Distributed trailing edge wing flap system

Abstract

A distributed trailing edge wing flap system is described. The wing flap system includes a flap and a first and a second actuator. The flap is movable between an extended position and a retracted position relative to a fixed trailing edge of an aircraft wing. The first and the second actuators move the flap relative to the fixed trailing edge. The first actuator is operably coupled to the second actuator via a shaft. The first actuator is actuated via a pressurized hydraulic fluid, which is supplied to the first actuator from a hydraulic system via a hydraulic module operably coupled to the first actuator. The first actuator is configured to control the movement of the second actuator via a shaft when the hydraulic system and the hydraulic module are able to operate. The second actuator is actuated via a motor of the second actuator. The motor is selectively connected to an electrical system of the aircraft. In response to detecting a fault in the hydraulic system or the hydraulic module, the motor is connected to the electrical system. The second actuator is configured to control the movement of the first actuator via a shaft when the motor is connected to the electrical system.

Description

Technical Field

[0001] The present disclosure relates generally to aircraft wing flaps, and more particularly to a distributed trailing edge wing flap system. 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 along the respective fixed trailing edges of each aircraft wing. The flaps are movable between retracted and deployed positions relative to the fixed trailing edges of the aircraft wings. Deploying the flaps from the aircraft wings during flight (e.g., during landing) typically increases lift characteristics associated with the aircraft wings, while retracting the flaps during flight (e.g., during cruising) typically decreases 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 wing flap system is disclosed herein. In some examples, a wing flap system for an aircraft is disclosed. In some disclosed examples, the wing flap system includes a flap and a first actuator and a second actuator. In some disclosed examples, the flap can be moved between an extended position and a retracted position relative to the fixed trailing edge of the aircraft wing. In some disclosed examples, the first actuator and the second actuator are configured to move the flap relative to the fixed trailing edge. In some disclosed examples, the first actuator is operably coupled to the second actuator via a shaft. 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 operably coupled to the first actuator. In some disclosed examples, the first actuator is configured to control the movement of the second actuator via a shaft when the hydraulic system and the hydraulic module are able to work. In some disclosed examples, the second actuator can be actuated via the motor of the second actuator. In some disclosed examples, the motor can be selectively connected to the electrical system of the aircraft. In some disclosed examples, the motor is connected to the electrical system in response to detecting a failure of the hydraulic system or hydraulic module. In some disclosed examples, the second actuator is configured to control movement of the first actuator via the shaft when the motor is connected to the electrical system.

[0005] In some examples, a method for operating a wing flap system of an aircraft is disclosed. In some public examples of the method, the wing flap system includes a flap movable between an extended position and a retracted position relative to a fixed trailing edge of an aircraft wing, and also includes a first actuator and a second actuator configured to move the flap relative to the fixed trailing edge, and the first actuator is operably coupled to the second actuator via a shaft. In some public examples, the method includes commanding the first actuator to control the movement of the flap relative to the fixed trailing edge. In some public 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 operably coupled to the first actuator. In some public examples, when the hydraulic system and the hydraulic module are able to work, the first actuator controls the movement of the second actuator via a shaft. In some public examples, the method includes detecting a fault of a hydraulic system or a hydraulic module. In some public examples, the method includes commanding the second actuator to control the movement of the flap relative to the fixed trailing edge. In some disclosed examples, the second actuator may be actuated via a motor of the second actuator. In some disclosed examples, the motor may be selectively connected to an electrical system of the aircraft. In some disclosed examples, the motor is connected to the electrical system in response to detecting a fault. In some disclosed examples, when the motor is connected to the electrical system, the second actuator controls movement of the first actuator via an axis. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 An example aircraft is shown in which an example distributed trailing edge wing flap system may be implemented in accordance with the teachings of the present disclosure.

[0007] Figure 2A yes Figure 1 A perspective view of an example first outboard flap of an example first wing of an example aircraft in an example retracted position.

[0008] Figure 2B yes Figure 1 Example of the first wing Example of the first outboard flap in Figure 2A A first cross-sectional view of an example retracted position.

[0009] 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.

[0010] Figure 2D yes Figure 1 Example of the first wing Example of the first outboard flap in Figure 2A and Figure 2B FIG. 2 is a second cross-sectional view of an example retracted position.

[0011] Figure 2E yes Figure 1 Example of the first wing Example of the first outboard flap in Figure 2C A second cross-sectional view of an example unfolded position.

[0012] Figure 3 is a schematic diagram of an example distributed trailing edge wing flap system constructed in accordance with the teachings of the present disclosure.

[0013] Figure 4 yes Figure 3 Schematic diagram of example subsystems of an example distributed trailing edge wing flap system.

[0014] Figure 5 yes Figure 4 Schematic diagram of an example fluid dynamic actuator.

[0015] Figure 6 yes Figure 4 Schematic diagram of an example hydraulic module in an example first operating mode.

[0016] Figure 7 yes Figure 4 Schematic diagram of an example hydraulic module in an example second operating mode.

[0017] Figure 8 yes Figure 4 Schematic diagram of an example electromechanical actuator.

[0018] Fig. 9 It is used for implementation Figures 3 to 8 A flow chart of an example method of an example distributed trailing edge wing flap system to control the position of a wing flap.

[0019] Fig.10 is available in Figure 4 Schematic diagram of an alternative example fluid dynamic actuator implemented in an example subsystem of Figure 4 and 5 Example of a fluid dynamic actuator.

[0020] Certain examples are shown in the above-identified drawings and described in detail below. In describing these examples, similar or identical reference numerals are used to identify the same or similar elements. The drawings are not necessarily drawn to scale, and certain features and certain views of the drawings may be shown exaggerated in scale or in schematic view for the sake of clarity and / or conciseness. DETAILED DESCRIPTION

[0021] Aircraft wing (for example, the wing of commercial aircraft) usually includes flaps (for example, outboard flaps and / or inboard flaps) located at the corresponding fixed trailing edge of each aircraft wing and / or along the corresponding fixed trailing edge of each aircraft wing. Traditional trailing edge wing flap system may include actuator and / or ball screw, which is arranged so that flap moves between the retracted position and the deployed position relative to the fixed trailing edge of the aircraft wing. In this traditional trailing edge wing flap system, the actuator is connected to a power drive unit via a torque tube, and the power drive unit is powered by a plurality of independent hydraulic or electrical systems of the aircraft. In the case of partial or complete failure of one or more hydraulic or electrical systems, the actuator of this traditional trailing edge wing flap system may become inoperable, thereby making the aircraft unable to change and / or control the corresponding position of the wing flap (for example, the wing flap cannot be kept and / or actuated to the last command position of the wing flap).

[0022] Compared to the conventional trailing edge wing flap system described above, the example distributed trailing edge wing flap system disclosed herein advantageously includes a fluid dynamic actuator and an electromechanical actuator to move the wing flap relative to the fixed trailing edge of the aircraft wing. The fluid dynamic actuator can be actuated via a pressurized hydraulic fluid, which is supplied to the fluid dynamic actuator from the hydraulic system of the aircraft via a hydraulic module operably coupled to the fluid dynamic actuator. The electromechanical actuator can be actuated via an electric motor of the electromechanical actuator, which can be selectively connected to the electrical system of the aircraft. A shaft operably couples the fluid dynamic actuator to the electromechanical actuator.

[0023] The fluid mechanical actuator can advantageously be actuated by either of two independent mechanisms. First, the fluid mechanical actuator can be actuated via the hydraulic module when the hydraulic system is operational, capable of operation and / or activated. Second, in the event of a failure of the hydraulic system, the fluid mechanical actuator can alternatively be actuated via the shaft under the control of the electromechanical actuator.

[0024] The electromechanical actuator can also advantageously be actuated by either of two independent mechanisms. First, when the hydraulic system is operational, capable of operation and / or activated, the electromechanical actuator can be actuated via the shaft under the control of the fluid mechanical actuator. Second, in the event of a failure of the hydraulic system, the electromechanical actuator can be actuated in response to the motor being connected to the electrical system, alternatively via the electromechanical actuator.

[0025] Figure 1 An example aircraft 100 is shown in which an example distributed trailing edge wing flap system according to the teachings of the present disclosure may be implemented. The example distributed trailing edge wing flap system disclosed herein may be used in commercial aircraft (e.g., Figure 1 The invention is implemented in aircraft 100) and other types of aircraft (e.g., military aircraft, unmanned aerial vehicles, etc.). Figure 1The 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 and / or along the first fixed trailing edge 110 of the first wing 102. 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 and / or along the second fixed trailing edge 116 of the second wing 104.

[0026] exist Figure 1 In the illustrated example, 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 each shown in respective retracted positions relative to the second fixed trailing edge 116 of the second wing 104. The first inboard flap 112 and the first outboard flap 114 may be in respective retracted positions. Figure 1 The first and second inboard flaps 118 and 120 are similarly movable between respective retracted positions and respective deployed positions, wherein in the respective deployed positions, the first inboard flap 112 and the first outboard flap 114 extend rearwardly and / or downwardly from the first fixed trailing edge 110 of the first wing 102. The second inboard flap 118 and the second outboard flap 120 are similarly movable between respective retracted positions and respective deployed positions. Figure 1 104, and the second wing 104 is a wing 104. The wing 104 is a wing 104 that is rotatable and movable between the respective retracted positions and the respective deployed positions, wherein, in the respective deployed positions, the second inboard flap 118 and the second outboard flap 120 extend backward and / or downward from the second fixed trailing edge 116 of the second wing 104. In some examples, each wing flap (e.g., the first inboard flap 112, the first outboard flap 114, the second inboard flap 118 and / or the second outboard flap 120) can be movable and / or actuated to various deployed positions corresponding to the desired and / or commanded detents of the flaps (e.g., flap thirty (F30), flap forty (F40), etc.).

[0027] In some examples, each wing flap (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 fluid dynamic 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 . Figure 2B yes Figure 1 The example first outboard flap 114 of the example first wing 102 is Figure 2A FIG. 2 is a first cross-sectional view of 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 2B and Figure 2C A cross-sectional view is Figure 2A Taken at the fluid dynamic actuator. Figure 2D yes Figure 1 The example first outboard flap 114 of the example first wing 102 is Figure 2A and Figure 2B FIG. 2 is a second cross-sectional view of an example retracted position 202 . Figure 2E yes Figure 1 The example first outboard flap 114 of the example first wing 102 is Figure 2C An example of a second cross-sectional view of an expanded position 204 . Figure 2D and Figure 2E A cross-sectional view is Figure 2A The image is taken from the electromechanical actuator.

[0028] exist FIG. 2A to FIG. 2E In the example shown, the first outboard flap 114 is coupled to the first wing 102 via an example first coupling assembly 206 and an example second coupling assembly 208. The first outboard flap 114 can be actuated via an example fluid mechanical actuator (HMA) 210 and an example electromechanical actuator (EMA) 212. Figure 2A , Figure 2B and Figure 2D The retracted position 202 and Figure 2C and Figure 2E To move and / or actuate between the deployed positions 204 , an example hydrodynamic actuator HMA 210 is coupled to the first linkage assembly 206 and the first wing 102 , and an example electromechanical actuator EMA 212 is coupled to the second linkage assembly 208 and the first wing 102 .

[0029] FIG. 2A to FIG. 2C The first coupling assembly 206 includes an example first link 214 and an example second link 216. FIG. 2A to FIG. 2C In the example shown, 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. 2CIn other examples, 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.

[0030] exist FIG. 2A to FIG. 2C In the example shown, the HMA 210 may be powered, controlled, and / or operated via a hydraulic module operably coupled to the HMA 210. The hydraulic module may be 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) operably coupled to the hydraulic module. The REU may be 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) operably 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 monitor (inceptor) operably coupled to the FCEU and located in the cockpit area 108 of the aircraft 100.

[0031] Figure 2A , Figure 2D and Figure 2E The second coupling assembly 208 includes an example first link 218 and an example second link 220. Figure 2A , Figure 2D and Figure 2E In the example shown, 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 other examples, 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.

[0032] exist Figure 2A , Figure 2D and Figure 2EIn the example shown, the EMA 212 may be powered, controlled, and / or operated via an electric motor operably coupled to the EMA 212. The electric motor may be 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) operably coupled to the electric motor. The EMCU may be located within the first wing 102 of the aircraft 100. The EMCU may be powered by an electrical system of the aircraft 100, which may be selectively connected to the EMCU. The EMCU may be controlled and / or operated via a flight control electronics unit (FCEU), which may be operably coupled to the EMCU and located within the fuselage 106 of the aircraft 100. The FCEU may be controlled and / or operated based on one or more inputs received from a flap lever and / or a pilot control monitor operably coupled to the FCEU and located in the cockpit area 108 of the aircraft 100.

[0033] like Figure 2A As shown, FIG. 2A to FIG. 2C The HMA 210 is operably coupled to (eg, mechanically connected to) the example shaft 222. Figure 2A , Figure 2D and Figure 2E EMA 212. Figure 2A In the example shown, shaft 222 transfers rotational movement and torque from the gear train of HMA 210 to the gear train of EMA 212, and vice versa. Figure 4 , Figure 5 and Figure 8 As further described, the shaft 222 can transfer rotational movement and torque from the gear train of the HMA 210 to the gear train of the EMA 212 in response to a load applied to the shaft 222. In some examples, the shaft 222 can be implemented as a straight shaft configured to transfer rotational movement and torque between two components that are aligned (e.g., the gear train of the HMA 210 and the gear train of the EMA 212). In other examples, the shaft 222 can alternatively be implemented as a flexible shaft configured to transfer rotational movement and torque between two components that are not aligned (e.g., the gear train of the HMA 210 and the gear train of the EMA 212).

[0034] Figure 3 is a schematic diagram of an example distributed trailing edge wing flap system 300 constructed in accordance with the teachings of the present disclosure. Figure 3 The distributed trailing edge wing flap system 300 may be provided in the above Figure 1 In the example aircraft 100 of FIG. Figure 3 In the example shown, the distributed trailing edge wing flap system includes the above Figure 1The 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 .

[0035] Figure 3 The distributed trailing edge wing flap system 300 also includes an example first HMA 302, an example second HMA 304, an example third HMA 306, an example fourth HMA 308, an example first EMA 310, an example second EMA 312, an example third EMA 314, and an example fourth EMA 316. Figure 3 In the example shown, 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 3 An example HMA of a corresponding one of the first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308 is provided below in conjunction with Figures 4 to 7 Further description. Can be used to implement Figure 3 An example EMA of a corresponding one of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316 is shown below in combination Figure 4 and Figure 8 Further description.

[0036] 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 each move and / or actuate the correspondingly coupled 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 example shown, the first HMA 302 and the first EMA 310 position the first inboard flap 112 relative to the first fixed trailing edge 110 of the first wing 102 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) and the deployed position. Figure 3The 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) and the deployed position. 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) and the deployed position. Figure 3 ) and a deployed position.

[0037] Despite Figure 3 302, the second HMA 304, the third HMA 306, and the fourth HMA 308, and each of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316 include an actuator position feedback sensor 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 a corresponding wing flap coupled to the HMA or EMA (e.g., a retracted position, an extended position, etc.). Figure 3 The actuator position feedback sensor in and / or implemented by a corresponding one of the first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308 in the embodiment of the present invention is combined below Figure 5 Further description. May be included in Figure 3 The actuator position feedback sensor in and / or implemented by a corresponding one of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316 is combined below Figure 8 Further description.

[0038] Figure 3 The distributed trailing edge wing flap system 300 also includes an example first shaft 318, an example second shaft 320, an example third shaft 322, and an example fourth shaft 324. A corresponding one of the first shaft 318, the second shaft 320, the third shaft 322, and the fourth shaft 324 can operably couple (e.g., mechanically couple) a corresponding one of the first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308 to a corresponding one of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316. For example, in Figure 3In the example shown, the first axis 318 is operable to couple the first HMA 302 to the first EMA 310, such that movement 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 is operable to couple the second HMA 304 to the second EMA 312, such that movement 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 is operable to couple the third HMA 306 to the third EMA 314, such that movement 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 is operable to couple the fourth HMA 308 to the fourth EMA 316, such that movement and / or movement of the fourth HMA 308 is transferred to the fourth EMA 316 via the fourth axis 324, or vice versa. In some examples, the respective positions of the HMA and EMA operably coupled via a shaft (eg, the first HMA 302 and the first EMA 310 operably coupled via the first shaft 318 ) are optimized within and / or along the flap such that the length of the shaft is as short as possible.

[0039] Figure 3A corresponding one of the first shaft 318, the second shaft 320, the third shaft 322, and the fourth shaft 324 in the first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308 transfers rotational movement and torque from the gear train of the corresponding one of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316, and vice versa. For example, the first shaft 318 can transfer rotational movement and torque from the gear train of the first HMA 302 to the gear train of the first EMA 310. In some examples, the first shaft 318, the second shaft 320, the third shaft 322, and the fourth shaft 324 may be implemented as direct shafts configured to transmit rotational movement and torque between two aligned components (e.g., the gear train of a corresponding one of the first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308 and the gear train of a corresponding one of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316). In other examples, a respective one of the first shaft 318, the second shaft 320, the third shaft 322, and the fourth shaft 324 may alternatively be implemented as a flexible shaft configured to transmit rotational movement and torque between two non-aligned components (e.g., a gear train of a respective one of the first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308 and a gear train of a respective one of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316). Figure 3 An example axis of a corresponding one of the first axis 318, the second axis 320, the third axis 322, and the fourth axis 324 is combined below Figure 4 , Figure 5 and Figure 8 Further description.

[0040] Figure 3 The distributed trailing edge wing flap system 300 also includes an example first hydraulic module 326 and an example second hydraulic module 328. In some examples, the first hydraulic module 326 is located in the first wing 102 and the second hydraulic module 328 is located in the second wing 104. Figure 3In the example shown, the first hydraulic module 326 is operably coupled to (e.g., fluidly connected to) and located remotely from the first HMA 302 and the second HMA 304. The second hydraulic module 328 is operably coupled to (e.g., fluidly connected to) and located remotely from the third HMA 306 and the fourth HMA 308. In some examples, positioning the first hydraulic module 326 and the second hydraulic module 328 remotely from the first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308 advantageously enables the size (e.g., width and / or length) of the aerodynamic fairings that house the first HMA 302, the second HMA 304, the third HMA 306, and the fourth HMA 308, respectively, to be reduced (e.g., minimized) and / or aerodynamically optimized. In some examples, implementing one hydraulic module to provide pressurized hydraulic fluid to at least two HMAs (e.g., implementing first hydraulic module 326 to provide pressurized hydraulic fluid to first HMA 302 and second HMA 304) advantageously increases (e.g., maximizes) the available volume for other system components and / or devices mounted behind the rear spar of the aircraft wing. Figure 3 An example hydraulic module of a corresponding one of the first hydraulic module 326 and the second hydraulic module 328 is combined below Figure 4 , Figure 6 and Figure 7 Further description.

[0041] Figure 3 The distributed trailing edge wing flap system 300 also includes an example hydraulic system 330 powered by an example first engine 332 and / or an example second engine 334. Figure 3 In the example shown, first engine 332 is coupled to first wing 102 and second engine 334 is coupled to second wing 104. First engine 332 and / or second engine 334 power hydraulic system 330 to supply pressurized hydraulic fluid to a respective one of first hydraulic module 326 and second hydraulic module 328.

[0042] via Figure 3 The pressurized hydraulic fluid supplied to the first hydraulic module 326 by the hydraulic system 330 of the first hydraulic module 326 can be delivered to the respective one of the first HMA 302 and the second HMA 304 to move and / or actuate the first HMA 302 and the second HMA 304. The pressurized hydraulic fluid contained in the respective one of the first HMA 302 and the second HMA 304 can be returned to the hydraulic system 330 via the first hydraulic module 326. Figure 3The pressurized hydraulic fluid supplied to the second hydraulic module 328 by the hydraulic system 330 of the second hydraulic module 328 may be delivered to a respective one of the third HMA 306 and the fourth HMA 308 to move and / or actuate the third HMA 306 and the fourth HMA 308. The pressurized hydraulic fluid contained within a respective one of the third HMA 306 and the fourth HMA 308 may be returned to the hydraulic system 330 via the second hydraulic module 328.

[0043] Figure 3 The distributed trailing edge wing flap system 300 also includes an example first REU 336 and an example second REU 338. In some examples, the first REU 336 is located within the first wing 102 and the second REU 338 is located within the second wing 104. Figure 3 In the example shown, the first REU 336 is located at the first hydraulic module 326 and is operably coupled to (e.g., electrically connected to) the first hydraulic module 326, and the second REU 338 is located at the second hydraulic module 328 and is operably coupled to (e.g., electrically connected to) the second hydraulic module 328. Figures 4 to 7 As further described, the first REU 336 controls the first hydraulic module 326 and the second REU 338 controls the second hydraulic module 328 .

[0044] In some examples, the first REU 336 is further operably coupled to (e.g., electrically connected to) an actuator position feedback sensor of the first HMA 302 and / or the second HMA 304, and the second REU 338 is further operably coupled to (e.g., electrically connected to) an actuator position feedback sensor of the third HMA 306 and / or the fourth HMA 308. In such an example, the first REU 336 can control the first hydraulic module 326 based on the actuator position feedback data obtained by the first REU 336 from the first actuator position feedback sensor and / or the second actuator position feedback sensor of the corresponding one of the first HMA 302 and / or the second HMA 304, as described below in conjunction with Figures 4 to 7 Similarly, the second REU 338 may control the second hydraulic module 328 based on actuator position feedback data obtained by the second REU 338 from a third actuator position feedback sensor and / or a fourth actuator position feedback sensor of a respective one of the third HMA 306 and / or the fourth HMA 308 .

[0045] Figure 3The distributed trailing edge wing flap system 300 also includes an example first EMCU 340, an example second EMCU 342, an example third EMCU 344, and an example fourth EMCU 346. In some examples, the first EMCU 340 and the second EMCU 342 are located in the first wing 102, and the third EMCU 344 and the fourth EMCU 346 are located in the second wing 104. Figure 3 In the example shown, the first EMCU 340 is located at the first EMA 310 and is operably coupled to (e.g., electrically connected to) the first EMA 310, the second EMCU 342 is located at the second EMA 312 and is operably coupled to (e.g., electrically connected to) the second EMA 312, the third EMCU 344 is located at the third EMA 314 and is operably coupled to (e.g., electrically connected to) the third EMA 314, and the fourth EMCU 346 is located at the fourth EMA 316 and is operably coupled to (e.g., electrically connected to) the fourth EMA 316. A corresponding one of the first EMCU 340, the second EMCU 342, the third EMCU 344, and the fourth EMCU 346 controls a corresponding one of the first motor, the second motor, the third motor, and the fourth motor of a corresponding one of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316, as described below in combination Figure 4 and Figure 8 Further described.

[0046] In some examples, the first EMCU 340 is further operably coupled to (e.g., electrically connected to) an actuator position feedback sensor of the first EMA 310, the second EMCU 342 is further operably coupled to an actuator position feedback sensor of the second EMA 312, the third EMCU 344 is further operably coupled to an actuator position feedback sensor of the third EMA 314, and the fourth EMCU 346 is further operably coupled to an actuator position feedback sensor of the fourth EMA 316. In such an example, a corresponding one of the first EMCU 340, the second EMCU 342, the third EMCU 344, and the fourth EMCU 346 may control a corresponding one of the first motor, the second motor, the third motor, and the fourth motor of a corresponding one of 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 by the corresponding one of the first EMCU 340, the second EMCU 342, the third EMCU 344, and the fourth EMCU 346 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 corresponding one of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316, as described below in combination with Figure 4 and Figure 8 Further described.

[0047] Despite Figure 3 , the first EMCU 340 includes a first switch, the second EMCU 342 includes a second switch, the third EMCU 344 includes a third switch, and the fourth EMCU 346 includes a fourth switch. In some examples, the first EMCU 340, the second EMCU 342, the third EMCU 344, and / or the fourth EMCU 346 can be activated via a corresponding one of the first switch, the second switch, the third switch, and / or the fourth switch to control a corresponding one of the first motor, the second motor, the third motor, and / or the fourth motor of the first EMA 310, the second EMA 312, the third EMA 314, and / or the fourth EMA 316. The activation of the first EMCU 340, the second EMCU 342, the third EMCU 344, and / or the fourth EMCU 346 can be responsive to the FCEU (described further below) detecting that the first motor 310, the second motor 312, the third EMA 314, and / or the fourth motor 316 is activated. Figure 3 The hydraulic system 330 may be faulty (e.g., loss or reduction of pressurized hydraulic fluid). Figure 3 An example EMCU of a corresponding one of the first EMCU 340, the second EMCU 342, the third EMCU 344, and the fourth EMCU 346 is combined below Figure 4 and Figure 8 Further description.

[0048] Figure 3 The distributed trailing edge wing flap system 300 also includes an example electrical system 348 powered by the first engine 332 and / or the second engine 334. Figure 3 In the example shown, the first engine 332 is coupled to the first wing 102 and the second engine 334 is coupled to the second wing 104. The first engine 332 and / or the second engine 334 power the electrical system 348 to supply power. The electrical system 348 (including the power supplied and / or delivered thereby) can selectively connect and / or selectively deliver power to the first motor of the first EMA 310 via the first EMCU 340, can selectively connect and / or selectively deliver power to the second motor of the second EMA 312 via the second EMCU 342, can selectively connect and / or selectively deliver power to the third motor of the third EMA 314 via the third EMCU 344, and can selectively connect and / or selectively deliver power to the fourth motor of the fourth EMA 314 via the fourth EMCU 346.

[0049] Figure 3 The distributed trailing edge wing flap system 300 also includes an example first flap position sensor 350, an example second flap position sensor 352, an example third flap position sensor 354, an example fourth flap position sensor 356, an example fifth flap position sensor 358, an example sixth flap position sensor 360, an example seventh flap position sensor 362, and an example eighth flap position sensor 364. Figure 3In the illustrated example, a first flap position sensor 350 and a second flap position sensor 352 are respectively coupled to the first inboard flap 112 of the first wing 102. A third flap position sensor 354 and a fourth flap position sensor 356 are respectively coupled to the first outboard flap 114 of the first wing 102. A fifth flap position sensor 358 and a sixth flap position sensor 360 are respectively coupled to the second inboard flap 118 of the second wing 104. A seventh flap position sensor 362 and an eighth flap position sensor 364 are respectively coupled to the second outboard flap 120 of the second wing 104. A respective one of the first flap position sensor 350, the second flap position sensor 352, the third flap position sensor 354, the fourth flap position sensor 356, the fifth flap position sensor 358, the sixth flap position sensor 360, the seventh flap position sensor 362, and the eighth flap position sensor 364 senses, measures, and / or detects a respective 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 350 and the second flap position sensor 352 may respectively sense, measure, and / or detect a 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.

[0050] Figure 3 The distributed trailing edge wing flap system 300 also includes an example first FCEU 366, an example second FCEU 368, and an example flap lever 370. In some examples, Figure 3 The first FCEU 366 and the second FCEU 368 in the embodiment may be located within the fuselage of the aircraft (e.g., Figure 1 The fuselage 106 of the aircraft 100 and Figure 3 The flap lever 370 may be located in a cockpit area of ​​the aircraft (e.g., Figure 1 Based on the cockpit area 108 of the aircraft 100. Figure 3 The flap lever 370 receives one or more inputs to control and / or operate Figure 3 In some examples, the position of the flap lever 370 may correspond to and / or otherwise be associated with a desired and / or commanded position and / or detent (e.g., flap retracted, 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.

[0051] exist Figure 3In the example shown, the first FCEU 366 is operably coupled to (e.g., electrically connected to) a respective one of the first REU 336 and the second REU 338 via an example first data bus 372. The first FCEU 366 can send data (e.g., REU control data, hydraulic module control data, actuator position feedback sensor data, etc.) to and / or receive data from the first REU 336 and the second REU 338 via the first data bus 372. The first FCEU 366 is also operably coupled to (e.g., electrically connected to) a respective one of the first flap position sensor 350, the second flap position sensor 352, the fifth flap position sensor 358, and the sixth flap position sensor 360. The first FCEU 366 may receive data (eg, flap position sensor data) from a respective one of the first flap position sensor 350 , the second flap position sensor 352 , the fifth flap position sensor 358 , and the sixth flap position sensor 360 .

[0052] The second FCEU 368 is operably coupled to (e.g., electrically connected to) a respective one of the first EMCU 340, the second EMCU 342, the third EMCU 344, and the fourth EMCU 346 via the example second data bus 374. The second FCEU 368 may send data (e.g., EMCU control data, motor control data, actuator position feedback sensor data, etc.) to and / or receive data from a respective one of the first EMCU 340, the second EMCU 342, the third EMCU 344, and the fourth EMCU 346 via the example second data bus 374. The second FCEU 368 is also operably coupled to (e.g., electrically connected to) a respective one of the third flap position sensor 354, the fourth flap position sensor 356, the seventh flap position sensor 362, and the eighth flap position sensor 364. The second FCEU 368 may receive data (eg, flap position sensor data) from a respective one of the third flap position sensor 354 , the fourth flap position sensor 356 , the seventh flap position sensor 362 , and the eighth flap position sensor 364 .

[0053] exist Figure 3 In the example shown, the second FCEU 368 controls a corresponding one of the first switch, the second switch, the third switch, and the fourth switch of a corresponding one of the first EMCU 340, the second EMCU 342, the third EMCU 344, and the fourth EMCU 346 to selectively Figure 3The electrical system 348 is connected to a first motor, a second motor, a third motor, and a fourth motor of a corresponding one of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316. In some examples, Figure 3 After and / or in response to a failure of the hydraulic system 330 (e.g., loss or reduction of pressurized hydraulic fluid) Figure 3 In response to a failure of the hydraulic system 330 (e.g., loss or reduction of pressurized hydraulic fluid), the second FCEU 368 may actuate the first switch, the second switch, the third switch, and / or the fourth switch of a corresponding one of the first EMCU 340, the second EMCU 342, the third EMCU 344, and / or the fourth EMCU 346 to a closed position. In response to the second FCEU 368 actuating the first switch, the second switch, the third switch, and / or the fourth switch of a corresponding one of the first EMCU 340, the second EMCU 342, the third EMCU 344, and / or the fourth EMCU 346 to a closed position, the first motor, the second motor, the third motor, and / or the fourth motor of a corresponding one of the first EMA 310, the second EMA 312, the third EMA 314, and / or the fourth EMA 316 is activated.

[0054] Activating the first motor, the second motor, the third motor, and / or the fourth motor of a corresponding one of the first EMA 310, the second EMA 312, the third EMA 314, and the fourth EMA 316 causes the first EMA 310, the second EMA 312, the third EMA 314, and / or the fourth EMA 316 to control Figure 3 The rotation of the first axis 318, the second axis 320, the third axis 322, and / or the fourth axis 324 is caused by the first EMA 310, the second EMA 312, the third EMA 314, and / or the fourth EMA 316. Figure 3 A corresponding one of the first HMA 302, the second HMA 304, the third HMA 306, and / or the fourth HMA 308 is moved and / or actuated, thereby moving and / or actuating a corresponding one of the first inboard flap 112, the first outboard flap 114, the second inboard flap 118, and / or the second outboard flap 120 to a predetermined position (e.g., flap thirty (F30)), flap forty (F40), etc.).

[0055] Figure 4 yes Figure 3 Schematic diagram of an example subsystem 400 of an example distributed trailing edge wing flap system 300 . Figure 4 The subsystem 400 includes the above Figure 3The hydraulic system 330 , the electrical system 348 , the first FCEU 366 , the second FCEU 368 , the first data bus 372 , and the second data bus 374 . Figure 4 The subsystem 400 also includes an example HMA 402 , an example EMA 404 , an example axis 406 , an example hydraulic module 408 , an example REU 410 , and an example EMCU 412 . Figure 4 The subsystem 400 represents the same Figure 3 The structure and operation associated with any one of the first inboard flap 112 , the first outboard flap 114 , the second inboard flap 118 , or the second outboard flap 120 .

[0056] For example, Figure 4 The HMA 402, EMA 404, shaft 406, hydraulic module 408, REU 410 and EMCU 412 may correspond to Figure 3 The first inner flap 112 is associated with Figure 3 The first HMA 302, the first EMA 310, the first shaft 318, the first hydraulic module 326, the first REU 336 and the first EMCU 340. As another example, Figure 4 The HMA 402, EMA 404, shaft 406, hydraulic module 408, REU 410 and EMCU 412 may correspond to Figure 3 The first outboard flap 114 is associated with Figure 3 The second HMA 304, the second EMA 312, the second shaft 320, the first hydraulic module 326, the first REU 336 and the second EMCU 342. As another example, Figure 4 The HMA 402, EMA 404, shaft 406, hydraulic module 408, REU 410 and EMCU 412 may correspond to Figure 3 The second inner flap 118 is associated with Figure 3 306, the third EMA 314, the third shaft 322, the second hydraulic module 328, the second REU 338 and the third EMCU 344. As another example, Figure 4 The HMA 402, EMA 404, shaft 406, hydraulic module 408, REU 410 and EMCU 412 may correspond to Figure 3 The second outer flap 120 is associated with Figure 3 The fourth HMA 308 , the fourth EMA 316 , the fourth shaft 324 , the second hydraulic module 328 , the second REU 338 , and the fourth EMCU 346 .

[0057] exist Figure 4In the example shown, the shaft 406 operably couples (eg, mechanically couples) the HMA 402 to the EMA 404 such that movement and / or motion of the HMA 402 is transferred to the EMA 404 via the shaft 406 and vice versa. Figure 4 The hydraulic module 408 is operably coupled to (eg, fluidly connected to) the HMA 402 . Figure 4 The REU 410 is located at the hydraulic module 408 and is operably coupled to (eg, electrically connected to) the hydraulic module 408 . Figure 4 The hydraulic system 330 is operably coupled to (eg, fluidly connected to) the hydraulic module 408 via an example supply line 414 and an example return line 416 . Figure 4 The EMCU 412 is located at and operably coupled to (eg, electrically connected to) the EMA 404 and / or the example motor 418 of the EMA 404 . Figure 4 The EMCU 412 includes an example switch 420 . Figure 4 The electrical system 348 is selectively operably connected to (eg, selectively electrically connected to) the motor 418 of the EMA 404 via a switch 420 of the EMCU 412 . Figure 4 The first FCEU 366 is operably coupled to (eg, electrically connected to) the REU 410 via a first data bus 372 . Figure 4 The second FCEU 368 is operably coupled to (eg, electrically connected to) a switch 420 and / or more generally, the EMCU 412. The second FCEU 368 includes an example hydraulic status monitor 422 to monitor the status of the hydraulic system 330 (eg, loss or reduction of pressurized hydraulic fluid). Figures 5 to 8 Shown in more detail Figure 4 HMA 402 , EMA 404 , axis 406 , hydraulic module 408 and EMCU 412 .

[0058] Figure 5 yes Figure 4 A schematic diagram of an example HMA 402. Figure 5 In the example shown, 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 housing 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 coupled to a wing flap (e.g., Figure 1 and Figure 3The first inner flap 112, the first outer flap 114, the second inner flap 118 or the second outer flap 120) is connected to the assembly (for example, FIG. 2A to FIG. 2C The first coupling assembly 206 of the HMA 402 may be coupled to the corresponding wing (eg, Figure 1 and Figure 3 The cylinder 506, piston 508, ball nut 510, housing 512, and ball screw 514 of HMA 402 have respective fixed lengths. Piston 508 is positioned, arranged, and / or accommodated within cylinder 506 and is movable and / or slidable relative to cylinder 506 between a retracted position and an extended position. In some examples, when piston 508 is in a retracted position relative to cylinder 506, Figure 5 The HMA 402 has a first length, and when the piston 508 is in an extended position relative to the cylinder 506, Figure 5 The HMA 402 has a second length greater than the first length.

[0059] exist Figure 5 In the example shown, Figure 5 The piston 508 and the ball nut 510 are coupled to each other and / or integrally formed such 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 enables translation (e.g., linear movement) of the coupled and / or integrated piston 508 and ball nut 510 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.

[0060] 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 5In the example shown, the first fluid volume 520 is fluidly connected to 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 example shown, the second fluid volume 522 is fluidly connected to 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 may be coupled to and / or disposed on the head 528 of the piston 508, on the outer surface 532 of the rod 530 of the piston 508, and / or on the outer surface 536 of the housing 512. In such examples, the seals may 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.

[0061] Increase Figure 5 The first fluid volume 520 (eg, increasing the volume of the pressurized hydraulic fluid in the first fluid volume 520) results in Figure 5 The piston 508 is relative to Figure 5 The cylinder 506 of the HMA 402 moves and / or slides away from the retracted position and toward the extended position. The wing flap coupled to the first end 502 of the HMA 402 via the coupling 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 example shown, the first fluid volume 520 has a minimum volume when the piston 508 is in the retracted position, and the first fluid volume 520 has a maximum volume when the piston 508 is in the extended position.

[0062] Increase Figure 5 The second fluid volume 522 (eg, increasing the volume of the pressurized hydraulic fluid in the second fluid volume 522) results in Figure 5 The piston 508 is relative to Figure 5 The cylinder 506 of the HMA 402 moves and / or slides away from the extended position and toward the retracted position. The wing flap coupled to the first end 502 of the HMA 402 via the coupling 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 example shown, the second fluid volume 522 has a minimum volume when the piston 508 is in the extended position and has a maximum volume when the piston 508 is in the retracted position.

[0063] 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 example shown, 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 with 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 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 rotation of the ball screw 514. Conversely, rotation of the ball screw 514 (as further described below, such as may occur in response to changes in the first fluid volume 520 and / or the second fluid volume 522) causes rotation of the ball screw 514. Figure 4 and Figure 5 The rotation of the shaft 406 causes the ball nut 510 and the piston 508 to translate. For clarity, the ball nut 510 and the ball screw 514 that can work together are shown in FIG. Figure 4 and Figure 5 Omitted in .

[0064] exist Figure 5 In the example shown, 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 movement from the gear 546 of the ball screw 514 to the shaft 406. Figure 5 In the example shown, translation of the piston 508 and ball nut 510 relative to the cylinder 506 causes rotation of the ball screw 514, which in turn causes rotation of the gear 546, which in turn causes rotation of the gear set 516, which in turn causes rotation of the shaft 406. 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.

[0065] exist Figure 5In the example shown, an 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 operably coupled to (eg, electrically connected to) Figure 4 Thus, the REU 410 may receive and / or obtain actuator position feedback data sensed, measured and / or detected via the actuator position feedback sensor 518. Figure 4 The actuator position feedback data obtained by the REU 410 can be obtained via Figure 4 The first data bus 372 transmits to Figure 4 The first FCEU 366. Figure 4 and Figure 5 In the illustrated example, the above-described electrical signals and / or connections between the REU 410 and the actuator position feedback sensor 518 of the HMA 402 are omitted for clarity of the drawing.

[0066] Figure 4 and Figure 5 The HMA 402 of FIG. 4 can be actuated by either of two independent mechanisms. First, the HMA 402 can be actuated via the hydraulic system 330 and the hydraulic module 408 when the hydraulic system 330 and the hydraulic module 408 are operable, capable of operation, and / or activated. Second, in the event of a failure of the hydraulic system 330 or the hydraulic module 408, the HMA 402 can alternatively be actuated in the event of a failure of the hydraulic system 330 or the hydraulic module 408. Figure 4 and Figure 8 The EMA 404 is actuated via shaft 406 under control.

[0067] Figure 6 The first operation mode 600 is an example Figure 4 Schematic diagram of an example hydraulic module 408 . Figure 7 The second operation mode 700 is an example Figure 4 Schematic diagram of an example hydraulic module 408 . Figure 4 , Figure 6 and Figure 7 The hydraulic module 408 may selectively place the supply line 414 of the hydraulic system 330 in fluid connection 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 7The hydraulic module 408 may also selectively place the return line 416 in fluid connection 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 410 includes one or more processors for controlling and / or managing circuit closure, fault detection, and / or actuation control commands associated with the hydraulic module 408 .

[0068] Figure 4 , Figure 6 and Figure 7 The hydraulic module 408 includes a plurality of control valves. In some examples, one or more of the control valves may be hydraulically actuated (e.g., by pressurized hydraulic fluid supplied via supply line 414). In some examples, one or more of the control valves may be electrically actuated (e.g., via REU 410). The control valves of the hydraulic module 408 control and / or manage the flow of pressurized hydraulic fluid from supply line 414 to ports of the HMA 402 (e.g., the ports 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 416. Figure 6 and Figure 7 In the example shown, the hydraulic module 408 includes an example electro-hydraulic servo valve EHSV 602 , an example solenoid valve SOV 604 , an example mode selector valve MSV 606 , and an example check valve 608 .

[0069] 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 610 (e.g., a flap extended flow position), an example second control port position 612 (e.g., a flap retracted position), and an example third control port position 614 (e.g., a null region). The EHSV 602 includes and / or is coupled to an example first bias spring 616 and an example LVDT 618. The first bias spring 616 biases the EHSV 602 into and / or toward the first control port position 610 of the EHSV 602. The LVDT 618 senses, measures, and / or detects the position of the EHSV 602. Figure 6 and Figure 7In the example shown, the EHSV 602 is operably coupled to (e.g., electrically connected to) the REU 410. The REU 410 selectively positions the EHSV 602 in one of a first control port position 610, a second control port position 612, or a third control port position 614 of the EHSV 602. For example, the REU 410 may energize the EHSV 602 to move from the first control port position 610 to the second control port position 612 under the bias generated by the first bias spring 616. In some examples, the REU 410 sends a control signal to the EHSV 602 to control the position of the EHSV 602. The REU 410 also receives an electrical signal from an actuator position feedback sensor of the HMA 402 (e.g., the actuator position feedback sensor 518 of the HMA 402) associated with the REU 410 and the hydraulic module 408. Figure 4 , Figure 6 and Figure 7 In the illustrated example, the above-described electrical signals and / or connections between the REU 410 and the EHSV 602 of the hydraulic module 408 are omitted for clarity of the drawing. In some examples, the dispatch requirements of the aircraft result in higher availability requirements for the distributed trailing edge wing flap system, and therefore, the single electrical channel in the SOV 604, EHSV 602, and actuator position feedback sensor is increased to a dual electrical channel, where one electrical channel interfaces with one REU and the other electrical channel interfaces with a different REU.

[0070] Figure 6 and Figure 7 The SOV 604 is a two-position valve having a control port that is movable and / or actuable between an example first control port position 620 (e.g., a normal flow position) and an example second control port position 622 (e.g., a reverse flow position). The SOV 604 includes and / or is coupled to an example second bias spring 624. The second bias spring 624 biases the SOV 604 into and / or toward the second control port position 622 of the SOV 604. Figure 6 and Figure 7In the example shown, the SOV 604 is operably coupled to (e.g., electrically connected to) the REU 410. The REU 410 selectively positions the SOV 604 in one of a first control port position 620 or a second control port position 622 of the SOV 604. For example, the REU 410 may energize and / or electrically command the SOV 604 to move from the second control port position 622 to the first control port position 620 under the bias generated by the second bias spring 624. In some examples, the REU 410 may shut off the SOV 604 in response to detecting and / or determining that a difference between an electrical signal from the LVDT 618 of the EHSV 602 and a calculated position of the EHSV 602 exceeds a threshold value (e.g., a predetermined threshold value), as would occur in the event of a loss of control and / or malfunction. Figure 4 , Figure 6 and Figure 7 In the illustrated example, the above-described electrical signals and / or connections between the REU 410 and the SOV 604 of the hydraulic module 408 are omitted for clarity of the drawing.

[0071] Figure 6 and Figure 7 The MSV 606 is a two-position valve having a control port that is movable and / or actuable between an example first control port position 626 (e.g., an active flow position) and an example second control port position 628 (e.g., a bypass flow position). The MSV 606 includes and / or is coupled to an example third bias spring 630. The third bias spring 630 biases the MSV 606 into and / or toward the second control port position 628 of the MSV 606. Figure 6 and Figure 7 In the example shown, the MSV 606 is operatively coupled to (e.g., fluidly connected to) the SOV 604. The SOV 604 selectively positions the MSV 606 in one of a first control port position 626 or a second control port position 628 of the MSV 606. For example, the SOV 604 may supply pressurized hydraulic fluid to the MSV 606 to move the MSV 606 from the second control port position 628 to the first control port position 626 under the bias created by the third bias spring 630.

[0072] when Figure 6 and Figure 7When the MSV 606 of the hydraulic module 408 is in the second control port position 628 (e.g., the bypass flow position), pressurized hydraulic fluid contained within the first fluid volume 520 of the HMA 402 freely flows from the first fluid volume 520 through the first port 524 of the HMA 402, through the MSV 606 of the hydraulic module 408, 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 flows from the second fluid volume 522 through the second port 526 of the HMA 402, through the MSV 606 of the hydraulic module 408, 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 free movement of the piston 508 of the HMA 402. Thus, when the MSV 606 of the hydraulic module 408 is in the second control port position 628 (e.g., the bypass flow position), the position of the piston 508 and / or the position of the wing flap to which the piston 508 is coupled may be freely moved accordingly.

[0073] Figure 6 and Figure 7 The check valve 608 prevents pressurized hydraulic fluid flowing through the check valve 608 in a first direction from the supply line 414 of the hydraulic system 330 from flowing back through the check valve 608 to the supply line 414 of the hydraulic system 330 in a second direction opposite the first direction.

[0074] Figure 6 The first operation mode 600 corresponds to Figure 4 The hydraulic module 408 is activated in this operating mode. In this mode, Figure 4 The hydraulic system 330 operates according to normal and / or expected conditions. Figure 6 In the first operating mode 600 of the embodiment of the present invention, pressurized hydraulic fluid (e.g., pressurized hydraulic fluid generated by the hydraulic system 330) is supplied from the hydraulic system 330 to the hydraulic module 408 via the supply line 414. The SOV 604 of the hydraulic module 408 is energized (e.g., opened). The EHSV 602 is in the first control port position 610 of the EHSV 602, the SOV 604 is in the first control port position 620 of the SOV 604, and the MSV 606 is in the first control port position 626 of the MSV 606 (e.g., the activated flow position). In other examples, when the hydraulic module 408 is in the first operating mode 600, the pressurized hydraulic fluid (e.g., pressurized hydraulic fluid generated by the hydraulic system 330) is supplied from the hydraulic system 330 to the hydraulic module 408 via the supply line 414. The SOV 604 of the hydraulic module 408 is energized (e.g., opened). Figure 6 When in the first operating mode 600, the EHSV 602 may be in the second control port position 612 of the EHSV 602. Figure 4 The hydraulic module 408 is in Figure 6 The first operation mode 600, Figure 4 The HMA 402 is in active mode.

[0075] Figure 7 The second operation mode 700 corresponds to Figure 4 Bypass operation mode of the hydraulic module 408 In this mode, Figure 4 The hydraulic system 330 is not operating according to normal and / or expected conditions (e.g., due to a partial or complete loss of pressure associated with the hydraulic system 330). Figure 7 In the second operating mode 700 of FIG. 4 , pressurized hydraulic fluid (e.g., pressurized hydraulic fluid generated by the hydraulic system 330) is not supplied or is supplied at a reduced pressure from the hydraulic system 330 to the hydraulic module 408 via the supply line 414. The SOV 604 of the hydraulic module 408 is de-energized (e.g., disconnected). The EHSV 602 is in the first control port position 610 of the EHSV 602, the SOV 604 is in the second control port position 622 of the SOV 604, and the MSV 606 is in the second control port position 628 of the MSV 606 (e.g., the bypass flow position). In other examples, when the hydraulic module 408 is in the Figure 7 When the EHSV 602 is in the second operating mode 700, the EHSV 602 may be in the second control port position 612 of the EHSV 602. Figure 4 The hydraulic module 408 is in Figure 7 In the second operation mode 700, Figure 4 The HMA 402 is in bypass mode.

[0076] Figure 8 yes Figure 4 Example of EMA 404. Figure 8 In the example shown, EMA 404 includes Figure 4 EMA 404 and further 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 no-backup device 814, and an example actuator position feedback sensor 816. The first end 802 of EMA 404 can be coupled to a wing 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) is connected to the assembly (for example, Figure 2A , Figure 2D and Figure 2E The second coupling assembly 208 of the EMA 404 may be coupled to a corresponding wing (eg, Figure 1 and Figure 3 The housing 806, ball nut 808, and ball screw 810 of EMA 404 each have a fixed length. 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 but not rotatable relative to housing 806 between a retracted position and an extended position. In some examples, when ball nut 808 is in a retracted position relative to housing 806, Figure 8 The EMA 404 has a first length, and when the ball nut 808 is in an extended position relative to the housing 806, Figure 8 The EMA 404 has a second length that is greater than the first length.

[0077] exist Figure 8 In the example shown, the ball nut 808 includes an example threaded portion 818. The ball screw 810 includes an example threaded portion 820 that is configured to engage the threaded portion 818 of the ball nut 808. Movement (e.g., rotation) of the ball screw 810 of the EMA 404 in a first rotational direction causes movement (e.g., translation) of the ball nut 808 of the EMA 404 relative to the housing 806 of the EMA 404 in a first translational direction. For example, rotation in a clockwise direction causes the ball screw 810 to rotate in a first rotational direction. Figure 8 The ball screw 810 can 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 wing flap coupled to the first end 802 of the EMA 404 via the coupling 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.

[0078] 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. For example, rotation in a counterclockwise direction Figure 8 The ball screw 810 can cause Figure 8 The ball nut 808 is relative to Figure 8 The housing 806 of the EMA 404 moves and / or slides away from the extended position and toward the retracted position. The wing flap coupled to the first end 802 of the EMA 404 via the coupling 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 clarity of the drawings, Figure 4 and Figure 8 The balls that can work with the ball nut 808 and the ball screw 810 are omitted.

[0079] Figure 8 The no-backup device 814 is operably coupled to the ball screw 810 of the EMA 404. The no-backup device 814 is a passive braking device that is configured to only enable the EMA 404 to provide an actuation power flow. The no-backup device 814 brakes and / or locks the ball screw 810 of the EMA 404 against any induced rotation by an axial load (e.g., tension or compression) on the ball nut 808 of the EMA 404, such as may occur in response to a failure of the hydraulic system 330 (e.g., a loss or reduction of pressurized hydraulic fluid).

[0080] exist Figure 8 In the example shown, the ball screw 810 also includes an example first gear 822 and an example second gear 824. The first gear 822 of the ball screw 810 can be coupled to the ball screw 810 and / or formed integrally with the ball screw 810. The second gear 824 of the ball screw 810 can also be coupled to the ball screw 810 and / or formed integrally with the ball screw 810. Figure 8 In the example shown, the second gear 824 of the ball screw 810 is spaced apart from the first gear 822 of the ball screw 810 along the longitudinal axis of the ball screw 810. The first gear 822 of the ball screw 810 meshes with an example output gear 826 associated with the motor of the EMA 404. The second gear 824 of the ball screw 810 meshes with the gear set 812 of the EMA 404, which in turn meshes with the shaft 406. Figure 8 The gear set 812 may include any number of gears to transfer rotational movement from the second gear 824 of the ball screw 810 to the shaft 406.

[0081] As mentioned above, Figure 4 and Figure 8 The EMCU 412 includes a switch 420 . Figure 4 and Figure 8 The switch 420 is selectively operable to Figure 4 and Figure 8 The motor 418 of EMA 404 is connected to Figure 3 , Figure 4 and Figure 8 Electrical system 348. Figure 3 , Figure 4 and Figure 8 The second FCEU 368 controls the operation of the switch 420. For example, Figure 3 , Figure 4 and Figure 8 The second FCEU 368 may send one or more commands to the switch 420 and / or more generally, to the Figure 4 and Figure 8The EMCU 412 of the present invention causes the switch 420 to be in an open position or a closed position, in which the switch 420 is in an open position or a closed position. Figure 3 , Figure 4 and Figure 8 The electrical system 348 is not connected to Figure 4 and Figure 8 The motor 418 of the EMA 404, in the closed position, Figure 3 , Figure 4 and Figure 8 The electrical system 348 is connected to Figure 4 and Figure 8 The EMA 404 motor 418.

[0082] In some examples, based on Figure 3 , Figure 4 and Figure 8 The hydraulic status monitor 422 of the second FCEU 368 makes a determination that Figure 3 , Figure 4 and Figure 8 Second FCEU 368 Order Figure 4 and Figure 8 The switch 420 enters an open position or a closed position, wherein the determination is about Figure 3 , Figure 4 , Figure 6 and Figure 7 Whether the hydraulic system 330 and / or the hydraulic module 408 is malfunctioning (e.g., whether the hydraulic system 330 and / or the hydraulic module 408 is experiencing a loss or reduction in pressurized hydraulic fluid). Figure 3 , Figure 4 and Figure 8 The hydraulic status monitor 422 of the second FCEU 368 determines Figure 3 , Figure 4 , Figure 6 and Figure 7 If there is a hydraulic failure in the hydraulic system 330 or the hydraulic module 408, the second FCEU 368 sends one or more commands to Figure 4 and Figure 8 The switch 420 and / or the EMCU 412 of the embodiment of the present invention may be moved to a closed position by the command. In response to the switch 420 being moved to the closed position, Figure 3 , Figure 4 and Figure 8 The electrical system 348 is connected to Figure 4 and Figure 8 The EMA 404 motor 418.

[0083] exist Figure 8In the example shown, the EMA 404 also includes an example electric brake 828 operably positioned between the motor 418 and the output gear 826. The electric brake 828 selectively operably couples the motor 418 to the output gear 826 to selectively enable the motor 418 to drive and / or rotate the output gear 826. For example, the electric brake 828 can be moved and / or actuated to a first state in which the electric brake 828 operably couples the motor 418 to the output gear 826 such that rotation of an element of the motor 418 (e.g., the motor shaft) causes rotation of the output gear 826, and vice versa. The electric brake 828 can alternatively be moved and / or actuated to a second state in which the electric brake 828 does not operably couple the motor 418 to the output gear 826 such that rotation of an element of the motor (e.g., the motor shaft) does not cause rotation of the output gear 826, and vice versa. In some examples, the electric brake 828 may be implemented via one or more brake discs that may be moved and / or actuated via solenoid valves controlled by the EMCU 412 or the second FCEU 368. Figure 4 and Figure 8 In the example shown, the above-described electrical signals and / or connections between the electric brake 828 and either the EMCU 412 or the second FCEU 368 are omitted for clarity of the drawing.

[0084] In some examples, the electric brake 828 is engaged and / or activated according to a first operating mode (e.g., an activation mode) of the EMA 404. When the electric brake 828 is engaged and / or activated, the motor 418 rotates the output gear 826. Rotating the output gear 826 via the motor 418 causes rotation of the first gear 822 of the ball screw 810, which in turn causes rotation of the ball screw 810, which in turn causes translation of the ball nut 808 relative to the housing 806. Rotation of the first gear 822 of the ball screw 810 via the output gear 826 also causes rotation of the second gear 824 of the ball screw 810, which in turn causes rotation of the gear set 812, which in turn causes rotation of the shaft 406. When the EMA 404 is in the first operating mode (e.g., the activation mode), the HMA 402 is in the second operating mode (e.g., the bypass mode). When the HMA 402 is in the second operating mode (eg, bypass mode) and the EMA 404 is in the first operating mode (eg, active mode), movement of the HMA 402 is controlled by the EMA 404 via the shaft 406 .

[0085] In some examples, the electric brake 828 is disengaged and / or disabled according to the second operating mode (e.g., floating mode) of the EMA 404. When the electric brake 828 is disengaged and / or disabled, the motor 418 does not actively rotate the output gear 826, and the motor 418 is therefore unable to control the rotation of the ball screw 810 and / or the translation of the ball nut 808. When the electric brake 828 is disengaged and / or disabled, 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 rotation of the second gear 824 of the ball screw 810, which in turn causes the rotation of the ball screw 810, which in turn causes the translation of the ball nut 808 relative to the housing 806. When the EMA 404 is in the second operating mode (e.g., floating mode), the HMA 402 is in the first operating mode (e.g., activated mode). When the HMA 402 is in a first operating mode (eg, an activated mode) and the EMA 404 is in a second operating mode (eg, a floating mode), movement of the EMA 404 is controlled by the HMA 402 via the axis 406 .

[0086] exist Figure 8 In the example shown, an actuator position feedback sensor 816 is coupled to and / or mounted on the ball screw 810. The actuator position feedback sensor 816 senses, measures, and / or detects the number of revolutions of the ball screw 810, 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 816 may be operably coupled to (e.g., electrically connected to) the EMCU 412 or the second FCEU 368, such that the EMCU 412 or the second FCEU 368 may receive and / or obtain actuator position feedback data sensed, measured, and / or detected via the actuator position feedback sensor 816. The actuator position feedback data obtained by the EMCU 412 may be transmitted to the second FCEU 368 via the second data bus 374. Figure 4 and Figure 8 In the example shown, the above-described electrical signals and / or connections between the actuator position feedback sensor 816 and the EMCU 412 or the second FCEU 368 are omitted for clarity of the drawing.

[0087] Figure 4 and Figure 8EMA 404 can be actuated by either of two independent mechanisms. First, when hydraulic system 330 and hydraulic module 408 are operable, functional, and / or activated, EMA 404 can be actuated via shaft 406 under the control of HMA 402. Second, in the event of a failure of hydraulic system 330 or hydraulic module 408, EMA 404 can alternatively be actuated via motor 418 of EMA 404 in response to motor 418 being connected to electrical system 348, and also in response to electric brake 828 being engaged to couple motor 418 to output gear 826.

[0088] Fig. 9 It is used to implement Figures 3 to 8 A flow chart of an example method 900 of controlling a position of a wing flap using an example distributed trailing edge wing flap system 300 . Fig. 9 The method 900 begins by commanding the EMA of the wing flap of the distributed trailing edge wing flap system 300 to enter a floating mode (block 902). For example, Figure 3 , Figure 4 and Figure 8 The second FCEU 368 may command wing flaps (e.g., Figure 3 The first inner flap 112) Figure 4 and Figure 8 EMA 404 enters floating mode. In some examples, Figure 3 , Figure 4 and Figure 8 The second FCEU 368 is opened by Figure 4 and Figure 8 The switch 420 of the EMCU 412 is used to Figure 3 , Figure 4 and Figure 8 The electrical system 348 from Figure 4 and Figure 8 The motor 418 of the EMA 404 is disconnected and / or by placing Figure 4 and Figure 8 The EMA 404 electric brake 828 from Figure 4 and Figure 8 The motor 418 of EMA 404 is disengaged and can be commanded Figure 4 and Figure 8 EMA 404 enters floating mode. After block 902, Fig. 9 Method 900 proceeds to box 904.

[0089] Fig. 9 The method 900 includes commanding the HMA of the wing flap of the distributed trailing edge wing flap system 300 to enter an activated mode (block 904). For example, Figure 3 , Figure 4 , Figure 6 and Figure 7 The first FCEU 366 is available via Figure 4 , Figure 6 and Figure 7 The hydraulic module 408 and REU 410 command the wing flaps (e.g., Figure 3 The first inner flap 112) Figure 4 and Figure 5 HMA 402 enters the above combination Figure 6 After block 904, Fig. 9 Method 900 proceeds to box 906.

[0090] Fig. 9 The method 900 includes determining whether a new commanded flap position for the wing flaps is indicated by the distributed trailing edge wing flap system 300 (block 906). For example, Figure 3 , Figure 4 , Figure 6 and Figure 7 The first FCEU 366 may determine based on the first FCEU 366 from Figure 3 The flap lever 370 receives one or more inputs to indicate a new command flap position for the wing flaps. If the first FCEU 366 determines at block 906 that a new command flap position is not indicated, then Fig. 9 The method 900 remains at block 906. If at block 906 the first FCEU 366 determines that a new commanded flap position is indicated, then Fig. 9 Method 900 proceeds to box 908.

[0091] Fig. 9 The method 900 includes commanding the HMA of the wing flap to control the flap position of the wing flap (block 908). For example, Figure 3 , Figure 4 , Figure 6 and Figure 7 The first FCEU 366 is available via Figure 4 , Figure 6 and Figure 7 The hydraulic module 408 and REU 410 commands Figure 4 and Figure 5 The HMA 402 controls the flap position of the wing flaps. In some examples, Figure 3 , Figure 4 , Figure 6 and Figure 7 The first FCEU 366 is available via Figure 4 and Figure 5 The hydraulic module 408 and REU 410 commands Figure 4 and Figure 5402 to position the wing flaps in a flap position corresponding to the new commanded flap position determined at block 906. After block 908, Fig. 9 Method 900 proceeds to box 910.

[0092] Fig. 9 The method 900 includes detecting whether the distributed trailing edge wing flap system 300 is experiencing one or more hydraulic failures (block 910). For example, Figure 3 , Figure 4 and Figure 8 The hydraulic status monitor 422 of the second FCEU 368 can detect Figure 3 , Figure 4 , Figure 6 and Figure 7 If the hydraulic status monitor 422 of the second FCEU 368 does not detect any hydraulic faults at block 910, then Fig. 9 The method 900 may return to block 906. Conversely, if the hydraulic status monitor 422 of the second FCEU 368 detects one or more hydraulic faults at block 910, then Fig. 9 Method 900 proceeds to box 912.

[0093] Fig. 9 The method 90 includes commanding the HMA of the wing flap of the distributed trailing edge wing flap system 300 to enter a bypass mode (block 912). For example, Figure 3 , Figure 4 , Figure 6 and Figure 7 The first FCEU 366 is available via Figure 4 , Figure 6 and Figure 7 The hydraulic module 408 and REU 410, command Figure 4 and Figure 5 HMA 402 enters the above combination Figure 7 After block 912, Fig. 9 Method 900 proceeds to box 914.

[0094] Fig. 9 The method 900 includes commanding the EMA of the wing flap of the distributed trailing edge wing flap system 300 to enter an activated mode (block 914). For example, Figure 3 , Figure 4 and Figure 8 The second FCEU 368 can command the wing flaps, Figure 4 and Figure 8 EMA 404 enters activation mode. In some examples, by closing Figure 4 and Figure 8 The switch 420 of the EMCU 412 is used to Figure 3 , Figure 4 and Figure 8 The electrical system 348 is connected to Figure 4 and Figure 8 The EMA 404 motor 418, and by placing Figure 4 and Figure 8 The EMA 404 electric brake 828 with Figure 4 and Figure 8 The EMA 404 and the motor 418 are engaged, Figure 3 , Figure 4 ,and Figure 8 The second FCEU 368 may be ordered Figure 4 and Figure 8 EMA 404 enters activation mode. After box 914, Fig. 9 Method 900 proceeds to box 916.

[0095] Fig. 9 Method 900 includes determining whether the distributed trailing edge wing flap system 300 indicates a new commanded flap position for the wing flaps (block 916). For example, Figure 3 , Figure 4 , Figure 6 and Figure 7 The first FCEU 366 may determine based on the first FCEU 366 from Figure 3 The flap lever 370 receives one or more inputs to indicate a new commanded flap position for the wing flaps. If the first FCEU 366 determines at block 916 that a new commanded flap position is not indicated, then Fig. 9 The method 900 remains at block 916. If, on the other hand, the first FCEU 366 determines at block 916 that a new commanded flap position is indicated, then Fig. 9 Method 900 proceeds to box 918.

[0096] Fig. 9 Method 900 includes commanding the EMA of the wing flaps to control the flap position of the wing flaps (block 918). For example, Figure 3 , Figure 4 and Figure 8 The second FCEU 368 is available via Figure 4 and Figure 8 The EMCU 412, the motor 418 and / or the electric brake 828, command Figure 4 and Figure 8 The EMA 404 controls the flap position of the wing flaps. In some examples, Figure 3 , Figure 4 and Figure 8The second FCEU 368 is available via Figure 4 and Figure 8 The EMCU 412, the motor 418 and / or the electric brake 828, command Figure 4 and Figure 5 EMA 404 positions the wing flaps in a flap position corresponding to the new commanded flap position determined at block 916. After block 918, Fig. 9 The method 900 proceeds to block 920 .

[0097] Fig. 9 The method 900 includes determining whether hydraulic functionality (eg, hydraulic operability) of the distributed trailing edge wing flap system 300 has been restored (block 920). For example, Figure 3 , Figure 4 and Figure 8 The hydraulic status monitor 422 of the second FCEU 368 may determine the Figure 3 , Figure 4 , Figure 6 and Figure 7 The hydraulic function associated with the hydraulic failure of the hydraulic system 330 and / or the hydraulic module 408 has restored its function and / or returned to an operational state. If the hydraulic status monitor 422 of the second FCEU 368 determines at block 920 that the hydraulic function has not been restored, then Fig. 9 The method 900 returns to frame 920. On the contrary, if the hydraulic status monitor 422 of the second FCEU 368 determines in frame 920 that the hydraulic function has been restored, then Fig. 9 Method 900 returns to box 902.

[0098] Fig.10 is available in Figure 4 The example subsystem 400 is implemented in place of the above Figure 4 and Figure 5 Schematic diagram of an alternative example HMA 1000 to example HMA 402 . Fig.10 The HMA 1000 is configured with example shafts 406 and Figure 4 , 6 7 and the hydraulic module 408. For the sake of simplicity, the structure and operation of the shaft 406 and the hydraulic module 408 are not repeated here. Fig.10 In the example shown, the HMA 1000 includes an example hydraulic motor 1002, an example first end 1004, an example second end 1006 positioned relative to the first end 1004, an example housing 1008, an example ball nut 1010, an example ball screw 1012, an example gear set 1014, an example no-backup device 1016, and an example actuator position feedback sensor 1018.

[0099] Fig.10 The HMA 1000 may be powered, controlled and / or operated via a hydraulic motor 1002. Fig.10 In the example shown, the hydraulic motor 1002 includes an example first port 1020, an example second port 1022, and an example output gear 1024. The hydraulic motor 1002 can be powered by pressurized hydraulic fluid supplied by the hydraulic system 330 and received from the hydraulic module 408 at the first port 1020 or the second port 1022 of the hydraulic motor 1002. Supplying pressurized hydraulic fluid from the hydraulic module 408 to the first port 1020 of the hydraulic motor 1002 causes the hydraulic motor 1002 to rotate the output gear 1024 in a first rotational direction (e.g., clockwise). Supplying pressurized hydraulic fluid from the hydraulic module 408 to the second port 1022 of the hydraulic motor 1002 causes the hydraulic motor 1002 to rotate the output gear 1024 in a second rotational direction (e.g., counterclockwise) that is opposite to the first rotational direction. Movement (e.g., rotation) of the output gear 1024 of the hydraulic motor 1002 is discussed further below.

[0100] The first end 1004 of the HMA 1000 may be coupled to a wing flap (eg, 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) is connected to the assembly (for example, FIG. 2A to FIG. 2C The first coupling assembly 206 of the HMA 1000 may be coupled to a corresponding wing (eg, Figure 1 and Figure 3 The housing 1008, ball nut 1010, and ball screw 1012 of the HMA 1000 have respective fixed lengths. The ball nut 1010 is configured to accommodate the ball screw 1012. The ball nut 1010 is positioned, arranged, and / or accommodated within the housing 1008 and is movable and / or slidable but not rotatable relative to the housing 1008 between a retracted position and an extended position. In some examples, when the ball nut 1010 is in the retracted position relative to the housing 1008, Fig.10 The HMA 1000 has a first length, and when the ball nut 1010 is in an extended position relative to the housing 1008, Fig.10 The HMA 1000 has a second length that is greater than the first length.

[0101] exist Fig.10In the example shown, the ball nut 1010 includes an example threaded portion 1026. The ball screw 1012 includes an example threaded portion 1028 that is configured to engage with the threaded portion 1026 of the ball nut 1010. Movement (e.g., rotation) of the ball screw 1012 of the HMA 1000 in a first rotational direction causes movement (e.g., translation) of the ball nut 1010 of the HMA 1000 relative to the housing 1008 of the HMA 1000 in a first translational direction. For example, rotation in a clockwise direction Fig.10 The ball screw 1012 can cause Fig.10 The ball nut 1010 in Fig.10 The housing 1008 of the HMA 1000 moves and / or slides away from the retracted position and toward the extended position. The wing flap coupled to the first end 1004 of the HMA 1000 via the coupling assembly can move away from the retracted position and toward the deployed position in response to the ball nut 1010 moving away from the retracted position and toward the extended position.

[0102] Conversely, movement (e.g., rotation) of the ball screw 1012 of the HMA 1000 in a second rotational direction opposite to the first rotational direction causes movement (e.g., translation) of the ball nut 1010 of the HMA 1000 relative to the housing 1008 of the HMA 1000 in a second translational direction opposite to the first translational direction. For example, rotation in a counterclockwise direction Fig.10 The ball screw 1012 can cause Fig.10 The ball nut 1010 in Fig.10 The wing flap coupled to the first end 1004 of the HMA 1000 via the coupling assembly may move away from the deployed position and toward the retracted position in response to the ball nut 1010 moving away from the extended position and toward the retracted position. For clarity of the drawings, Fig.10 The balls that can work together with the ball nut 1010 and the ball screw 1012 are omitted.

[0103] Fig.10 The no-backup device 1016 is operably coupled to the ball screw 1012 of the HMA 1000. The no-backup device 1016 is a passive braking device that is configured to only enable the HMA 1000 to provide an actuation power flow. The no-backup device 1016 brakes and / or locks the ball screw 1012 of the HMA 1000 against any induced rotation by an axial load (e.g., tension or compression) on the ball nut 1010 of the HMA 1000, such as may occur in response to a failure of the hydraulic system 330 (e.g., a loss or reduction of pressurized hydraulic fluid).

[0104] exist Fig.10In the example shown, the ball screw 1012 also includes an example first gear 1030. The first gear 1030 of the ball screw 1012 can be coupled to and / or integrally formed with the ball screw 1012. The first gear 1030 of the ball screw 1012 engages the output gear 1024 of the hydraulic motor 1002 of the HMA 1000, and also engages the gear set 1014 of the HMA 1000, which in turn engages the shaft 406. Fig.10 The gear set 1014 may include any number of gears to transfer rotational movement from the first gear 1030 of the ball screw 1012 to the shaft 406.

[0105] When the hydraulic system 330 and the hydraulic module 408 are operational (e.g., such that pressurized hydraulic fluid can be supplied to the first port 1020 or the second port 1022 of the hydraulic motor 1002), the hydraulic motor 1002 can control actuation of the HMA 1000. For example, when the hydraulic system 330 and the hydraulic module 408 are operational, the hydraulic motor 1002 can control actuation of the HMA 1000, and the hydraulic module 408 is in Figure 6 and Fig.10 406. The hydraulic motor 1002 is powered via the pressurized hydraulic fluid supplied to the first port 1020 or the second port 1022 of the hydraulic motor 1002 so that the output gear 1024 of the hydraulic motor 1002 rotates. Rotating the output gear 1024 via the hydraulic motor 1002 causes the first gear 1030 of the ball screw 1012 to rotate, which in turn causes the ball screw 1012 to rotate, which in turn causes the ball nut 1010 to translate relative to the housing 1008. Rotating the first gear 1030 of the ball screw 1012 via the output gear 1024 also causes the rotation of the gear set 1014, which in turn causes the rotation of the shaft 406. When the HMA 1000 is in the first operating mode (e.g., the activated mode) and the EMA 404 is in the second operating mode (e.g., the floating mode), the movement of the EMA 404 is controlled by the HMA 1000 via the shaft 406.

[0106] When the hydraulic system 330 and / or the hydraulic module 408 is inoperable (e.g., such that pressurized hydraulic fluid cannot be supplied to the first port 1020 or the second port 1022 of the hydraulic motor 1002), the hydraulic motor 1002 cannot control the actuation of the HMA 1000. For example, when the hydraulic system 330 and / or the hydraulic module 408 is inoperable, the hydraulic motor 1002 cannot control the actuation of the HMA 1000, and the hydraulic module 408 is in the above Figure 7When the HMA 1000 is in the second operating mode (e.g., bypass mode) and the EMA 404 is in the first operating mode (e.g., activation mode), movement of the HMA 1000 is controlled by the EMA 404 via the shaft 406. Rotation of the gear set 1014 via the shaft 406 causes rotation of the first gear 1030 of the ball screw 1012, which in turn causes rotation of the ball screw 1012, which in turn causes translation of the ball nut 1010 relative to the housing 1008.

[0107] exist Fig.10 In the example shown, the actuator position feedback sensor 1018 is coupled to and / or mounted on the ball screw 1012. The actuator position feedback sensor 1018 senses, measures and / or detects the number of revolutions of the ball screw 1012, the position of the ball screw 1012 (e.g., the rotational position of the ball screw 1012 relative to the housing 1008), and / or the position of the ball nut 1010 (e.g., the translational position of the ball nut 1010 relative to the housing 1008). Fig.10 The actuator position feedback sensor 1018 of the first FCEU 366 may be operably coupled to (e.g., electrically connected to) the REU 410, such that the REU 410 may receive and / or obtain actuator position feedback data sensed, measured, and / or detected by the actuator position feedback sensor 1018. The actuator position feedback data obtained by the REU 410 may be transmitted to the first FCEU 366 via the first data bus 372. Fig.10 In the illustrated example, the above-described electrical signals and / or connections between the actuator position feedback sensor 1018 and the REU 410 are omitted for clarity of the drawing. In some examples, the dispatch requirements of the aircraft result in higher availability requirements for the distributed trailing edge wing flap system, and therefore, the single electrical channel in the SOV 604, EHSV 602, and the actuator position feedback sensor 1018 is increased to a dual electrical channel, where one electrical channel is connected to one REU and the other electrical channel is connected to a different REU.

[0108] Fig.10 The HMA 1000 of FIG. 1000 can be actuated by either of two independent mechanisms. First, when the hydraulic system 330 and the hydraulic module 408 are operable, capable of operation, and / or activated, the HMA 1000 can be actuated via the hydraulic system 330, the hydraulic module 408, and the hydraulic motor 1002. Second, in the event of a failure of the hydraulic system 330 or the hydraulic module 408, the HMA 1000 can alternatively be actuated in the event of a failure of the hydraulic system 330 or the hydraulic module 408. Figure 4 and Figure 8 The EMA 404 is actuated via shaft 406 under control.

[0109] As can be appreciated from the foregoing, the disclosed distributed trailing edge wing flap system advantageously includes an HMA and an EMA to move a wing flap relative to a fixed trailing edge of an aircraft wing. The HMA can be actuated by a pressurized hydraulic fluid supplied to the HMA from a hydraulic system of the aircraft via a hydraulic module operably coupled to the HMA. The EMA can be actuated via an electric motor of the EMA, which can be selectively connected to an electrical system of the aircraft. A shaft operably couples the HMA to the EMA.

[0110] The HMA may advantageously be actuated by either of two independent mechanisms. Firstly, the HMA may be actuated via the hydraulic module when the hydraulic system is operable, capable of operation and / or activated. Secondly, in the event of a failure of the hydraulic system, the HMA may alternatively be actuated via a shaft under the control of the EMA. The EMA may also advantageously be actuated by either of two independent mechanisms. Firstly, the EMA may be actuated via a shaft under the control of the HMA when the hydraulic system is operable, capable of operation and / or activated. Secondly, in the event of a failure of the hydraulic system, the EMA may alternatively be actuated in response to the motor being connected to the electrical system via the EMA.

[0111] In some examples, a wing flap system for an aircraft is disclosed. In some disclosed examples, the wing flap system includes a flap and a first actuator and a second actuator. In some disclosed examples, the flap can be moved between an extended position and a retracted position relative to the fixed trailing edge of the aircraft wing. In some disclosed examples, the first actuator and the second actuator are configured to move the flap relative to the fixed trailing edge. In some disclosed examples, the first actuator is operably coupled to the second actuator via a shaft. In some disclosed examples, the first actuator can be actuated by 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 operably coupled to the first actuator. In some disclosed examples, the first actuator is configured to control the movement of the second actuator via a shaft when the hydraulic system and the hydraulic module are able to work. In some disclosed examples, the second actuator can be actuated via the motor of the second actuator. In some disclosed examples, the motor can be selectively connected to the electrical system of the aircraft. In some disclosed examples, the motor is connected to the electrical system in response to detecting a failure of the hydraulic system or hydraulic module. In some disclosed examples, the second actuator is configured to control movement of the first actuator via the shaft when the motor is connected to the electrical system.

[0112] In some disclosed examples, the shaft is a straight shaft or a flexible shaft. In some disclosed examples, the shaft is configured to rotate in response to actuation of a first actuator via a pressurized hydraulic fluid. In some disclosed examples, the rotation of the shaft is configured to actuate a second actuator. In some disclosed examples, the second actuator may be actuated via rotation of the shaft, regardless of whether it may be actuated via a motor. In some disclosed examples, the shaft is configured to rotate in response to actuation of a second actuator via a motor. In some disclosed examples, the rotation of the shaft is configured to actuate the first actuator. In some disclosed examples, the first actuator may be actuated via rotation of the shaft, regardless of whether it may be actuated via a pressurized hydraulic fluid.

[0113] In some disclosed examples, the wing flap system also includes a motor control unit, which includes a switch. In some disclosed examples, the switch is operably positioned between the motor and the 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 motor is connected to the electrical system.

[0114] In some disclosed examples, the switch is configured to be actuated to a closed position in response to a command received by the motor control unit from a flight control electronics unit of the aircraft. In some disclosed examples, the flight control electronics unit is configured to detect a fault and further configured to send a command in response to detecting the fault.

[0115] In some disclosed examples, the flight control electronics unit is a second flight control electronics unit, and the flap system further comprises a remote electronics unit and a first flight control electronics unit. In some disclosed examples, the remote electronics unit is electrically connected to the hydraulic module. In some disclosed examples, the remote electronics unit is configured to control the hydraulic module. In some disclosed examples, the first flight control electronics unit is configured to control the remote electronics unit.

[0116] In some disclosed examples, the remote electronics unit is located at the hydraulic module. In some disclosed examples, the hydraulic module is located remotely from the first actuator. In some disclosed examples, the motor control unit is located at the second actuator. In some disclosed examples, the first flight control electronics unit is located remotely from the remote electronics unit. In some disclosed examples, the second flight control electronics unit is located remotely from the motor control unit.

[0117] In some examples, a method for operating a wing flap system of an aircraft is disclosed. In some disclosed examples of the method, the wing flap system includes a flap that can be moved between an extended position and a retracted position relative to a fixed trailing edge of an aircraft wing, and also includes a first actuator and a second actuator configured to move the flap relative to the fixed trailing edge. The first actuator is operably coupled to the second actuator via a shaft. In some disclosed examples, the method includes commanding the first actuator to control the movement of the flap relative to the fixed trailing edge. In some disclosed examples, the first actuator can be actuated via a pressurized hydraulic fluid to supply the first actuator from the hydraulic system of the aircraft via a hydraulic module operably coupled to the first actuator. In some disclosed examples, when the hydraulic system and the hydraulic module are able to work, the first actuator controls the movement of the second actuator via a shaft. In some disclosed examples, the method includes detecting a fault of the hydraulic system or the hydraulic module. In some disclosed examples, the method includes commanding the second actuator to control the movement of the flap relative to the fixed trailing edge. In some disclosed examples, the second actuator can be actuated via the motor of the second actuator. In some disclosed examples, the motor is selectively connectable to an electrical system of the aircraft. In some disclosed examples, the motor is connected to the electrical system in response to detecting a fault. In some disclosed examples, when the motor is connected to the electrical system, the second actuator controls movement of the first actuator via the shaft.

[0118] In some disclosed examples, commanding the first actuator to control the movement of the flap includes commanding the first actuator to enter a first activation mode and commanding the second actuator to enter a floating mode. In some disclosed examples, commanding the second actuator to control the movement of the flap includes commanding the first actuator to enter a bypass mode from a first activation mode, and commanding the second actuator to enter a second activation mode from the floating mode.

[0119] In some disclosed examples, the method further includes rotating the shaft in response to actuation of the first actuator via the pressurized hydraulic fluid. In some disclosed examples, the rotation of the shaft actuates a second actuator, which may be actuated via rotating the shaft independently of being actuated via the motor.

[0120] In some disclosed examples, the method further includes rotating the shaft in response to actuation of the second actuator via the motor.In some disclosed examples, rotating the shaft actuates the first actuator, and the first actuator is actuatable via rotating the shaft independently of being actuatable via pressurized hydraulic fluid.

[0121] In some disclosed examples, the method further includes actuating a switch of the motor control unit to a closed position. In some disclosed examples, the switch is operably positioned between the motor and the 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 motor is connected to the electrical system.

[0122] In some disclosed examples, the switch is actuated to a closed position in response to the motor control unit receiving a command from a flight control electronics unit of the aircraft. In some disclosed examples, the method further includes sending a command from the flight control electronics unit to the motor control unit in response to detecting a fault.

[0123] Furthermore, the present disclosure includes embodiments according to the following items:

[0124] 1. A wing flap system for an aircraft, the wing flap system comprising:

[0125] a flap movable between a deployed position and a retracted position relative to a fixed trailing edge of a wing of the aircraft; and

[0126] A first actuator and a second actuator are configured to move the flap relative to the fixed trailing edge, the first actuator being operably coupled to the second actuator via a shaft, the first actuator being actuable via pressurized hydraulic fluid, the pressurized hydraulic fluid being supplied to the first actuator from a hydraulic system of the aircraft via a hydraulic module operably coupled to the first actuator, the first actuator being configured to control movement of the second actuator via the shaft when the hydraulic system and the hydraulic module are operable, the second actuator being actuable via a motor of the second actuator, the motor being selectively connectable to an electrical system of the aircraft, the motor being connected to the electrical system in response to detecting a fault in the hydraulic system or the hydraulic module, the second actuator being configured to control movement of the first actuator via the shaft when the motor is connected to the electrical system.

[0127] 2. A wing flap system according to item 1, wherein the shaft is a straight shaft or a flexible shaft.

[0128] 3. A wing flap system according to clause 1, wherein the shaft is configured to rotate in response to actuation of the first actuator via the pressurized hydraulic fluid.

[0129] 4. A wing flap system according to item 3, wherein rotation of the shaft is configured to actuate the second actuator, and actuating the second actuator via rotation of the shaft is independent of actuating the second actuator via the motor.

[0130] 5. A wing flap system according to item 1, wherein the shaft is configured to rotate in response to actuating the second actuator via the motor.

[0131] 6. A wing flap system according to clause 5, wherein rotation of the shaft is configured to actuate the first actuator, actuation of the first actuator via rotation of the shaft being independent of actuation of the first actuator via the pressurized hydraulic fluid.

[0132] 7. The wing flap system according to any of the preceding items further comprises a motor control unit, the motor control unit comprising a switch, the switch being operably positioned between the motor and the electrical system, the switch being actuable between an open position and a closed position, the motor being connected to the electrical system when the switch is in the closed position.

[0133] 8. A wing flap system according to item 7, wherein the switch is configured to be actuated to the closed position in response to a command received by the motor control unit from a flight control electronics unit of the aircraft.

[0134] 9. A wing flap system according to item 8, wherein the flight control electronic unit is configured to detect the fault and is also configured to send the command in response to detecting the fault.

[0135] 10. The wing flap system according to item 8, wherein the flight control electronic unit is a second flight control electronic unit, and the wing flap system further comprises:

[0136] a remote electronic unit electrically connected to the hydraulic module, the remote electronic unit being configured to control the hydraulic module; and

[0137] A first flight control electronics unit is configured to control the remote electronics unit.

[0138] 11. A wing flap system according to item 10, wherein the remote electronic unit is located at the hydraulic module, the hydraulic module is positioned away from the first actuator, the motor control unit is located at the second actuator, the first flight control electronic unit is positioned away from the remote electronic unit, and the second flight control electronic unit is positioned away from the motor control unit.

[0139] 12. A method for operating a wing flap system of an aircraft, the wing flap system comprising a flap movable between a deployed position and a retracted position relative to a fixed trailing edge of a wing of the aircraft, and the wing flap system further comprising a first actuator and a second actuator, the first actuator and the second actuator being configured to move the flap relative to the fixed trailing edge, the first actuator being operably coupled to the second actuator via a shaft, the method comprising:

[0140] commanding the first actuator to control movement of the flap relative to the fixed trailing edge, the first actuator being actuatable via a pressurized hydraulic fluid supplied to the first actuator from a hydraulic system of the aircraft via a hydraulic module operatively coupled to the first actuator, the first actuator controlling movement of the second actuator via the shaft when the hydraulic system and the hydraulic module are operable;

[0141] detecting a fault in the hydraulic system or the hydraulic module; and

[0142] The second actuator is commanded to control movement of the flap relative to the fixed trailing edge, the second actuator being actuatable via a motor of the second actuator, the motor being selectively connectable to an electrical system of the aircraft, the motor being connected to the electrical system in response to detecting the fault, the second actuator controlling movement of the first actuator via the shaft when the motor is connected to the electrical system.

[0143] 13. The method of clause 12, wherein commanding the first actuator to control movement of the flap comprises commanding the first actuator to enter a first activated mode and commanding the second actuator to enter a floating mode.

[0144] 14. A method according to clause 13, wherein commanding the second actuator to control movement of the flap comprises commanding the first actuator to enter a bypass mode from the first activation mode and commanding the second actuator to enter a second activation mode from the floating mode.

[0145] 15. The method of clause 12, further comprising rotating the shaft in response to actuation of the first actuator via the pressurized hydraulic fluid.

[0146] 16. A method according to clause 15, wherein rotation of the shaft actuates the second actuator, actuation of the second actuator by rotation of the shaft being independent of actuation of the second actuator via the motor.

[0147] 17. The method of any one of items 12 to 16, further comprising rotating the shaft in response to actuation of the second actuator via the motor.

[0148] 18. A method according to clause 17, wherein rotation of the shaft actuates the first actuator, actuating the first actuator via rotation of the shaft being independent of actuating the first actuator via the pressurized hydraulic fluid.

[0149] 19. The method according to any one of items 12 to 16 further includes actuating a switch of a motor control unit to a closed position, wherein the switch is operably positioned between the motor and the electrical system, and the switch is actuable between an open position and a closed position, and when the switch is in the closed position, the motor is connected to the electrical system.

[0150] 20. A method according to clause 19, wherein the switch is actuated to the closed position in response to the motor control unit receiving a command from a flight control electronics unit of the aircraft.

[0151] 21. The method of claim 20, further comprising sending the command from the flight control electronics unit to the motor control unit in response to detecting the fault.

[0152] 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 fully fall within the scope of the claims of this patent.

Claims

1. A wing flap system (300) for an aircraft (100), the wing flap system comprising: 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 the aircraft; and A first actuator (302, 402) and a second actuator (310, 404) are configured to move the flap relative to the fixed trailing edge, the first actuator being operably coupled to the second actuator via a shaft (318, 406), the first actuator being actuable via a pressurized hydraulic fluid, the pressurized hydraulic fluid being supplied to the first actuator from a hydraulic system (330) of the aircraft via a hydraulic module (326, 408) operably coupled to the first actuator, wherein the shaft is configured to rotate in response to actuating the first actuator via the pressurized hydraulic fluid, the first actuator being configured to rotate via a hydraulic module when the hydraulic system and the hydraulic module are operable. Rotation of the shaft controls actuation of the second actuator to move the flap relative to the fixed trailing edge via the second actuator, the second actuator being actuatable via a motor (418) of the second actuator, the motor being selectively connectable to an electrical system (348) of the aircraft, the motor being connected to the electrical system in response to detecting a failure of the hydraulic system or the hydraulic module, the second actuator being configured to control movement of the first actuator via the shaft when the motor is connected to the electrical system, wherein the second actuator being actuatable via rotation of the shaft is independent of being actuatable via the motor to move the flap relative to the fixed trailing edge, A motor control unit (340, 412) comprising a switch (420) operably positioned between the motor and the electrical system, the switch being actuatable between an open position and a closed position, the motor being connected to the electrical system when the switch is in the closed position, wherein the switch is configured to be actuated to the closed position in response to a command received by the motor control unit from a flight control electronics unit (368) of the aircraft.

2. The wing flap system according to claim 1, wherein: The shaft is a straight shaft or a flexible shaft.

3. The wing flap system according to claim 1, wherein: The shaft is configured to rotate in response to actuating the second actuator via the motor, and wherein rotation of the shaft is configured to actuate the first actuator, actuation of the first actuator via rotation of the shaft being independent of actuation of the first actuator via the pressurized hydraulic fluid.

4. The wing flap system according to claim 1, wherein: The flight control electronics unit is configured to detect the fault and is further configured to send the command in response to detecting the fault.

5. The wing flap system according to claim 1, wherein: The flight control electronic unit is a second flight control electronic unit (368), and the wing flap system further comprises: a remote electronic unit (336, 410) electrically connected to the hydraulic module, the remote electronic unit being configured to control the hydraulic module; and A first flight control electronic unit (366) is configured to control the remote electronic unit, and wherein the remote electronic unit is located at the hydraulic module, the hydraulic module is located away from the first actuator, the motor control unit is located at the second actuator, the first flight control electronic unit is located away from the remote electronic unit, and the second flight control electronic unit is located away from the motor control unit.

6. A method for operating a wing flap system (300) of an aircraft (100), the wing flap system comprising a flap (112) movable between a deployed position and a retracted position relative to a fixed trailing edge (110) of a wing of the aircraft, and the wing flap system further comprising a first actuator (302, 402) and a second actuator (310, 404), the first actuator and the second actuator being configured to move the flap relative to the fixed trailing edge, the first actuator being operably coupled to the second actuator via a shaft (318, 406), the method comprising: commanding the first actuator to control movement of the flap relative to the fixed trailing edge, the first actuator being actuatable via a pressurized hydraulic fluid supplied to the first actuator from a hydraulic system (330) of the aircraft via a hydraulic module (326, 408) operatively coupled to the first actuator, wherein the shaft is configured to rotate in response to actuation of the first actuator via the pressurized hydraulic fluid, the first actuator controlling actuation of the second actuator via rotation of the shaft to move the flap relative to the fixed trailing edge via the second actuator when the hydraulic system and the hydraulic module are operable; detecting a fault in the hydraulic system or the hydraulic module; and commanding the second actuator to control movement of the flap relative to the fixed trailing edge, the second actuator being actuatable via a motor (418) of the second actuator, the motor being selectively connectable to an electrical system (348) of the aircraft, the motor being connected to the electrical system in response to detecting the fault, the second actuator controlling movement of the first actuator via the shaft when the motor is connected to the electrical system, wherein the second actuator being actuatable via rotation of the shaft is independent of being actuatable via the motor to move the flap relative to the fixed trailing edge, A switch (420) of a motor control unit (340, 412) is actuated to a closed position, the switch being operably positioned between the motor and the electrical system, the switch being actuatable between an open position and the closed position, the motor being connected to the electrical system when the switch is in the closed position.

7. The method according to claim 6, wherein: Commanding the first actuator to control movement of the flap includes commanding the first actuator to enter a first activation mode and commanding the second actuator to enter a floating mode, and wherein commanding the second actuator to control movement of the flap includes commanding the first actuator to enter a bypass mode from the first activation mode and commanding the second actuator to enter a second activation mode from the floating mode.

8. The method of any one of claims 6 to 7, further comprising rotating the shaft in response to actuation of the second actuator via the motor.

9. The method according to claim 8, wherein: Rotating the shaft actuates the first actuator, and the first actuator can be actuated by rotating the shaft independently of the first actuator being actuated via the pressurized hydraulic fluid.

10. The method according to claim 6, wherein: The switch is actuated to the closed position in response to the motor control unit receiving a command from a flight control electronics unit (368) of the aircraft.

11. The method of claim 10, further comprising sending the command from the flight control electronics unit to the motor control unit in response to detecting the fault.

Images