first actuator position feedback sensor, the second actuator position feedback sensor, the third actuator position feedback sensor and the fourth actuator position feedback sensor corresponding to the first EMA 310, the second EMA 312, the third EMA 314 and the fourth EMA 316 respectively through each EMCU of the first EMCU 358, the second EMCU 360, the third EMCU 362 and the fourth EMCU 364.

[0053] Figure 3 The distributed trailing edge flap system 300 also includes a first example electrical system and / or generator 366 powered by the first engine 344 and a second example electrical system and / or generator 368 powered by the second engine 348. Figure 3 In the illustrated example of , the first engine 344 is coupled to the first wing 102, and the second engine 348 is coupled to the second wing 104. The first engine 344 provides power to the first generator 366 to supply electricity to the first motor and the third motor corresponding to the first EMA 310 and the third EMA 314, respectively. The first engine 344 also provides power to the first generator 366 to supply electricity to the second ACU 328 and the fourth ACU 332. The second engine 348 provides power to the second generator 368 to supply electricity to the second motor and the fourth motor corresponding to the second EMA 312 and the fourth EMA 316, respectively. The second engine 348 also provides power to the second generator 368 to supply electricity to the first ACU 326 and the third ACU 330.

[0054] Figure 3The distributed trailing edge flap system 300 also includes a first example flap position sensor 370, a second example flap position sensor 372, a third example flap position sensor 374, a fourth example flap position sensor 376, a fifth example flap position sensor 378, a sixth example flap position sensor 380, a seventh example flap position sensor 382, ​​and an eighth example flap position sensor 384. Figure 3 In the illustrated example of FIG. 1 , a first flap position sensor 370 and a second flap position sensor 372 are respectively coupled to the first inner flap 112 of the first wing 102. A third flap position sensor 374 and a fourth flap position sensor 376 are respectively coupled to the first outer flap 114 of the first wing 102. A fifth flap position sensor 378 and a sixth flap position sensor 380 are respectively coupled to the second inner flap 118 of the second wing 104. A seventh flap position sensor 382 and an eighth flap position sensor 384 are respectively coupled to the second outer flap 120 of the second wing 104. Each flap position sensor of the first flap position sensor 370, the second flap position sensor 372, the third flap position sensor 374, the fourth flap position sensor 376, the fifth flap position sensor 378, the sixth flap position sensor 380, the seventh flap position sensor 382, ​​and the eighth flap position sensor 384 senses, measures, and / or detects the position of a correspondingly coupled one of the first inboard flap 112, the first outboard flap 114, the second inboard flap 118, and the second outboard flap 120. For example, the first flap position sensor 370 and the second flap position sensor 372 may respectively sense, measure, and / or detect the position of the first inboard flap 112 of the first wing 102 relative to the first fixed trailing edge 110 of the first wing 102.

[0055] Figure 3 The distributed trailing edge flap system 300 also includes a first example FCEU 386, a second example FCEU 388, and an example flap lever 390. In some examples, Figure 3 The first FCEU 386 and the second FCEU 388 may be located in the fuselage of the aircraft (e.g., Figure 1 within the fuselage 106 of the aircraft 100, and Figure 3 The flap lever 390 may be located in the cockpit area of ​​the aircraft (e.g., Figure 1 In the cockpit area 108 of the aircraft 100. Figure 3 The first FCEU 386 and the second FCEU 388 are based on Figure 3The flap lever 390 of the embodiment of the present invention is controlled and / or operated by one or more inputs received by the flap lever 390. In some examples, the position of the flap lever 390 can correspond to and / or be associated with the desired and / or commanded position and / or the check position (e.g., flap retraction, flap thirty (F30), flap forty (F40), etc.) of the first inboard flap 112, the first outboard flap 114, the second inboard flap 118, and / or the second outboard flap 120.

[0056] exist Figure 3 In the illustrated example of FIG. 3 , the first FCEU 386 is operatively coupled (e.g., in electrical communication) to respective REUs of the first REU 350 and the third REU 354 and respective EMCUs of the first EMCU 358 and the third EMCU 362 via a first example data bus 392. The first FCEU 386 can send and / or receive data (e.g., REU control data, EMCU control data, hydraulic module control data, motor control data, actuator position feedback sensor data, etc.) to and / or from respective REUs of the first REU 350 and the third REU 354 and / or respective EMCUs of the first EMCU 358 and the third EMCU 362 via the first data bus 392. The first FCEU 386 is also operatively coupled (e.g., in electrical communication) to respective flap position sensors of the first flap position sensor 370, the second flap position sensor 372, the fifth flap position sensor 378, and the sixth flap position sensor 380. The first FCEU 386 may receive data (eg, flap position sensor data) from corresponding flap position sensors of the first flap position sensor 370 , the second flap position sensor 372 , the fifth flap position sensor 378 , and the sixth flap position sensor 380 .

[0057] The second FCEU 388 is operatively coupled to (e.g., in electrical communication with) respective REUs of the second REU 352 and the fourth REU 356 and respective EMCUs of the second EMCU 360 and the fourth EMCU 364 via a second exemplary data bus 394. The second FCEU 388 may send and / or receive data (e.g., REU control data, EMCU control data, hydraulic module control data, motor control data, actuator position feedback sensor data, etc.) to and / or from respective REUs of the second REU 352 and the fourth REU 356 and / or respective EMCUs of the second EMCU 360 and the fourth EMCU 364 via the second data bus 394. The second FCEU 388 is also operatively coupled to (e.g., in electrical communication with) respective flap position sensors of the third flap position sensor 374, the fourth flap position sensor 376, the seventh flap position sensor 382, ​​and the eighth flap position sensor 384. The second FCEU 388 may receive data (eg, flap position sensor data) from corresponding flap position sensors of the third flap position sensor 374 , the fourth flap position sensor 376 , the seventh flap position sensor 382 , and the eighth flap position sensor 384 .

[0058] exist Figure 3 In the illustrated example of FIG. 3 , the first FCEU 386 controls the second switch of the second ACU 328 and the fourth switch of the fourth ACU 332 to selectively enable the second ACU 328 and the fourth ACU 332. In some examples, the Figure 3 After the failure of the first hydraulic system 342 and / or the failure of the second hydraulic system 346 and / or in response to Figure 3 In response to the first FCEU 386 actuating the second switch of the second ACU 328 and the fourth switch of the fourth ACU 332 to the closed position, the first FCEU 386 actuates the second switch of the second ACU 328 and the fourth switch of the fourth ACU 332 to the closed position. In response to the first FCEU 386 actuating the second switch of the second ACU 328 and the fourth switch of the fourth ACU 332 to the closed position, the corresponding ACUs of the second ACU 328 and the fourth ACU 332 are enabled. The enabling of the second ACU 328 and the fourth ACU 332 enables the second ACU 328 and the fourth ACU 332 to control the rotation of the respective second shaft 320 and the fourth shaft 324. The second shaft 320 and the fourth shaft 324 move and / or actuate the second HMA 304, the second EMA 312, the fourth HMA 308 and / or the fourth EMA 316 via the rotation of the second ACU 328 and the fourth ACU 332, thereby correspondingly moving and / or actuating the corresponding flaps of the first outer flap 114 and the second outer flap 120 to a predetermined position (e.g., flap thirty (F30), flap forty (F40), etc.).

[0059] exist Figure 3 In the illustrated example of FIG. 3 , the second FCEU 388 controls the first switch of the first ACU 326 and the third switch of the third ACU 330 to selectively enable the first ACU 326 and the third ACU 330. In some examples, Figure 3 After the failure of the first hydraulic system 342 and / or the failure of the second hydraulic system 346 and / or in response to Figure 3 In response to the failure of the first hydraulic system 342 and / or the failure of the second hydraulic system 346, the first switch of the first ACU 326 and the third switch of the third ACU 330 are actuated to the closed position. In response to the second FCEU 388 actuating the first switch of the first ACU 326 and the third switch of the third ACU 330 to the closed position, the corresponding ACUs of the first ACU 326 and the third ACU 330 are enabled accordingly. The enabling of the first ACU 326 and the third ACU 330 enables the first ACU 326 and the third ACU 330 to control the rotation of the first shaft 318 and the third shaft 322, respectively. The first shaft 318 and the third shaft 322 move and / or actuate the first HMA 302, the first EMA 310, the third HMA 306 and / or the third EMA 314 via the rotation of the first ACU 326 and the third ACU 330, thereby moving and / or actuating the respective corresponding flaps of the first inboard flap 112 and the second inboard flap 118 to a predetermined position (e.g., flap thirty (F30), flap forty (F40), etc.).

[0060] Figure 4 yes Figure 3 Schematic diagram of an example subsystem 400 of an example distributed trailing edge flap system 300 . Figure 4 The subsystem 400 includes an example HMA 402, an example EMA 404, an example axis 406, an example ACU 408, an example hydraulic module 410, an example REU 412, an example hydraulic system 414, an example EMCU 416, a first example electrical system 418, a second example electrical system 420, a first example FCEU 422, a second example FCEU 424, and an example data bus 426. Figure 4 Subsystem 400 represents the same as described above. Figure 3 The associated structures and operations of any one of the first inboard flap 112 , the first outboard flap 114 , the second inboard flap 118 , or the second outboard flap 120 .

[0061] For example, Figure 4The HMA 402, EMA 404, axis 406, ACU 408, hydraulic module 410, REU 412, hydraulic system 414, EMCU 416, first electrical system 418, second electrical system 420, first FCEU 422, second FCEU 424, and data bus 426 may correspond to the respective Figure 3 The first inner flap 112 is associated with Figure 3 Shown are a first HMA 302, a first EMA 310, a first shaft 318, a first ACU 326, a first hydraulic module 334, a first REU 350, a second hydraulic system 346, a first EMCU 358, a first electrical system (e.g., a first generator) 366, a second electrical system (e.g., a second generator) 368, a first FCEU 386, a second FCEU 388, and a first data bus 392. As another example, Figure 4 The HMA 402, EMA 404, axis 406, ACU 408, hydraulic module 410, REU 412, hydraulic system 414, EMCU 416, first electrical system 418, second electrical system 420, first FCEU 422, second FCEU 424, and data bus 426 may correspond to the respective Figure 3 The first outboard flap 114 is associated with Figure 3 Shown are a second HMA 304, a second EMA 312, a second shaft 320, a second ACU 328, a second hydraulic module 336, a second REU 352, a first hydraulic system 342, a second EMCU 360, a second electrical system (e.g., a second generator) 368, a first electrical system (e.g., a first generator) 366, a second FCEU 388, a first FCEU 386, and a second data bus 394.

[0062] exist Figure 4 In the illustrated example of , the shaft 406 operatively couples (eg, mechanically couples) the HMA 402 with the EMA 404 such that motion and / or movement of the HMA 402 is transferred to the EMA 404 via the shaft 406 , and vice versa. Figure 4 The ACU 408 is mounted on the shaft 406 and selectively controls the rotation of the shaft 406 . Figure 4 The hydraulic module 410 is located at the HMA 402 and is operatively coupled thereto (eg, in fluid communication therewith). Figure 4 The REU 412 is located at and operatively coupled to (eg, in electrical communication with) the hydraulic module 410 and / or the HMA 402 . Figure 4 The hydraulic system 414 is operatively coupled to (eg, in fluid communication with) the hydraulic module 410 via an example supply line 428 and an example return line 430 . Figure 4 The EMCU 416 is located at and operatively coupled to (eg, in electrical communication with) the EMA 404 and / or the example motor 432 of the EMA 404. The EMCU 416 is also operatively coupled to (eg, in electrical communication with) the example force sensor 434 of the EMA 404. Figure 4 The first electrical system 418 is operatively coupled to (eg, in electrical communication with) the electric motor 432 of the EMA 404 . Figure 4 The second electrical system 420 is selectively operatively coupled to (eg, in selective electrical communication with) an example backup motor 436 of the ACU 408 . Figure 4 The first FCEU 422 is operatively coupled to (eg, in electrical communication with) the REU 412 and the EMCU 416 via a data bus 426 . Figure 4 The second FCEU 424 is operatively coupled to (eg, in electrical communication with) an example switch 438 and an example clutch 440 of the ACU 408 . Figure 5-Figure 9 Shown in more detail Figure 4 HMA 402 , EMA 404 , axis 406 , ACU 408 , and hydraulic module 410 .

[0063] Figure 5 yes Figure 4 A schematic diagram of an example HMA 402. Figure 5 In the illustrated example of , the HMA 402 includes an example first end 502, an example second end 504 positioned opposite the first end 502, an example cylinder 506, an example piston 508, an example ball nut 510, an example case 512, an example ball screw 514, an example gear set 516, an example actuator position feedback sensor 518, an example first fluid volume 520, an example second fluid volume 522, an example first port 524, and an example second port 526. The first end 502 of the HMA 402 can be connected to a flap (e.g., Figure 1 and Figure 3 The first inner flap 112, the first outer flap 114, the second inner flap 118, or the second outer flap 120) of the linkage assembly (for example, FIG. 2A to FIG. 2C The first linkage assembly 206 of the HMA 402 is coupled, and the second end 504 of the HMA 402 can be coupled to the corresponding wing (e.g., Figure 1 and Figure 3 The HMA 402 is coupled to the second wing 104 or the first wing 102. The cylinder 506, piston 508, ball nut 510, housing 512, and ball screw 514 of the HMA 402 have respective fixed lengths. The piston 508 is positioned, arranged, and / or accommodated within the cylinder 506 and is movable and / or slidable relative to the cylinder 506 between a retracted position and an extended position. In some examples, Figure 5 The HMA 402 has a first length when the piston 508 is in a retracted position relative to the cylinder 506 and has a second length when the piston 508 is in an extended position relative to the cylinder 506, the second length being greater than the first length.

[0064] exist Figure 5 In the example shown in Figure 5 The piston 508 and the ball nut 510 are coupled to each other and / or formed integrally so that the piston 508 and the ball nut 510 move together relative to the cylinder 506 as a unit. Figure 5 The piston 508 includes an example head 528 and an example rod 530. The rod 530 includes an example outer surface 532 and an example inner surface 534. Figure 5 The housing 512 includes an example outer surface 536, an example inner surface 538, and an example slotted portion 540 extending between the inner surface 538 and the outer surface 536 of the housing 512. The outer surface 536 of the housing 512 extends along the inner surface 534 of the rod 530 of the piston 508. The slotted portion 540 of the housing 512 accommodates the coupled and / or integrated piston 508 and ball nut 510. The slotted portion 540 of the housing 512 allows the coupled and / or integrated piston 508 and ball nut 510 to translate (linearly move) relative to the cylinder 506, while also preventing the coupled and / or integrated piston 508 and ball nut 510 from rotating relative to the cylinder 506.

[0065] The head 528 of the piston 508 is located and / or positioned within the cylinder 506 between the first fluid volume 520 and the second fluid volume 522. The first fluid volume 520 includes and / or is a first volume of pressurized hydraulic fluid. Figure 5 In the illustrated example of , the first fluid volume 520 is in fluid communication with the first port 524 of the HMA 402 and is defined by the cylinder 506, the head 528 of the piston 508, and the outer surface 536 of the housing 512. The second fluid volume 522 includes and / or is a second volume of pressurized hydraulic fluid that is isolated from the first volume of pressurized hydraulic fluid. Figure 5 In the illustrated example of the HMA 402, the second fluid volume 522 is in fluid communication with the second port 526 of the HMA 402 and is defined by the cylinder 506, the head 528 of the piston 508, and the outer surface 532 of the rod 530 of the piston 508. In some examples, one or more seals can be coupled to and / or disposed on the head 528 of the piston 508, the outer surface 532 of the rod 530 of the piston 508, and / or the outer surface 536 of the housing 512. In these examples, the seals can provide one or more interfaces between the cylinder 506, the piston 508, and / or the housing 512 to isolate the first fluid volume 520 from the second fluid volume 522.

[0066] Increase Figure 5 of the first fluid volume 520 (e.g., increasing the amount of pressurized hydraulic fluid in the first fluid volume 520) such that Figure 5 The piston 508 can be relative to Figure 5 The flap, which is coupled to the first end 502 of the HMA 402 via the linkage assembly, can move away from the retracted position and toward the deployed position in response to the piston 508 moving away from the retracted position and toward the extended position. Figure 5 In the illustrated example of , the first fluid volume 520 has a minimum volume when the piston 508 is in the retracted position and a maximum volume when the piston 508 is in the extended position.

[0067] Increase Figure 5 the second fluid volume 522 (e.g., increasing the amount of pressurized hydraulic fluid in the second fluid volume 522) such that Figure 5 The piston 508 can be relative to Figure 5 The flap, which is coupled to the first end 502 of the HMA 402 via the linkage assembly, can move away from the deployed position and toward the retracted position in response to the piston 508 moving away from the extended position and toward the retracted position. Figure 5 In the illustrated example of , the second fluid volume 522 has a minimum volume when the piston 508 is in the extended position and a maximum volume when the piston 508 is in the retracted position.

[0068] As described above, the ball nut 510 is coupled to and / or integrally formed with the piston 508 such that the piston 508 and the ball nut 510 move and / or slide together relative to the cylinder 506 as a unit. Figure 5 In the illustrated example, the ball nut 510 includes an example threaded portion 542. The ball screw 514 includes an example threaded portion 544 that is configured to engage the threaded portion 542 of the ball nut 510. Because the coupled and / or integrally formed piston 508 and ball nut 510 are positioned within the slotted portion 540 of the housing 512, the ball nut 510 is prevented from rotating relative to the cylinder body 506. Therefore, translation (e.g., linear movement) of the piston 508 and the ball nut 510 (e.g., as described above, which may occur in response to changes in the first fluid volume 520 and / or the second fluid volume 522) causes the ball screw 514 to rotate. Conversely, rotation of the ball screw 514 (e.g., which may occur in response to changes in the first fluid volume 520 and / or the second fluid volume 522) causes the ball screw 514 to rotate. Conversely, rotation of the ball screw 514 (e.g., Figure 4 and Figure 5 The rotation of the shaft 406 (described further below) causes the ball nut 510 and the piston 508 to translate. Figure 4 and Figure 5 The balls that work with the ball nut 510 and the ball screw 514 are omitted.

[0069] exist Figure 5 In the illustrated example of , the ball screw 514 includes an example gear 546. The gear 546 can be coupled and / or integrally formed with the ball screw 514. The gear 546 of the ball screw 514 meshes with the gear set 516 of the HMA 402, and the gear set 516 of the HMA 402 in turn meshes with the shaft 406. Figure 5 The gear set 516 may include any number of gears to transfer rotational motion from the gear 546 of the ball screw 514 to the shaft 406. Figure 5 In the illustrated example of , translation of the piston 508 and ball nut 510 relative to the cylinder 506 causes the ball screw 514 to rotate, which in turn causes the gear 546 to rotate, which in turn causes the gear set 516 to rotate, which in turn causes the shaft 406 to rotate. Conversely, rotation of the shaft 406 causes rotation of the gear set 516, which in turn causes rotation of the gear 546, which in turn causes rotation of the ball screw 514, which in turn causes translation of the ball nut 510 and piston 508 relative to the cylinder 506.

[0070] exist Figure 5 In the illustrated example, the actuator position feedback sensor 518 is coupled to and / or mounted on the ball screw 514. The actuator position feedback sensor 518 senses, measures and / or detects the position of the ball screw 514 (e.g., the rotational position of the ball screw 514 relative to the cylinder 506) and / or the position of the piston 508 (e.g., the translational position of the piston 508 relative to the cylinder 506). Figure 5 The actuator position feedback sensor 518 is connected to Figure 4 and Figure 5 The REU 412 is operatively coupled to (eg, in electrical communication with) the actuator position feedback sensor 518 so that the REU 412 can receive and / or obtain actuator position feedback data sensed, measured, and / or detected via the actuator position feedback sensor 518. Figure 4 and Figure 5 The actuator position feedback data obtained by the REU 412 can be obtained via Figure 4 and Figure 5 The data bus 426 transmits to Figure 4 and Figure 5 The first FCEU 422. Figure 4 and Figure 5 In the illustrated example of FIG. 4 , the above-described electrical signals and / or connections between the REU 412 and the actuator position feedback sensor 518 of the HMA 402 are omitted for clarity of the drawing.

[0071] Figure 4 and Figure 5 The HMA 402 can be actuated by any of three independent mechanisms. First, when the hydraulic system 414 and the hydraulic module 410 are running, working and / or enabled, the HMA 402 can be actuated by any of three independent mechanisms. Figure 4 and Figure 5 Secondly, if the hydraulic system 414 or the hydraulic module 410 fails, the HMA 402 can be activated in the alternative. Figure 4 and Figure 8 Third, if the hydraulic system 414 or the hydraulic module 410 fails, and if the first electrical system 418 or the motor 432 of the EMA 404 also fails, the HMA 402 may be actuated via the shaft 406 under the control of the EMA 404. Figure 4 and Fig. 9 The ACU 408 is actuated via shaft 406 under control.

[0072] Figure 6 yes Figure 4 Schematic diagram of an example hydraulic module 410 in a first example operating mode 600 . Figure 7 yes Figure 4 Schematic diagram of an example hydraulic module 410 in a second example operating mode 700 . Figure 4 , Figure 6 and Figure 7 The hydraulic module 410 may selectively place the supply line 428 of the hydraulic system 414 in fluid communication with the first port 524 or the second port 526 of the HMA 402 to selectively provide pressurized hydraulic fluid to the first fluid volume 520 or the second fluid volume 522 of the HMA 402 . Figure 4 , Figure 6 and Figure 7 The hydraulic module 410 may also selectively place the return line 430 in fluid communication with the first port 524 or the second port 526 of the HMA 402 to selectively receive pressurized hydraulic fluid from the first fluid volume 520 or the second fluid volume 522 of the HMA 402 . Figure 4 , Figure 6 and Figure 7 The REU 412 includes one or more processors to control and / or manage loop closure, fault detection, and / or actuation control commands associated with the hydraulic module 410. In some examples, the REU 412 can be located near the HMA 402. In other examples, the REU 412 can be integrated into the HMA 402.

[0073] Figure 4 , Figure 6 and Figure 7The hydraulic module 410 of the embodiment of the present invention includes a plurality of control valves. In some examples, one or more of the control valves may be hydraulically actuated (e.g., via pressurized hydraulic fluid supplied through supply line 428). In some examples, one or more of the control valves may be electrically actuated (e.g., via REU 412). The control valves of the hydraulic module 410 control and / or manage the flow of pressurized hydraulic fluid from supply line 428 to ports of the HMA 402 (e.g., described above). Figure 5 The first port 524 and the second port 526 of the HMA 402 and the routing and / or distribution from the ports of the HMA 402 to the return line 430. Figure 6 and Figure 7 In the illustrated example of , the HMA 402 includes an example electrohydraulic servovalve (EHSV) 602 , an example solenoid valve (SOV) 604 , an example mode select valve (MSV) 606 , an example check valve 608 , and an example force sensor 610 .

[0074] Figure 6 and Figure 7 The EHSV 602 is a four-way flow control valve that generates flow based on an input current. The EHSV 602 has three control ports that can be moved and / or actuated between an example first control port position 612 (e.g., a flap extension flow position), an example second control port position 614 (e.g., a flap retract flow position), and an example third control port position 616 (e.g., a zero position region). The EHSV 602 includes and / or is coupled to an example first bias spring 618 and an example LVDT 620. The first bias spring 618 biases the EHSV 602 into and / or toward the first control port position 612 of the EHSV 602. The LVDT 620 senses, measures, and / or detects the position of the EHSV 602. Figure 6 and Figure 7 In the illustrated example of , the EHSV 602 is operatively coupled to (e.g., in electrical communication with) the REU 412. The REU 412 selectively positions the EHSV 602 in one of a first control port position 612, a second control port position 614, or a third control port position 616 of the EHSV 602. For example, the REU 412 may energize the EHSV 602 to move from the first control port position 612 to the second control port position 614 against a bias created by a first bias spring 618. In some examples, the REU 412 sends a control signal to the EHSV 602 to control the position of the EHSV 602. The REU 412 also receives electrical signals associated with the REU 412 and the hydraulic module 410 from an actuator position feedback sensor of the HMA 402 (e.g., the actuator position feedback sensor 518 of the HMA 402). In Figure 4 , Figure 6 and Figure 7 In the illustrated example of FIG. 4 , the above-described electrical signals and / or connections between the REU 412 and the EHSV 602 of the hydraulic module 410 are omitted for clarity of the drawing.

[0075] Figure 6 and Figure 7 The SOV 604 is a two-position valve having control ports that can be moved and / or actuated between an example first control port position 622 (e.g., a normal flow position) and an example second control port position 624 (e.g., a steering flow position). The SOV 604 includes and / or is coupled to an example second bias spring 626. The second bias spring 626 biases the SOV 604 into and / or toward the second control port position 624 of the SOV 604. Figure 6 and Figure 7 In the illustrated example of , the SOV 604 is operatively coupled to (e.g., in electrical communication with) the REU 412. The REU 412 selectively positions the SOV 604 in one of a first control port position 622 or a second control port position 624 of the SOV 604. For example, the REU 412 may energize and / or electrically command the SOV 604 to move from the second control port position 624 to the first control port position 622 against a bias created by a second bias spring 626. In some examples, the REU 412 may de-energize the SOV 604 in response to detecting and / or determining that a difference between an electrical signal from the LVDT 620 of the EHSV 602 and a calculated position of the EHSV 602 exceeds a threshold value (e.g., a predetermined threshold value), such as may occur in the case of an out-of-control and / or improperly functioning actuator. Figure 4 , Figure 6 and Figure 7 In the illustrated example of FIG. 4 , the above-described electrical signals and / or connections between the REU 412 and the SOV 604 of the hydraulic module 410 are omitted for clarity of the drawing.

[0076] Figure 6 and Figure 7 The MSV 606 is a two-position valve having control ports that can be moved and / or actuated between an example first control port position 628 (e.g., an active flow position) and an example second control port position 630 (e.g., a bypass flow position). The MSV 606 includes and / or is coupled to an example third bias spring 632. The third bias spring 632 biases the MSV 606 into and / or toward the second control port position 630 of the MSV 606. Figure 6 and Figure 7In the illustrated example of , the MSV 606 is operatively coupled to (e.g., in fluid communication with) the SOV 604. The SOV 604 selectively positions the MSV 606 into one of a first control port position 628 or a second control port position 630 of the MSV 606. For example, the SOV 604 may supply pressurized hydraulic fluid to the MSV 606 to cause the MSV 606 to move from the second control port position 630 into the first control port position 628 against a bias created by a third bias spring 632.

[0077] when Figure 6 and Figure 7 When the MSV 606 of the hydraulic module 410 is positioned in the second control port position 630 (e.g., the bypass flow position), pressurized hydraulic fluid contained within the first fluid volume 520 of the HMA 402 freely passes from the first fluid volume 520 through the first port 524 of the HMA 402, through the MSV 606 of the hydraulic module 410, through the second port 526 of the HMA 402, and into the second fluid volume 522 of the HMA 402. Pressurized hydraulic fluid contained within the second fluid volume 522 of the HMA 402 also freely passes from the second fluid volume 522 through the second port 526 of the HMA 402, through the MSV 606 of the hydraulic module 410, through the first port 524 of the HMA 402, and into the first fluid volume 520 of the HMA 402. The unrestricted exchange and / or bypass of pressurized hydraulic fluid between the first fluid volume 520 and the second fluid volume 522 of the HMA 402 enables the piston 508 of the HMA 402 to move freely. When the MSV 606 of the hydraulic module 410 is in the second control port position 630 (eg, the bypass flow position), the position of the piston 508 and / or the position of the flap to which the piston 508 is coupled can thereby freely move.

[0078] Figure 6 and Figure 7 The check valve 608 prevents the pressurized hydraulic fluid that has passed through the check valve 608 in a first direction from returning through the check valve in a second direction opposite to the first direction. Figure 6 and Figure 7The force sensor 610 senses, measures and / or detects forces and / or pressures associated with pressurized hydraulic fluid at the first fluid volume 520 and / or first port 524 of the HMA 402 and at the second fluid volume 522 and / or second port 526 of the HMA 402. The force sensor 610 includes an example LVDT 634. Based on the instantaneous position of the HMA 402, the pressurized hydraulic fluid at the first fluid volume 520 and / or first port 524 of the HMA 402 and at the second fluid volume 522 and / or second port 526 of the HMA 402 results in an instantaneous position of the LVDT 634 of the force sensor 610. The force sensor 610 is operatively coupled to (e.g., in electrical communication with) the REU 412. The REU 412 receives electrical signals from the LVDT 634 of the force sensor 610. For example, an electrical signal corresponding to the instantaneous position of the LVDT 634 may be sent from the force sensor 610 to the REU 412, and from the REU 412 to the first FCEU 422. The electrical signal may be processed by the first FCEU 422 to determine the instantaneous force applied to the flap (e.g., the first inboard flap 112). Figure 4 , Figure 6 and Figure 7 In the illustrated example of FIG. 4 , the above-described electrical signals and / or connections between the REU 412 and the force sensor 610 of the HMA 402 are omitted for clarity of the drawing.

[0079] Figure 6 The first operating mode 600 is Figure 4 corresponds to the active operating mode of the hydraulic module 410, wherein Figure 4 The hydraulic system 414 operates according to normal and / or expected conditions. Figure 6 When in the first operating mode 600 of the present invention, pressurized hydraulic fluid (e.g., pressurized hydraulic fluid generated by the hydraulic system 414) is supplied from the hydraulic system 414 to the hydraulic module 410 via the supply line 428. The SOV 604 of the hydraulic module 410 is energized (e.g., turned on). The EHSV 602 is in the first control port position 612 of the EHSV 602, the SOV 604 is in the first control port position 622 of the SOV 604, and the MSV 606 is in the first control port position 628 of the MSV 606 (e.g., the active flow position). In other examples, when the hydraulic module 410 is in the first operating mode 600, the pressurized hydraulic fluid (e.g., pressurized hydraulic fluid generated by the hydraulic system 414) is supplied from the hydraulic system 414 to the hydraulic module 410 via the supply line 428. The SOV 604 of the hydraulic module 410 is energized (e.g., turned on). Figure 6 When in the first operating mode 600 of the EHSV 602, the EHSV 602 may be in the second control port position 614 of the EHSV 602. Figure 4 The hydraulic module 410 is in Figure 6 In the first operation mode 600, Figure 4 The HMA 402 is in active mode.

[0080] Figure 7 The second operation mode 700 is Figure 4 The bypass operation mode of the hydraulic module 410 corresponds to that of Figure 4 When the hydraulic module 410 is in a Figure 7 When in the second operating mode 700 of the hydraulic module 410, pressurized hydraulic fluid (e.g., pressurized hydraulic fluid generated by the hydraulic system 414) is not supplied, or is supplied at a reduced pressure from the hydraulic system 414 via the supply line 428 to the hydraulic module 410. The SOV 604 of the hydraulic module 410 is de-energized (e.g., closed). The EHSV 602 is in the first control port position 612 of the EHSV 602, the SOV 604 is in the second control port position 624 of the SOV 604, and the MSV 606 is in the second control port position 630 of the MSV 606 (e.g., bypass flow position). In other examples, when the hydraulic module 410 is in the Figure 7 When in the second operating mode 700 of the EHSV 602, the EHSV 602 may be in the second control port position 614 of the EHSV 602. Figure 4 The hydraulic module 410 is in Figure 7 In the second operation mode 700, Figure 4 The HMA 402 is in bypass mode.

[0081] Figure 8 yes Figure 4 Example of EMA 404. Figure 8 In the illustrated example of EMA 404, EMA 404 includes an example first end 802, an example second end 804 positioned opposite the first end 802, an example housing 806, an example ball nut 808, an example ball screw 810, an example gear set 812, an example actuator position feedback sensor 814, a motor 432, and a force sensor 434. The first end 802 of EMA 404 can be connected to a flap (e.g., Figure 1 and Figure 3 The first inner flap 112, the first outer flap 114, the second inner flap 118, or the second outer flap 120) of the linkage assembly (for example, Figure 2A , Figure 2D and Figure 2E The second end 804 of the EMA 404 can be coupled to the corresponding wing (e.g., Figure 1 and Figure 3The housing 806, ball nut 808, and ball screw 810 of EMA 404 have respective fixed lengths. Ball nut 808 is configured to accommodate ball screw 810. Ball nut 808 is positioned, arranged, and / or accommodated within housing 806 and is movable and / or slidable relative to housing 806 between a retracted position and an extended position, but is not rotatable. In some examples, Figure 8 The EMA 404 has a first length when the ball nut 808 is in a retracted position relative to the housing 806, and has a second length when the ball nut 808 is in an extended position relative to the housing 806, the second length being greater than the first length.

[0082] exist Figure 8 In the illustrated example of , the ball nut 808 includes an example threaded portion 816. The ball screw 810 includes an example threaded portion 818 that is configured to engage the threaded portion 816 of the ball nut 808. Movement (e.g., rotation) of the ball screw 810 of the EMA 404 in a first rotational direction causes the ball nut 808 of the EMA 404 to move (e.g., translate) in a first translational direction relative to the housing 806 of the EMA 404. For example, Figure 8 The clockwise rotation of the ball screw 810 may cause Figure 8 The ball nut 808 is relative to Figure 8 The housing 806 moves and / or slides away from the retracted position and toward the extended position. The flap coupled to the first end 802 of the EMA 404 via the linkage assembly can move away from the retracted position and toward the deployed position in response to the ball nut 808 moving away from the retracted position and toward the extended position.

[0083] Conversely, movement (e.g., rotation) of the ball screw 810 of the EMA 404 in a second rotational direction opposite to the first rotational direction causes the ball nut 808 of the EMA 404 to move (e.g., translate) relative to the housing 806 of the EMA 404 in a second translational direction opposite to the first translational direction. Figure 8 The counterclockwise rotation of the ball screw 810 may cause Figure 8 The ball nut 808 is relative to Figure 8 The flap, which is coupled to the first end 802 of the EMA 404 via the linkage assembly, can move away from the deployed position and toward the retracted position in response to the ball nut 808 moving away from the extended position and toward the retracted position. For the sake of clarity of the drawings, the flaps are shown in FIG. Figure 4 and Figure 8 The balls that work with the ball nut 808 and the ball screw 810 are omitted.

[0084] exist Figure 8 In the illustrated example, the ball screw 810 further includes an example first gear 820 and an example second gear 822. The first gear 820 of the ball screw 810 may be coupled to and / or integrally formed with the ball screw 810. The second gear 822 of the ball screw 810 may also be coupled to and / or integrally formed with the ball screw 810. Figure 8 In the illustrated example of the ball screw 810, the second gear 822 is spaced apart from the first gear 820 of the ball screw 810 along the longitudinal axis of the ball screw 810. The first gear 820 of the ball screw 810 engages an example output gear 824 of the motor 432. The second gear 822 of the ball screw 810 engages the gear set 812 of the EMA 404, and the gear set 812 of the EMA 404 in turn engages the shaft 406. Figure 8 The gear set 812 may include any number of gears to transfer rotational motion from the second gear 822 of the ball screw 810 to the shaft 406 .

[0085] exist Figure 8 In the illustrated example of FIG. 4 , the rotation of the output gear 824 of the motor 432 is controlled via the EMCU 416 and an example electric brake 826 of the motor 432. In some examples, the electric brake 826 may be implemented via one or more brake discs that can be moved and / or actuated via a solenoid valve controlled by the EMCU 416. As described above, the motor 432 is controlled via Figure 4 and Figure 8 The first electrical system 418 supplies power. The electric brake 826 is connected to Figure 4 and Figure 8 The EMCU 416 is operatively coupled to the Figure 4 and Figure 8 In the illustrated example, the above-described electrical signals and / or connections between the EMCU 416 and the electric motor 432 and / or the electric brake 826 of the EMA 404 are omitted for clarity of the drawing.

[0086] In some examples, in conjunction with the first operating mode (e.g., active mode) of the EMA 404, the electric brake 826 is released and / or deactivated. When the electric brake 826 is released and / or deactivated, the motor 432 causes the output gear 824 to rotate. The rotation of the output gear 824 of the motor 432 causes the first gear 820 of the ball screw 810 to rotate, which in turn causes the ball screw 810 to rotate, which in turn causes the ball nut 808 to translate relative to the housing 806. The first gear 820 of the ball screw 810 also causes the second gear 822 of the ball screw 810 to rotate via the rotation of the output gear 824 of the motor 432, which in turn causes the gear set 812 to rotate, which in turn causes the shaft 406 to rotate.

[0087] In some examples, in conjunction with a second operating mode (e.g., floating mode) of the EMA 404, the electric brake 826 is engaged and / or enabled. When the electric brake 826 is engaged and / or enabled, the motor 432 does not actively rotate the output gear 824 of the motor 432, and the motor 432 is thus unable to control the rotation of the ball screw 810 and / or the translation of the ball nut 808. When the electric brake 826 is engaged and / or enabled, the shaft 406 can rotate the gear set 812 of the EMA 404. The rotation of the gear set 812 via the shaft 406 causes the second gear 822 of the ball screw 810 to rotate, which in turn causes the ball screw 810 to rotate, which in turn causes the ball nut 808 to translate relative to the housing 806.

[0088] exist Figure 8 In the illustrated example, the actuator position feedback sensor 814 is coupled to and / or mounted on the ball screw 810. The actuator position feedback sensor 814 senses, measures and / or detects the position of the ball screw 810 (e.g., the rotational position of the ball screw 810 relative to the housing 806) and / or the position of the ball nut 808 (e.g., the translational position of the ball nut 808 relative to the housing 806). Figure 8 The actuator position feedback sensor 814 is connected to Figure 4 and Figure 8 The EMCU 416 is operatively coupled to (eg, in electrical communication with) the actuator position feedback sensor 814 so that the EMCU 416 can receive and / or obtain actuator position feedback data sensed, measured, and / or detected via the actuator position feedback sensor 814. Figure 4 and Figure 8 The actuator position feedback data obtained by the EMCU 416 can be obtained via Figure 4 and Figure 8 The data bus 426 transmits to Figure 4 and Figure 8 The first FCEU 422. Figure 4 and Figure 8 In the illustrated example, the above-described electrical signals and / or connections between the EMCU 416 and the actuator position feedback sensor 814 of the EMA 404 are omitted for clarity of the drawing.

[0089] exist Figure 4 and Figure 8 In the illustrated example of FIG. 4 , the force sensor 434 is implemented via a strain gauge mounted on the EMA 404 near the first end 802 of the EMA 404. The force sensor 434 senses, measures and / or detects an instantaneous force based on the instantaneous position of the EMA 404. The force sensor 434 is connected to the Figure 4 and Figure 8 The EMCU 416 is operatively coupled to (eg, in electrical communication with) the EMCU 416 so that the EMCU 416 can receive and / or obtain actuator force data sensed, measured, and / or detected via the force sensor 434. Figure 4 and Figure 8 The actuator force data obtained by the EMCU 416 can be obtained via Figure 4 and Figure 8 The data bus 426 transmits to Figure 4 and Figure 8 For example, an electrical signal corresponding to the instantaneous force of the EMA 404 may be sent from the force sensor 434 to the EMCU 416, and from the EMCU 416 to the first FCEU 422. The electrical signal may be processed by the first FCEU 422 to determine the instantaneous force applied to the flap (e.g., the first inboard flap 112). Figure 4 and Figure 8 In the illustrated example, the above-described electrical signals and / or connections between the EMCU 416 and the force sensor 434 of the EMA 404 are omitted for clarity of the drawing.

[0090] In some examples, the first FCEU 422 may compare the instantaneous force associated with the force sensor 434 of the EMA 404 and the instantaneous force associated with the force sensor 610 of the hydraulic module 410 of the HMA 402. The two instantaneous forces are processed by the first FCEU 422, which then issues an instantaneous position tracking command to the HMA 402 via the REU 412 and to the EMA 404 via the EMCU 416. In response to the instantaneous position tracking command, force fights and / or force deviations between the ball screw 514 and gear set 516 of the HMA 402, the ball screw 810 and gear set 812 of the EMA 404, and the shaft 406 are reduced (e.g., minimized or eliminated).

[0091] Figure 4 and Figure 8 The EMA 404 can be actuated by any of three independent mechanisms. First, when the first electrical system 418 and the motor 432 are running, operating and / or enabled, the EMA 404 can be actuated via the first electrical system 418 and the motor 432. Second, if the first electrical system 418 or the motor 432 fails, the EMA 404 can alternatively be actuated in Figure 4 and Figure 5 Third, if the first electrical system 418 or the motor 432 fails, and if the hydraulic system 414 or the hydraulic module 410 of the HMA 402 also fails, the EMA 404 may alternatively be activated at Figure 4 and Fig. 9 The ACU 408 is actuated via shaft 406 under control.

[0092] Fig. 9 yes Figure 4 Schematic diagram of an example shaft 406 and an example ACU 408. In some examples, the ACU 408 is mounted on the shaft 406. In other examples, the ACU 408 may be operatively coupled to the shaft 406 but remotely disposed. Figure 4 and Fig. 9 In the illustrated example of , shaft 406 is a flexible shaft that transfers rotational motion from gear set 516 of HMA 402 to gear set 812 of EMA 404, and vice versa. The flexibility of shaft 406 enables shaft 406 to be installed in a confined space of aircraft 100. In some examples, shaft 406 can be inflexible and / or rigid. In some examples, shaft 406 can be implemented as multiple shafts (e.g., two or more shafts) in an end-to-end configuration. Figure 4 and Fig. 9 The shaft 406 of the ACU 408 includes an example gear 902. The gear 902 of the shaft 406 can be coupled to and / or integrally formed with the shaft 406. The gear 902 of the shaft 406 meshes with an example gear 904 of the ACU 408. As further described below, the gear 904 of the ACU 408 is selectively operatively coupled to the backup motor 436 and / or the clutch 440 of the ACU 408.

[0093] exist Figure 4 and Fig. 9In the illustrated example of , the switch 438 of the ACU 408 can be moved and / or actuated between an open position and a closed position. The switch 438 can be moved and / or actuated between the open position and the closed position in response to one or more commands received from the second FCEU 424. For example, the second FCEU 424 can command the ACU 408 to enter the floating mode by disconnecting the switch 438 of the ACU 408. When the switch 438 of the ACU 408 is in the open position (e.g., when the ACU 408 is in the floating mode), the second electrical system 420 is disconnected from the backup motor 436 of the ACU 408, and the clutch 440 is disengaged from the gear 904 of the ACU 408. In some examples, the clutch 440 can become disengaged in response to one or more commands received from the second FCEU 424. When the switch 438 is in the open position and / or when the ACU 408 is in the floating mode, the ACU 408 does not control the rotation of the shaft 406.

[0094] The second FCEU 424 may alternatively command the ACU 408 to enter the active mode by closing the switch 438 of the ACU 408. When the switch 438 of the ACU 408 is in the closed position (e.g., when the ACU 408 is in the active mode), the second electrical system 420 is connected to the backup motor 436 of the ACU 408, and the clutch 440 is engaged with the gear 904 of the ACU 408. In some examples, the clutch 440 may become engaged in response to one or more commands received from the second FCEU 424. In response to being powered by the second electrical system 420, the backup motor 436 controls the rotation of the gear 904 of the ACU 408 (e.g., via the engaged clutch 440), and thereby also controls the rotation of the gear 902 of the shaft 406. Thus, when the switch 438 is in the closed position and / or when the ACU 408 is in the active mode, the ACU 408 controls the rotation of the shaft 406.

[0095] As described above, the rotation of shaft 406 may be selectively controlled via ACU 408. In some examples, in response to Figure 4In some examples, the ACU 408 may be enabled to control the rotation of the shaft 406 even if the HMA 402 fails to actuate hydraulically (e.g., via the hydraulic system 414 and / or the hydraulic module 410), and / or even if the EMA 404 fails to actuate electronically (e.g., via the first electrical system 418 and / or the motor 432). In some examples, the ACU 408 may be enabled to control the rotation of the shaft 406 in response to the first FCEU 422 and / or the second FCEU 424 detecting a first flap associated with the ACU 408 (e.g., Figure 1 The first inner flap 112 and the second flap (eg, Figure 1 The ACU 408 may be activated to detect an asymmetry between the first FCEU 422 and the second inboard flap 118) to control the rotation of the shaft 406. In these examples, the ACU 408 may be commanded via the first FCEU 422 and / or the second FCEU 424 to control the rotation of the shaft 406 to correct the detected asymmetry.

[0096] FIG. 10A to FIG. 10C It is used for implementation Figures 3 to 9 Flow chart of an example method 1000 of controlling the position of a flap using an example distributed trailing edge flap system 300 . FIG. 10A to FIG. 10C The method 1000 begins by commanding an ACU associated with a flap of the distributed trailing edge flap system 300 to enter a floating mode (block 1002). For example, Figure 4 The second FCEU 424 may command the flaps (e.g., Figure 3 The first inner flap 112 is associated with Figure 4 In some examples, the second FCEU 424 may command the ACU 408 to enter the floating mode by opening a switch 438 of the ACU 408, by disconnecting the second electrical system 420 from the backup motor 436 of the ACU 408, and / or by disengaging a clutch 440 of the ACU 408. After block 1002, FIG. 10A to FIG. 10C Method 1000 proceeds to box 1004.

[0097] FIG. 10A to FIG. 10C The method 1000 includes commanding the HMA and EMA of the flap to control the position of the flap (block 1004). For example, Figure 4 The first FCEU 422 is available via Figure 4 REU 412 and / or Figure 4 Hydraulic module 410 command Figure 4 The HMA 402 controls the position of the flaps. Figure 4 The first FCEU 422 is also available via Figure 4 EMCU 416 and / or Figure 4 432 commands for the motor Figure 4 In some examples, the first FCEU 422 may command the HMA 402 and the EMA 404 to control the position of the flaps in parallel and / or simultaneously. After block 1004, FIG. 10A to FIG. 10C Method 1000 proceeds to box 1006.

[0098] FIG. 10A to FIG. 10C The method 1000 includes monitoring the health of the distributed trailing edge flap system 300 (block 1006). For example, Figure 4 The first FCEU 422 can be monitored Figure 4 In conjunction with monitoring the health of the distributed trailing edge flap system 300, the first FCEU 422 may determine whether the HMA 402, the EMA 404, the hydraulic system 414, and / or the first electrical system 418 are functioning properly, or whether the HMA 402, the EMA 404, the hydraulic system 414, and / or the first electrical system 418 has failed.

[0099] If, while monitoring the health of the distributed trailing edge flap system 300, Figure 4 The first FCEU 422 determination Figure 4 The HMA 402 has failed (block 1008), then FIG. 10A to FIG. 10C The method 1000 proceeds to block 1016. If, while monitoring the health of the distributed trailing edge flap system 300, Figure 4 The first FCEU 422 determination Figure 4 The hydraulic system 414 has failed (block 1010), then FIG. 10A to FIG. 10C The method 1000 proceeds to block 1016. If, while monitoring the health of the distributed trailing edge flap system 300, Figure 4 The first FCEU 422 determination Figure 4 EMA 404 has failed (block 1012), then FIG. 10A to FIG. 10C The method 1000 proceeds to block 1028. If, while monitoring the health of the distributed trailing edge flap system 300, Figure 4 The first FCEU422 is determined Figure 4 The first electrical system 418 has failed (block 1014), then FIG. 10A to FIG. 10C Method 1000 proceeds to box 1028.

[0100] At block 1016, Figure 4 The first FCEU 422 order Figure 4The HMA 402 enters bypass mode (block 1016). For example, Figure 4 The first FCEU 422 is available via Figure 4 REU 412 and / or Figure 4 Hydraulic module 410 command Figure 4 The HMA 402 enters bypass mode. After block 1016, FIG. 10A to FIG. 10C Method 1000 proceeds to box 1018.

[0101] At block 1018, Figure 4 The first FCEU 422 order Figure 4 The EMA 404 controls the position of the flaps (block 1018). For example, Figure 4 The first FCEU 422 is available via Figure 4 EMCU 416 and / or Figure 4 432 commands for the motor Figure 4 The EMA 404 controls the position of the flaps. After block 1018, FIG. 10A to FIG. 10C Method 1000 proceeds to box 1020.

[0102] At block 1020, Figure 4 The first FCEU 422 determines the flaps (e.g., Figure 3 The first inner flap 112) and another flap (eg, Figure 3 The first FCEU 422 determines whether the asymmetry between the two flaps does not exceed the asymmetry threshold at block 1020. FIG. 10A to FIG. 10C The method 1000 returns to block 1018. If the first FCEU 422 determines at block 1020 that the asymmetry between the two flaps exceeds the asymmetry threshold, then FIG. 10A to FIG. 10C Method 1000 proceeds to box 1022.

[0103] At block 1022, Figure 4 The first FCEU 422 order Figure 4 EMA 404 enters floating mode (block 1022). For example, Figure 4 The first FCEU 422 is available via Figure 4 EMCU 416 and / or Figure 4 432 commands for the motor Figure 4 EMA 404 enters floating mode. After box 1022, FIG. 10A to FIG. 10C Method 1000 proceeds to box 1024.

[0104] At block 1024, Figure 4 Second FCEU 424 Order Figure 4 In some examples, the second FCEU 424 may command the ACU 408 to enter the active mode by closing a switch 438 of the ACU 408, by connecting the second electrical system 420 to a backup motor 436 of the ACU 408, and / or by engaging a clutch 440 of the ACU 408. After block 1024, FIG. 10A to FIG. 10C Method 1000 proceeds to box 1026.

[0105] At block 1026, Figure 4 Second FCEU 424 Order Figure 4 The ACU 408 controls the position of the flaps (block 1026). For example, Figure 4 The second FCEU 424 may be ordered Figure 4 ACU 408 Figure 4 Spare motor 436 and / or Figure 4 The clutch 440 controls the position of the flap. After frame 1026, FIG. 10A to FIG. 10C The method 1000 ends.

[0106] At block 1028, Figure 4 The first FCEU 422 order Figure 4 EMA 404 enters floating mode (block 1028). For example, Figure 4 The first FCEU 422 is available via Figure 4 EMCU 416 and / or Figure 4 432 commands for the motor Figure 4 EMA 404 enters floating mode. After box 1028, FIG. 10A to FIG. 10C Method 1000 proceeds to box 1030.

[0107] At block 1030, Figure 4 The first FCEU 422 order Figure 4 The HMA 402 controls the position of the flaps (block 1030). For example, Figure 4 The first FCEU 422 is available via Figure 4 REU 412 and / or Figure 4 Hydraulic module 410 command Figure 4 The HMA 402 controls the position of the flaps. After block 1030, FIG. 10A to FIG. 10C Method 1000 proceeds to box 1032.

[0108] At block 1032, Figure 4 The first FCEU 422 determines the flaps (e.g., Figure 3 The first inner flap 112) and another flap (eg, Figure 3The first FCEU 422 determines whether the asymmetry between the two flaps does not exceed the asymmetry threshold at block 1032. FIG. 10A to FIG. 10C The method 1000 proceeds to block 1030. If, on the contrary, the first FCEU 422 determines at block 1032 that the asymmetry between the two flaps exceeds the asymmetry threshold, then FIG. 10A to FIG. 10C Method 1000 proceeds to box 1034.

[0109] At block 1034, Figure 4 The first FCEU 422 order Figure 4 The HMA 402 enters bypass mode (block 1034). For example, Figure 4 The first FCEU 422 is available via Figure 4 REU 412 and / or Figure 4 Hydraulic module 410 command Figure 4 The HMA 402 enters bypass mode. After block 1034, FIG. 10A to FIG. 10C Method 1000 proceeds to box 1036.

[0110] At block 1036, Figure 4 Second FCEU 424 Order Figure 4 In some examples, the second FCEU 424 may command the ACU 408 to enter the active mode by closing a switch 438 of the ACU 408, by connecting the second electrical system 420 to a backup motor 436 of the ACU 408, and / or by engaging a clutch 440 of the ACU 408. After block 1036, FIG. 10A to FIG. 10C Method 1000 proceeds to box 1038.

[0111] At block 1038, Figure 4 Second FCEU 424 Order Figure 4 The ACU 408 controls the position of the flaps (block 1038). For example, Figure 4 The second FCEU 424 may be ordered Figure 4 ACU 408 Figure 4 Spare motor 436 and / or Figure 4 The clutch 440 controls the position of the flap. After frame 1038, FIG. 10A to FIG. 10C The method 1000 ends.

[0112] From the foregoing, it will be appreciated that the disclosed distributed trailing edge flap system advantageously includes an HMA and an EMA so that the flap moves relative to the fixed trailing edge of the aircraft wing. The HMA can be actuated via a pressurized hydraulic fluid, which is supplied to the HMA from the hydraulic system of the aircraft via a hydraulic module operatively coupled to the HMA. The EMA can be actuated via an electric motor connected to the electrical system of the aircraft via the EMA. The shaft operatively couples the HMA with the EMA. The rotation of the shaft can be selectively controlled via a standby control unit operatively coupled to the shaft.

[0113] The HMA can also be advantageously actuated by any one of three independent mechanisms. First, when the hydraulic system is running, working and / or enabled, the HMA can be actuated via the hydraulic module. Second, if the hydraulic system fails, the HMA can alternatively be actuated via the shaft under the control of the EMA. Third, if the hydraulic system fails and the electrical system fails, the HMA can alternatively be actuated via the shaft under the control of the backup control unit. The EMA can also be advantageously actuated by any one of three independent mechanisms. First, when the electrical system is running, working and / or enabled, the EMA can be actuated via the electric motor. Second, if the electrical system fails, the EMA can alternatively be actuated via the shaft under the control of the HMA. Third, if the electrical system fails and the hydraulic system fails, the EMA can alternatively be actuated via the shaft under the control of the backup control unit.

[0114] In some examples, a flap system for an aircraft is disclosed. In some disclosed examples, the flap system includes a flap, a first actuator, a second actuator, and a shaft. In some disclosed examples, the flap is movable between an extended position and a retracted position relative to a fixed trailing edge of a wing of an aircraft. In some disclosed examples, the first actuator moves the flap relative to the fixed trailing edge. In some disclosed examples, the first actuator can be actuated via a pressurized hydraulic fluid, and the pressurized hydraulic fluid is supplied to the first actuator from the hydraulic system of the aircraft via a hydraulic module operatively coupled to the first actuator. In some disclosed examples, the second actuator moves the flap relative to the fixed trailing edge. In some disclosed examples, the second actuator can be actuated via an electric motor connected to the first electrical system of the aircraft of the second actuator. In some disclosed examples, the shaft operatively couples the first actuator with the second actuator. In some disclosed examples, the first actuator and the second actuator can both be actuated via a shaft.

[0115] In some disclosed examples, the first actuator is actuable via a shaft in response to actuation of the second actuator. In some disclosed examples, the shaft rotates in response to actuation of the second actuator via a motor. In some disclosed examples, rotation of the shaft is used to actuate the first actuator. In some disclosed examples, the first actuator is actuable via rotation of the shaft independently of actuation via pressurized hydraulic fluid.

[0116] In some disclosed examples, the second actuator can be actuated via a shaft in response to actuation of the first actuator. In some disclosed examples, the shaft rotates in response to actuation of the first actuator via pressurized hydraulic fluid. In some disclosed examples, rotation of the shaft is used to actuate the second actuator. In some disclosed examples, the second actuator can be actuated via rotation of the shaft independently of actuation via the motor.

[0117] In some disclosed examples, the flap system further comprises a backup control unit, which comprises a backup motor and a switch. In some disclosed examples, the backup control unit is selectively used to rotate the shaft in response to the second electrical system of the aircraft being connected to the backup motor via the switch. In some disclosed examples, the first actuator and the second actuator can actuate in response to the rotation of the shaft via the backup control unit.

[0118] In some disclosed examples, the switch is operatively positioned between the backup motor and the second electrical system. In some disclosed examples, the switch is actuable between an open position and a closed position. In some disclosed examples, when the switch is in the closed position, the backup motor is connected to the second electrical system.

[0119] In some disclosed examples, the flap is a first flap of the aircraft. In some disclosed examples, the switch is controlled via a flight control electronics unit of the aircraft. In some disclosed examples, the flight control electronics unit is used to actuate the switch from an open position to a closed position in response to detecting that an asymmetry between the first flap and the second flap of the aircraft exceeds an asymmetry threshold.

[0120] In some disclosed examples, the flap system further includes a remote electronic unit, a motor control unit, a first flight control electronic unit, and a second flight control electronic unit. In some disclosed examples, the remote electronic unit is in electrical communication with the hydraulic module. In some disclosed examples, the remote electronic unit is used to control the hydraulic module. In some disclosed examples, the motor control unit is in electrical communication with the motor. In some disclosed examples, the motor control unit is used to control the motor. In some disclosed examples, the first flight control electronic unit is used to control the remote electronic unit and the motor control unit. In some disclosed examples, the second flight control electronic unit is used to control the backup control unit.

[0121] In some disclosed examples, the remote electronic unit is located at the first actuator, the motor control unit is located at the second actuator, the first flight control electronic unit is arranged away from the remote electronic unit, away from the motor control unit and away from the backup control unit, and the second flight control electronic unit is arranged away from the remote electronic unit, away from the motor control unit and away from the backup control unit.

[0122] In some disclosed examples, the first actuator includes a first actuator position feedback sensor, and the second actuator includes a second actuator position feedback sensor. In some disclosed examples, the remote electronic unit is configured to receive first actuator position feedback data sensed by the first actuator position feedback sensor. In some disclosed examples, the motor control unit is configured to receive second actuator position feedback data sensed by the second actuator position feedback sensor.

[0123] In some disclosed examples, the flap includes a flap position sensor. In some disclosed examples, the first flight control electronic unit is used to receive flap position data sensed by the flap position sensor.

[0124] In some disclosed examples, an aircraft includes a fly-by-wire flight control system and a power architecture having two independent hydraulic systems and two independent electrical systems.

[0125] In some examples, a flap system for an aircraft is disclosed. In some disclosed examples, the flap system includes a flap, a first actuator, a second actuator, a shaft and a backup control unit. In some disclosed examples, the flap can move between an extended position and a retracted position relative to a fixed trailing edge of the wing of the aircraft. In some disclosed examples, the first actuator causes the flap to move relative to the fixed trailing edge. In some disclosed examples, the first actuator can be actuated via a pressurized hydraulic fluid, which is supplied to the first actuator from the hydraulic system of the aircraft via a hydraulic module operatively coupled to the first actuator. In some disclosed examples, the second actuator causes the flap to move relative to the fixed trailing edge. In some disclosed examples, the second actuator can be actuated via an electric motor connected to the first electrical system of the aircraft via the second actuator. In some disclosed examples, the shaft extends between the first actuator and the second actuator. In some disclosed examples, the shaft operatively couples the first actuator with the second actuator. In some disclosed examples, the first actuator and the second actuator can both be actuated via the shaft. In some disclosed examples, the backup control unit includes a backup motor and a switch. In some disclosed examples, the backup control unit selectively rotates the shaft in response to a second electrical system of the aircraft being connected to the backup motor via the switch.

[0126] In some disclosed examples, the shaft rotates in response to actuation of the second actuator via the motor. In some disclosed examples, the rotation of the shaft is used to actuate the first actuator. In some disclosed examples, the first actuator can be actuated via rotation of the shaft independently of actuation via pressurized hydraulic fluid.

[0127] In some disclosed examples, the shaft rotates in response to actuation of the first actuator via pressurized hydraulic fluid. In some disclosed examples, the rotation of the shaft is used to actuate the second actuator. In some disclosed examples, the second actuator can be actuated via rotation of the shaft independently of actuation via the motor.

[0128] In some disclosed examples, the first actuator and the second actuator can be actuated in response to the rotation of the shaft via the backup control unit. In some disclosed examples, the switch is operatively positioned between the backup motor and the second electrical system. In some disclosed examples, the switch can be actuated between an open position and a closed position. In some disclosed examples, when the switch is in the closed position, the backup motor is connected to the second electrical system. In some examples, a method is disclosed. In some disclosed examples, the method includes commanding the first actuator and the second actuator to move the flap relative to the fixed trailing edge of the wing of the aircraft. In some disclosed examples, the first actuator can be actuated via pressurized hydraulic fluid, which is supplied to the first actuator from the hydraulic system of the aircraft via a hydraulic module operatively coupled to the first actuator. In some disclosed examples, the second actuator can be actuated via the motor of the second actuator connected to the electrical system of the aircraft. In some disclosed examples, the method further includes in response to detecting a failure of the first actuator or the hydraulic system, and commanding the first actuator to enter the bypass mode, and further commanding the second actuator to move the flap relative to the fixed trailing edge. In some disclosed examples, the method further includes in response to detecting the asymmetry between the flap of the wing of the aircraft and another flap of another wing when the first actuator is in the bypass mode, commanding the second actuator to enter the floating mode and further commanding the backup control unit of the aircraft to enter the active mode. In some disclosed examples, the active mode enables the backup control unit to move the flap relative to the fixed trailing edge to reduce the asymmetry.

[0129] In some disclosed examples, the method further includes commanding the second actuator to enter a float mode in response to detecting a failure of the second actuator or the electrical system, and further commanding the first actuator to move the flap relative to the fixed trailing edge. In some disclosed examples, the method further includes commanding the first actuator to enter a bypass mode and further commanding a backup control unit of the aircraft to enter an active mode in response to detecting asymmetry between a flap of a wing of the aircraft and another flap of another wing when the second actuator is in the float mode.

[0130] Furthermore, the present disclosure includes embodiments according to the following clauses:

[0131] 1. A flap system (300) for an aircraft (100), the flap system comprising:

[0132] a flap (112) movable between a deployed position (204) and a retracted position (202) relative to a fixed trailing edge (110) of a wing (102) of an aircraft;

[0133] a first actuator (302, 402) for moving the flap relative to the fixed trailing edge and actuable via pressurized hydraulic fluid supplied to the first actuator from a hydraulic system (346, 414) of the aircraft via a hydraulic module (334, 410) operatively coupled to the first actuator;

[0134] a second actuator (310, 404) for moving the flap relative to the fixed trailing edge, the second actuator being actuatable via an electric motor (432) of the second actuator connected to a first electrical system (366, 418) of the aircraft; and

[0135] A shaft (318, 406) operatively couples the first actuator to the second actuator, the first actuator and the second actuator being actuatable via the shaft.

[0136] 2. A flap system according to clause 1, wherein the first actuator is actuatable via a shaft in response to actuation of the second actuator.

[0137] 3. A flap system according to clause 2, wherein the shaft rotates in response to actuation of the second actuator via the electric motor, the rotation of the shaft being used to actuate the first actuator, the first actuator being actuatable via rotation of the shaft independently of actuation via pressurized hydraulic fluid.

[0138] 4. A flap system according to clause 1, wherein the second actuator is actuatable via the shaft in response to actuation of the first actuator.

[0139] 5. A flap system according to clause 4, wherein the shaft rotates in response to actuation of the first actuator via pressurized hydraulic fluid, the rotation of the shaft being used to actuate the second actuator, the second actuator being actuatable via rotation of the shaft independently of actuation via the electric motor.

[0140] 6. The flap system according to clause 1 further comprises a backup control unit (326, 408), which includes a motor (436) and a switch (438), which is selectively used to rotate the shaft in response to a second electrical system (368, 420) of the aircraft being connected to the motor of the backup control unit via the switch.

[0141] 7. A flap system according to clause 6, wherein the first actuator and the second actuator are actuatable in response to rotation of the shaft via the backup control unit.

[0142] 8. A flap system according to clause 6, wherein a switch is operably arranged between the motor of the backup control unit and the second electrical system, and the switch can be actuated between an open position and a closed position, and when the switch is in the closed position, the motor of the backup control unit is connected to the second electrical system.

[0143] 9. A flap system according to clause 8, wherein the flap is a first flap (112) of the aircraft, and wherein the switch is controlled via a flight control electronic unit (388, 424) of the aircraft, the flight control electronic unit being configured to actuate the switch from an open position to a closed position in response to detecting that an asymmetry between the first flap and the second flap (118) of the aircraft exceeds an asymmetry threshold.

[0144] 10. The flap system according to clause 6, further comprising:

[0145] a remote electronic unit (350, 412) in electrical communication with the hydraulic module, the remote electronic unit being used to control the hydraulic module;

[0146] a motor control unit (358, 416) in electrical communication with the motor, the motor control unit being used to control the motor;

[0147] a first flight control electronic unit (386, 422), the first flight control electronic unit being used to control the remote electronic unit and the motor control unit; and

[0148] A second flight control electronic unit (388, 424), the second flight control electronic unit is used to control the backup control unit.

[0149] 11. A flap system according to clause 10, wherein the remote electronic unit is located at the first actuator, the motor control unit is located at the second actuator, the first flight control electronic unit is arranged away from the remote electronic unit, away from the motor control unit and away from the backup control unit, and the second flight control electronic unit is arranged away from the remote electronic unit, away from the motor control unit and away from the backup control unit.

[0150] 12. A flap system according to clause 10, wherein the first actuator includes a first actuator position feedback sensor (518) and the second actuator includes a second actuator position feedback sensor (814), the remote electronic unit is used to receive first actuator position feedback data sensed by the first actuator position feedback sensor, and the motor control unit is used to receive second actuator position feedback data sensed by the second actuator position feedback sensor.

[0151] 13. The flap system according to clause 10, wherein the flap comprises a flap position sensor (370), and the first flight control electronic unit is used to receive flap position data sensed by the flap position sensor.

[0152] 14. The flap system of clause 1, wherein the aircraft includes a fly-by-wire flight control system and a power architecture having two independent hydraulic systems (342, 346) and two independent electrical systems (366, 368).

[0153] 15. A flap system (300) for an aircraft (100), the flap system comprising:

[0154] a flap (112) movable between a deployed position (204) and a retracted position (202) relative to a fixed trailing edge (110) of a wing (102) of an aircraft;

[0155] a first actuator (302, 402) for moving the flap relative to the fixed trailing edge, the first actuator being actuatable via pressurized hydraulic fluid supplied to the first actuator from a hydraulic system (346, 414) of the aircraft via a hydraulic module (334, 410) operatively coupled to the first actuator;

[0156] a second actuator (310, 404) that moves the flap relative to the fixed trailing edge, the second actuator being actuatable via an electric motor (432) of the second actuator connected to a first electrical system (366, 418) of the aircraft; and

[0157] A shaft (318, 406) extends between the first actuator and the second actuator, the shaft operatively coupling the first actuator to the second actuator, the first actuator and the second actuator being actuatable via the shaft.

[0158] 16. A flap system according to clause 15, wherein the shaft rotates in response to actuation of the second actuator via the electric motor, the rotation of the shaft being used to actuate the first actuator, the first actuator being actuatable via rotation of the shaft independently of actuation via pressurized hydraulic fluid.

[0159] 17. A flap system according to clause 15, wherein the shaft rotates in response to actuation of the first actuator via pressurized hydraulic fluid, the rotation of the shaft being used to actuate the second actuator, the second actuator being actuatable via rotation of the shaft independently of actuation via the electric motor.

[0160] 18. The flap system according to clause 15, further comprising a backup control unit (326, 408), the backup control unit comprising a motor (436) and a switch (438), the backup control unit being used to selectively rotate the shaft in response to a second electrical system (368, 420) of the aircraft being connected to the motor of the backup control unit via the switch.

[0161] 19. A flap system according to clause 18, wherein the first actuator and the second actuator are actuatable in response to rotation of the shaft via the backup control unit.

[0162] 20. A flap system according to clause 18, wherein a switch is operably arranged between the motor of the backup control unit and the second electrical system, the switch being actuatable between an open position and a closed position, and when the switch is in the closed position, the motor of the backup control unit is connected to the second electrical system.

[0163] Although certain example methods, apparatus, and articles of manufacture 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 of manufacture that largely fall within the scope of the claims of this patent.

Claims

1. A flap system (300) for an aircraft (100), the flap system comprising: a flap movable between a deployed position (204) and a retracted position (202) relative to a fixed trailing edge (110) of a wing (102) of the aircraft; a first actuator (302, 402) for moving the flap relative to the fixed trailing edge, the first actuator being actuatable via pressurized hydraulic fluid supplied to the first actuator from a hydraulic system (346, 414) of the aircraft via a hydraulic module (334, 410) located at the first actuator, the hydraulic module being in fluid communication with the hydraulic system and the first actuator; a second actuator (310, 404) for moving the flap relative to the fixed trailing edge, the second actuator being actuatable via an electric motor (432) of the second actuator connected to a first electrical system (366, 418) of the aircraft; a shaft (318, 406) operatively coupling the first actuator to the second actuator, the first actuator and the second actuator being actuatable via the shaft; as well as a backup control unit (326, 408) comprising a backup motor (436) and a switch (438), the backup control unit selectively operable to rotate the shaft in response to a second electrical system (368, 420) of the aircraft being connected to the backup motor via the switch, in: The first actuator and the second actuator are actuatable in response to rotation of the shaft via the backup control unit, The switch is operably disposed between the backup motor of the backup control unit and the second electrical system, the switch being actuatable between an open position and a closed position, and when the switch is in the closed position, the backup motor of the backup control unit is connected to the second electrical system, The flap is a first flap (112) of the aircraft, and wherein the switch is controlled via a flight control electronic unit of the aircraft, the flight control electronic unit being configured to actuate the switch from the open position to the closed position in response to detecting that an asymmetry between the first flap and a second flap (118) of the aircraft exceeds an asymmetry threshold.

2. The flap system according to claim 1, wherein: The first actuator is actuatable via the shaft in response to actuation of the second actuator.

3. The flap system according to claim 2, wherein: The shaft rotates in response to actuation of the second actuator via the electric motor, the rotation of the shaft being used to actuate the first actuator, the first actuator being actuatable via rotation of the shaft independently of actuation via the pressurized hydraulic fluid.

4. The flap system according to claim 1, wherein: The second actuator is actuatable via the shaft in response to actuation of the first actuator.

5. The flap system according to claim 4, wherein: The shaft rotates in response to actuation of the first actuator via the pressurized hydraulic fluid, the rotation of the shaft being used to actuate the second actuator, the second actuator being actuatable via rotation of the shaft independently of actuation via the electric motor.

6. The flap system according to claim 1, further comprising: a remote electronic unit (350, 412) in electrical communication with the hydraulic module, the remote electronic unit being used to control the hydraulic module; a motor control unit (358, 416) in electrical communication with the motor, the motor control unit being used to control the motor; A first flight control electronic unit (386, 422) for controlling the remote electronic unit and the motor control unit; and The second flight control electronic unit (388, 424) is used to control the backup control unit.

7. The flap system according to claim 6, wherein: The remote electronic unit is located at the first actuator, the motor control unit is located at the second actuator, the first flight control electronic unit is arranged away from the remote electronic unit, away from the motor control unit and away from the backup control unit, and the second flight control electronic unit is arranged away from the remote electronic unit, away from the motor control unit and away from the backup control unit.

8. The flap system according to claim 6, wherein: The first actuator includes a first actuator position feedback sensor (518), and the second actuator includes a second actuator position feedback sensor (814), the remote electronic unit is used to receive first actuator position feedback data sensed by the first actuator position feedback sensor, and the motor control unit is used to receive second actuator position feedback data sensed by the second actuator position feedback sensor.

9. The flap system according to claim 6, wherein: The flap comprises a flap position sensor (370), and the first flight control electronic unit is used to receive flap position data sensed by the flap position sensor.

10. The flap system according to any one of claims 1 to 5, wherein: The aircraft includes a fly-by-wire flight control system and a power structure having two independent hydraulic systems (342, 346) and two independent electrical systems (366, 368).

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