Spoiler actuation system and method for an aircraft

Abstract

The present disclosure relates to spoiler actuation systems and methods for aircraft. An aircraft includes a wing, a spoiler, a spoiler movable between a cruise position and an up position and between the cruise position and a droop position, and a spoiler actuation system coupled to a hydraulic system of the aircraft, the spoiler actuation system including a first piston and a second piston, a rack connected between the first piston and the second piston (the rack movable between a first position and a second position), a pinion coupled to the rack (the pinion rotating between a third position and a fourth position as the rack moves between the first position and the second position), a first crank arm coupled to the pinion (the first crank arm rotating with the pinion between the third position and the fourth position), and a second crank arm coupled to the first crank arm and the spoiler (the second crank arm moving the spoiler between the cruise position and the up position as the first crank arm rotates between the third position and the fourth position).

Description

Technical Field

[0001] This disclosure relates generally to aircraft, and more specifically to spoiler actuation systems and methods for aircraft. Background Technology

[0002] Aircraft typically employ spoilers along the top of the wing body. Spoilers can be used to slow or descend the aircraft. Spoilers can also droop to functionally replace the leading flaps of the wing body and maintain clearance and overlap with the trailing edge flaps of the wing body. The actuation system for controlling the spoilers is mounted within the wing body. Additionally, wing spars within the wing body can store fuel for the aircraft. Increasing the size of the wing spars increases the amount of fuel that can be stored therein, thus improving the aircraft's performance range. The size of the wing spars is limited by the size and arrangement of the actuation system contained within the wing body. Furthermore, the aircraft's performance range is based on the size of the fairing attached to the wing body and / or on the drag caused by spoiler floating during flight. Summary of the Invention

[0003] The exemplary aircraft disclosed herein includes a wing, a spoiler rotatably coupled to the wing, a spoiler movable between a cruise position and an up position and between a cruise position and a droop position, and a spoiler actuation system coupled to a hydraulic system of the aircraft. The spoiler actuation system includes a first piston and a second piston, and a rack coupled between the first and second pistons. The rack is movable between a first position and a second position. A pinion is coupled to the rack, and rotates between a third position and a fourth position as the rack moves between the first and second positions. A first crank arm is coupled to the pinion, and rotates with the pinion between the third and fourth positions. A second crank arm is coupled to the first crank arm and the spoiler. The second crank arm is used to move the spoiler between the cruise position and the up position when the first crank arm rotates between the third and fourth positions.

[0004] The exemplary method disclosed herein includes receiving a command signal from the flight control electronics (FCE) of an aircraft at a remote electronic unit (REU). In response to receiving the command signal at the REU, a servo valve switches from an intermediate state to a first state or from an intermediate state to a second state via a control signal from the REU. In response to the servo valve switching to the second state, hydraulic fluid is supplied from the servo valve to a piston coupled to a rack, which moves from a first position to a second position in response to the supply of hydraulic fluid to the piston. As the rack moves from the first position to the second position, a pinion rotates from a third position to a fourth position, causing a corresponding rotation of a first crank arm. A second crank arm coupled to the first crank arm rotates, and as the second crank arm rotates, the aircraft's spoilers move from a cruise position to an up position.

[0005] The exemplary device disclosed herein includes a first piston and a second piston, and a rack connected between the first and second pistons. The rack is movable between a first position and a second position within a cylinder. A pinion is coupled to the rack, and rotates between a third position and a fourth position as the rack moves between the first and second positions. A first crank arm is coupled to the pinion, and rotates with the pinion between the third and fourth positions. A second crank arm is coupled to the first crank arm and a spoiler of the aircraft, and moves the spoiler between a cruise position and an up position as the pinion rotates between the third and fourth positions. Attached Figure Description

[0006] Figure 1 An exemplary aircraft in which the examples disclosed herein can be implemented is shown.

[0007] Figure 2A It comes from Figure 1 A top view of an exemplary wing body of an exemplary aircraft.

[0008] Figure 2B It is along Figure 2A The line AA is intercepted Figure 2A A cross-sectional view of an exemplary wing body.

[0009] Figure 3A A first solution for spoiler actuation is shown, in which the actuator and spoiler retract.

[0010] Figure 3B It shows Figure 3A The first solution for spoiler actuation, wherein the actuator and spoiler extend.

[0011] Figure 4A A second solution for spoiler actuation is shown, in which the actuator and spoiler extend.

[0012] Figure 4B It shows Figure 4A A second solution for spoiler actuation, in which the position of the rear wing spars is changed.

[0013] Figure 5 This is a schematic diagram of an example of spoiler actuation implemented in the example disclosed in this article.

[0014] Figure 6 This is an internal view of an exemplary spoiler actuation system for an aircraft flight control actuator (e.g., spoiler, aileron, flaperon, rudder, elevator, etc.) according to examples disclosed herein, with the spoiler in the cruise position.

[0015] Figure 7 yes Figure 6 An internal view of an exemplary spoiler actuation system, wherein the spoiler is in the upward position.

[0016] Figure 8A It is along Figure 6 The image shows a cross-sectional view of an exemplary spoiler actuation system taken from line BB.

[0017] Figure 8B It is along Figure 6 The image shows a cross-sectional view of an exemplary spoiler actuation system taken from line BB, with the spoiler in the cruise position.

[0018] Figure 9 It is along Figure 7 The image shows a cross-sectional view of an exemplary spoiler actuation system taken from line CC.

[0019] Figure 10A These are exemplary auxiliary actuators and Figure 8A , Figure 8B and / or Figure 9 A detailed view of an exemplary locking lever of an exemplary spoiler actuation system.

[0020] Figure 10B It is along Figure 10A The line DD cut Figure 10A A cross-sectional view of an exemplary locking lever.

[0021] Figure 10C It shows Figure 10A and / or Figure 10B An exemplary locking lever including an example safety pin.

[0022] Figure 11 yes Figure 8A , Figure 8B and / or Figure 9 A cross-sectional view of an exemplary spoiler actuation system during abnormal hydraulic operating conditions of a hydraulic system.

[0023] Figure 12 yes Figure 8A , Figure 8B , Figure 9 and / or Figure 11 A cross-sectional view of an exemplary spoiler actuation system when maintenance is to be performed on and / or near the exemplary spoiler.

[0024] Figure 13 It means Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 An exemplary table showing the positions of exemplary spoilers and exemplary auxiliary actuators for corresponding states of an exemplary hydraulic system.

[0025] Figure 14 It is by Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 A block diagram of an exemplary remote electronic unit (REU) implemented by a spoiler actuation system.

[0026] Figure 15 It is by Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 A block diagram of an exemplary feedback control loop implemented in a spoiler actuation system.

[0027] Figure 16 It means that it can be generated by Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 A flowchart illustrating an exemplary process by which a spoiler actuation system performs a movement of the spoiler between a cruising position and an upward position.

[0028] Figure 17 It means that it can be generated by Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 A flowchart illustrating an exemplary process by which a spoiler actuation system performs an exemplary procedure to move a spoiler based on a command from an exemplary flight control electronics (FCE).

[0029] Figure 18 This means that when maintenance is required on or near the spoiler, it can be performed by [the relevant authority / organization]. Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 A flowchart illustrating an exemplary process performed by the spoiler actuation system.

[0030] Figure 19 It is constructed to execute Figures 16 to 18 Instructions to achieve Figure 14 A block diagram of an exemplary processor platform for REU.

[0031] The accompanying drawings are not drawn to scale. Instead, the thickness of layers or areas may be enlarged in the drawings. Generally, the same reference numerals will be used throughout the drawings and the accompanying written description to refer to the same or similar parts. As used in this patent, a statement that any component is (e.g., positioned on, located on, disposed on, or formed on, etc.) another component indicates that the referenced component is either in contact with the other component or that the referenced component is on top of the other component, with one or more intermediate components located between them. Unless otherwise stated, connecting references (e.g., attachment, coupling, connection, and joining) should be interpreted broadly and may include intermediate members between sets of elements and relative movement between elements. Therefore, a connecting reference does not necessarily imply that two elements are directly connected and have a fixed relationship with each other. A statement that any component is “in contact” with another component means that there are no intermediate components between the two components.

[0032] When identifying multiple elements or components that can be individually mentioned, this document uses descriptors such as “first,” “second,” “third,” etc. Unless otherwise stated or understood in the context of their use, such descriptors are not intended to assign any meaning to priority, physical order, or arrangement or chronological order in the list, but are merely labels for separately referring to multiple elements or components, provided that the disclosed examples are intended to facilitate understanding. In some examples, the descriptor “first” may be used to refer to one element in the detailed description, while different descriptors, such as “second” or “third,” may be used in the claims to refer to the same element. In such cases, it should be understood that the use of such descriptors is solely for the convenience of referring to multiple elements or components. Detailed Implementation

[0033] This document discloses exemplary spoiler actuation systems and methods for aircraft. In many aircraft, the wing is designed to store fuel that powers the aircraft during operation. The fuel is typically stored in a wing sparb box located inside the wing, defined by a front spar near the leading edge of the wing and a rear spar near the trailing edge. The size of the wing sparb box can be increased by moving the front and / or rear spar closer to their respective ends of the wing. Increasing the size of the wing sparb box improves the aircraft's fuel carrying capacity, thereby increasing the aircraft's flight range. In many cases, the size of the wing sparb box is limited by the available space inside the wing. In particular, the space outside the rear spar may be occupied by other components of the aircraft, such as components used to control spoiler actuation. Such components may limit the size of the wing sparb box by preventing the rear spar from being positioned closer to the trailing edge of the wing.

[0034] Aircraft typically employ spoilers near the top trailing edge of the wing. Spoilers can deploy during flight to decelerate and / or descend the aircraft. Spoiler actuation systems generally utilize a combination of electrical and hydraulic components to rotate the spoiler between a cruise position (e.g., a down position) and an up position (e.g., an extended position). The spoiler typically rotates relative to a surface of the wing along a plane perpendicular to that surface. In some known spoiler actuation systems, a linear actuator extends and / or rotates in the same plane as the spoiler. To implement such a known spoiler actuation system in a wing, sufficient space is required inside the wing to accommodate the linear travel of the linear actuator and / or the rotational travel of the spoiler. Therefore, the space available for implementing the wing spars box inside the wing is reduced. Furthermore, in some known spoiler actuation systems, the linear position sensor implemented therein does not possess the accuracy required for spoiler position control.

[0035] Some known spoiler actuation systems are operationally coupled to the aircraft's hydraulic system. Fluid from the hydraulic system enters the spoiler actuation system to control the spoiler's position. In some cases, when the hydraulic system fails and / or the fluid pressure falls below a pressure threshold, the spoiler actuation system uses residual hydraulic pressure to hold the spoiler in a cruise position. In some such cases, fluid leakage may occur in the spoiler actuator system, causing the spoiler to float upwards. This spoiler float generates drag during aircraft flight and reduces the aircraft's performance range. Furthermore, this drag is based on the size and / or number of fairings coupled to the aircraft.

[0036] The exemplary spoiler actuation system disclosed herein reduces the space required for implementation within the wing, thus enabling an increase in the size of the wing spars box. In the examples disclosed herein, the spoiler rotates in a first plane, and a linear actuator is configured to extend and / or rotate in a second plane perpendicular to the first plane. In such an example, the linear travel of the linear actuator causes rotation of the spoiler via a first crank, a rod, and a second crank coupled therebetween. In particular, a rack within the cylinder of the linear actuator engages with a pinion coupled to the first crank, such that the linear travel of the rack causes rotation of the pinion, which in turn causes rotation of the first crank.

[0037] In the examples disclosed herein, the linear travel of the linear actuator can be controlled by a servo valve coupled to the aircraft's hydraulic system. The servo valve provides hydraulic fluid between two chambers within a cylinder, which pressures pistons coupled to both ends of a rack to move the rack within the cylinder. In the examples disclosed herein, the servo valve can be controlled by one or more control signals from a remote electronic unit (REU). The REU sends one or more control signals based on measurement data from sensors coupled to the pinion and also based on command signals received from the aircraft's flight control electronics (FCE). The rotation of the pinion is measured by a rotary sensor (e.g., a resolver) with improved accuracy compared to a linear position sensor. Therefore, spoiler position control using a rotary sensor is more accurate than that using a linear position sensor. In the examples disclosed herein, a mechanical locking mechanism, including an auxiliary actuator and a spring-biased lever, is positioned near the pinion. In some examples, the auxiliary actuator and lever prevent the spoiler from moving upwards during abnormal operating conditions of the hydraulic system (e.g., below a threshold pressure). The mechanical locking mechanism is unaffected by adverse hydraulic characteristics such as hydraulic leakage.

[0038] Figure 1 An exemplary aircraft 100 in which the examples disclosed herein may be implemented is shown. In the illustrated example, aircraft 100 includes a fuselage 102, a left wing 104 coupled to the fuselage 102, and a right wing 106 coupled to the fuselage 102. Aircraft 100 also includes a first engine 108 coupled to the left wing 104 and a second engine 110 coupled to the right wing 106. In other examples, aircraft 100 may have multiple engines coupled to each of the left wing 104 and the right wing 106 and / or arranged at other locations on aircraft 100 (e.g., coupled to the fuselage 102, coupled to the tail of aircraft 100, etc.). In addition to generating thrust, each engine 108, 110 drives one or more engine-driven pumps to generate pressurized hydraulic fluid for use by one or more systems of aircraft 100. In addition, each engine 108, 110 drives one or more generators to generate electricity for use by one or more electric motor pumps to produce pressurized hydraulic fluid for use by one or more hydraulic systems of the aircraft 100.

[0039] The left wing 104 and right wing 106 may have one or more control surfaces located near the trailing edges of the left wing 104 and right wing 106. Such control surfaces can be used to control the airflow around the left wing 104 and right wing 106 to alter aerodynamic drag and lift on the aircraft 100. For example, in Figure 1In this configuration, aircraft 100 includes an exemplary left spoiler 112 attached to the left wing 104 and an exemplary right spoiler 114 attached to the right wing 106. Spoilers 112 and 114 typically deploy during landing or descent to decelerate aircraft 100 and / or cause it to move downwards. Although in Figure 1 In the example shown, the left wing 104 and the right wing 106 each include a spoiler, but in other examples, the left wing 104 and the right wing 106 may include multiple spoilers. Each of the spoilers 112, 114 may be controlled by one or more spoiler actuation systems, as disclosed in further detail herein.

[0040] Each of the spoilers 112 and 114 is movable between a cruise position (e.g., retracted, down, stowed) and an up position (e.g., deployed, extended). In the cruise position, spoilers 112 and 114 are generally aligned with the corresponding left wing 104 and right wing 106, as... Figure 1 As shown. For example, during cruise, spoilers 112, 114 are typically maintained in the cruise position, which is more aerodynamic and fuel-efficient. In the up-position, spoilers 112, 114 are tilted and / or otherwise moved upward relative to the corresponding left wing 104 and right wing 106. For example, during landing, spoilers 112, 114 may deploy, which would disrupt airflow over the left wing 104 and right wing 106 to increase drag on the aircraft 100, thereby reducing lift and causing the aircraft 100 to descend. The aircraft 100 also includes a cockpit 120 with control equipment that a pilot can use to control the spoilers 112, 114. For example, the cockpit 120 includes one or more spoiler control receivers for controlling the position of the spoilers 112, 114, and one or more engine thrust control receivers for controlling the thrust generated by the engines 108, 110.

[0041] Figure 2A Showing from Figure 1 A top view of an exemplary left wing (e.g., wing) 104 of an exemplary aircraft 100. Figure 1 The right wing 106 is substantially the same as the left wing 104. Therefore, any examples disclosed regarding the left wing 104 can also be applied to the right wing 106. The left wing 104 includes an exemplary left spoiler (e.g., a spoiler) 112, an exemplary leading edge 202, an exemplary trailing edge 204, an exemplary flap (e.g., an outer flap) 206, an exemplary front spar 208, and an exemplary rear spar 210. When the aircraft 100 is in flight, air flows from the leading edge 202 to the trailing edge 204 above and below the wing 104 to generate aerodynamic lift on the wing 104.

[0042] exist Figure 2A In the illustrated example, the exemplary spoiler 112 and exemplary flap 206 are positioned at or near the trailing edge 204. Both the spoiler 112 and flap 206 can be used to control lift on the aircraft 100. For example, flap 206 can move relative to the trailing edge 204 to change the shape of the wing 104 and generate more or less lift. In some examples, flap 206 can be communicatively coupled to... Figure 1 The flap actuation system of the cockpit 120 is used for control. In some examples, the wing 104 may include multiple flaps 206 and / or spoilers 112.

[0043] exist Figure 2A In the illustrated example, the exemplary front spar 208 and the exemplary rear spar 210 are located inside the wing 104 between the leading edge 202 and the trailing edge 204. The front spar 208 and the rear spar 210 define an exemplary spar box (e.g., a fuel reservoir) 212 between them and are used to store fuel for use by the aircraft 100. Increasing the size of the spar box 212 increases the amount of fuel that can be stored therein. For example, the size of the spar box 212 can be increased by positioning the front spar 208 and the rear spar 210 closer to the leading edge 202 and the trailing edge 204, respectively. In some examples, the spoiler actuation system for actuating the spoiler 112 is located inside the wing 104 between the rear spar 210 and the trailing edge 204. In such examples, the spoiler actuation system may prevent the rear spar 210 from being positioned closer to the trailing edge 204, thereby reducing the space available for the spar box 212. The example disclosed herein reduces the area of ​​the wing 104 required for the actuation spoiler 112, thereby allowing the rear wing spars 210 to be positioned closer to the trailing edge 204.

[0044] Figure 2B It is along Figure 2A The line AA is intercepted Figure 2A A cross-sectional view of an exemplary wing 104. In the example shown, the front spar 208 and the rear spar 210 define a... Figure 2A The wing sparb box 212. Furthermore, the rear wing sparb 210 and trailing edge 204 define an exemplary region 216 between them for accommodating components of the spoiler actuation system. In some examples, the size of the wing sparb box 212 is limited by the area 216 required to implement the spoiler actuation system and / or other actuation systems of the aircraft 100. Compared to known spoiler actuation systems in the prior art, the exemplary spoiler actuation system described herein reduces the area 216 required for implementation, thereby increasing the amount of fuel that can be stored in the wing sparb box 212.

[0045] Figure 3A The first known spoiler actuation system 300 from the prior art is shown, which is actually mounted on the wing 104, wherein Figure 1 and Figure 2AThe spoiler 112 retracts (e.g., in the cruising position). The first known spoiler actuation system 300 includes defining... Figure 2A and Figure 2B The front wing spar 208 and rear wing spar 210 of the wing spar box 212, and Figure 2A The flap 206. The first known spoiler actuation system 300 also includes an actuator 302 coupled to the spoiler 112 at a first engagement point 304. The actuator 302 extends when hydraulic fluid enters the first chamber 306 and applies pressure to the piston 308 of the actuator 302 in an outward direction. Conversely, when hydraulic fluid enters the second chamber 310, the actuator 302 retracts and applies pressure to the piston 308 in an inward direction opposite to the outward direction. In this example, an exemplary linear position sensor 307 measures the linear position of the piston 308. The actuator 302 is operatively coupled to the hydraulic system of the aircraft 100 and is accessible from... Figure 1 The cockpit 120 is controlled by electrical signals. For example, electrical signals can open or close one or more valves (e.g., servo valves) in the hydraulic system to selectively direct hydraulic fluid between the first chamber 306 and the second chamber 310. In some examples, electrical signals from a linear position sensor 307 are used to control the linear position of a piston 308, where the linear position of the piston 308 corresponds to the position of the spoiler 112.

[0046] Figure 3B It shows Figure 3A A first known actuation system 300 is provided, in which a spoiler 112 is extended (e.g., in an upward position). In the illustrated example, the spoiler 112 is rotatable about a second engagement point 312, at which the spoiler 112 is coupled to the rear wing spars 210. In response to receiving a first electrical signal from the cockpit 120, a hydraulic system causes hydraulic fluid to flow into a first chamber 306 of the actuator 302. In this example, the hydraulic fluid generates hydraulic pressure on the piston 308 in an outward direction, thus causing the actuator 302 to extend. When the actuator 302 extends, the actuator 302 applies a force to the first engagement point 304 and rotates the spoiler 112 about the second engagement point 312 to an upward position. In some examples, the spoiler 112 in the upward position causes... Figure 1 The aircraft descended 100.

[0047] Figure 4A It shows Figure 3A and / or Figure 3B An exemplary first known actuation system 300, wherein the illustrated spoiler 112 is in both a cruise position 112A and an up position 112B. Figure 4AIn the example shown, the rear spar 210 has a first length 402 and is positioned at a first distance 404 from the trailing edge 204 of the wing 104. In this example, the first known actuation system 300 is located above the exemplary outer mold line 406 of the wing 104. Therefore, the bottom surface 408 of the wing 104 is relatively smooth along the length of the wing 104 between the front spar 208 and the flap 206 (e.g., without noticeable cavities or protrusions).

[0048] Figure 4B An exemplary second known actuation system 400 is shown, wherein the shown spoiler 112 is in both a cruise position 112A and an up position 112B. This second known actuation system 400 is substantially the same as the first known actuation system 300, but is capable of increasing the size of the wing spars box 212. For example, in Figure 4B In the example shown, the rear spar 210 has a second length 409 and is positioned at a second distance 410 from the trailing edge 204. In this example, with Figure 4A The second length 409 is smaller than the first length 402, and is smaller than... Figure 4A The second distance 410 is smaller than the first distance 404. This is achieved by positioning the rear spar 210 in this example relative to... Figure 4A In the example shown, compared to the rearward position, the size of the spar box 212 for the second known actuation system 400 is increased. This allows the second known actuation system 400 to store more fuel in the spar box 212, thereby increasing... Figure 1 The aircraft has a range of 100.

[0049] However, in order to allow the rear spar 210 to be positioned closer to the trailing edge 204, while enabling the spoiler 112 to move between the cruising position 112A and the extended position 112B, the actuator 302 of the second known actuation system 400 is positioned below the outer mold line 406. In such an example, an exemplary fairing (e.g., an aerodynamic fairing) 412 is coupled to the bottom surface 408 to accommodate and / or cover the actuator 302. The fairing 412 protrudes from the bottom surface 408, making the bottom surface 408 non-smooth (e.g., with...). Figure 4A (Compared to). The fairing 412 increases drag on the wing 104, thereby reducing the aerodynamic efficiency of the aircraft 100.

[0050] Figure 5 This is a schematic diagram of an example diagram for spoiler actuation implemented in the examples disclosed herein. Figure 5In the example shown, the exemplary spoiler 112 is oriented along a horizontal plane (e.g., the xy plane) defined by an exemplary x-axis (e.g., a first axis) 502 and an exemplary y-axis (e.g., a second axis) 504. An exemplary z-axis (e.g., a third axis) 506 is orthogonal to the x-axis 502 and the y-axis 504. To move between an upward position and a cruising position, the spoiler 112 rotates about an exemplary rotation axis 508 in the xz plane defined by the x-axis 502 and the z-axis 506. Figure 4A and Figure 4B In both the first known actuation system 300 and the second known actuation system 400, the actuator 302 similarly extends and / or rotates in the xz plane. Therefore, in order to allow the actuator 302 to travel in a straight line, both the first known actuation system 300 and the second known actuation system 400 require additional available space along the x-axis 502 in the wing 104 to accommodate it.

[0051] Figure 5 The example diagram shown orally orients the exemplary linear actuator 510 such that the linear travel of the linear actuator 510 occurs in the yz plane defined by the y-axis 504 and the z-axis 506. In this example, the linear travel of the linear actuator 510 along the exemplary linear travel path 512 causes the spoiler 112 to rotate about the rotation axis 508 between an upward position and a cruise position. Therefore, by reducing the linear travel along the x-axis 502, the space required along the x-axis 502 is reduced, and the rear spar 210 of the wing 104 can be positioned rearward at a second distance 410 from the trailing edge 204 (e.g., as shown). Figure 4B (As shown in the example). Furthermore, since this straight-line travel occurs in the yz plane instead of the xz plane, it is not necessary to implement... Figure 4B With the fairing 412 in place, the rear spar 210 can be positioned rearward to accommodate straight-line travel. Therefore, the system shown in the diagram for spoiler actuation allows for an increase in the size of the spar box 212 and thus an increase in the amount of fuel stored therein, while maintaining the aerodynamic efficiency of the aircraft 100.

[0052] Figure 6 This is an interior view of an exemplary spoiler actuation system 600 according to the examples disclosed herein, wherein the spoiler 112 is in the cruise position. Figure 6In the example shown, the spoiler actuation system 600 includes a linear actuator 510 that includes an exemplary pinion 602 operatively coupled to an exemplary rack 604. The rack 604 is configured to translate relative to the pinion 602. The pinion 602 and rack 604 are housed in an exemplary cylinder (e.g., a hydraulic cylinder) 606, wherein an exemplary bearing 607 is operatively coupled between the rack 604 and the cylinder 606 to allow the rack 604 to slide within the cylinder 606. In this example, the rack 604 is oriented along a direction of the y-axis 504 (not shown). Figure 6 The page is scrolling outwards. In this example, an exemplary hydraulic control module (HCM) 608 is operationally coupled to cylinder 606 to control the flow of one or more fluids from the hydraulic system of aircraft 100. In this example, HCM 608 is fixedly coupled to rear spar 210.

[0053] exist Figure 6 In the example shown, the spoiler actuation system 600 also includes an exemplary first crank 610 coupled to a pinion 602. The first crank 610 rotates with the pinion 602. The first crank 610 is coupled to an exemplary second crank 612 via an exemplary rod (e.g., a push rod) 614 rotatably connected between them. The second crank 612 is substantially aligned with and rotates with the spoiler 112. Specifically, the second crank 612 and the spoiler 112 rotate about an exemplary first engagement point 616 to move the spoiler 112 between a cruising position and an up position. The rod 614 rotates relative to the second crank 612 at an exemplary second engagement point 618 and relative to the first crank 610 at an exemplary third engagement point 620. In this example, the first engagement point 616 is in a fixed position, and the second engagement point 618 and the third engagement point 620 are movable.

[0054] In this example, HCM 608 guides hydraulic fluid between one or more chambers of cylinder 606. In some examples, the hydraulic fluid generates hydraulic pressure in one or more chambers, and the hydraulic pressure causes rack 604 to slide between a first position and a second position within cylinder 606. In this example, rack 604 is in the first position. When rack is in the first position, pinion 602 is oriented such that first crank 610 is substantially parallel to y-axis 504 (e.g., towards). Figure 6 (Outside of the page). In such an example, lever 614 holds the second crank 612 and thus the spoiler 112 in the cruising position.

[0055] In this example, the spoiler actuation system 600 also includes an exemplary rotary position sensor 622 coupled to the first crank 610 and / or pinion 602. The rotary position sensor 622 is used to meet accuracy requirements related to the position of the spoiler 112, and is configured to measure the rotational travel of the first crank 610 and / or pinion 602. Alternatively, the rotary position sensor 622 may be configured as a linear position sensor (e.g., Figure 3A and / or Figure 3B A linear position sensor 307 is used to measure the linear travel of the rack 604 within the cylinder 606. In some examples, a rotary position sensor 622 transmits measurements of rotary travel and / or linear travel to the HCM 608 via one or more electrical signals along a wired connection. In some such examples, the HCM 608 directs and / or controls hydraulic fluid to the cylinder 606 based on the measurements.

[0056] Figure 7 yes Figure 6 An internal view of an exemplary spoiler actuation system 600, wherein the spoiler 112 is in an upward position. Figure 7 In the example shown, HCM 608 is configured to direct hydraulic fluid into the first chamber of cylinder 606 in response to a command signal received at HCM 608. For example, Figure 1 The operator of the aircraft 100 can send command signals from the cockpit 120 when the aircraft 100 lands and / or descends.

[0057] exist Figure 7 In the example shown, when HCM 608 directs hydraulic fluid into the first chamber of cylinder 606, the hydraulic pressure in the first chamber causes rack 604 to... Figure 6 Slide to the first position Figure 7 The second position. As rack 604 slides to the second position, rack 604 causes pinion 602 to rotate, and thus causes a corresponding rotation of the first crank 610 about the exemplary pinion shaft 702. In such an example, when the first crank 610 is in the yz plane (e.g., y-axis 504 is in...), Figure 7 When rotating outside the page (in the middle), the first crank 610 pushes the rod 614 upward. The rod 614 applies an upward force at the second engagement point 618, which causes the second crank 612 and thus the spoiler 112 to rotate to an upward position in the xz plane about the first engagement point 616.

[0058] In some examples, the HCM 608 holds the spoiler 112 in the upward position by maintaining the hydraulic pressure in the first chamber of cylinder 606 at or above a threshold. Alternatively, the HCM 608 can lower the spoiler 112 by supplying hydraulic fluid to the second chamber of cylinder 606 to increase the hydraulic pressure therein. In such an example, the hydraulic pressure in the second chamber of cylinder 606 returns the rack 604 to the first position, thereby returning the spoiler 112 to the upward position. Figure 6 The cruise position is shown in the diagram. Therefore, the HCM 608 controls the movement of the spoiler 112 between the upward position and the cruise position. In some examples, the HCM 608 moves the spoiler 112 to the upward position in response to a first command signal from the cockpit 120, and moves the spoiler 112 to the cruise position in response to a second command signal from the cockpit 120.

[0059] Alternatively, HCM 608 may not supply hydraulic fluid to the second chamber to lower spoiler 112 and / or return spoiler 112 to the cruise position. For example, during forward propulsion of aircraft 100, ambient air moving relative to aircraft 100 exerts pressure on the surface of spoiler 112 in a rearward direction (e.g., rearward direction substantially parallel to x-axis 502). In some such examples, the air pressure on spoiler 112 is greater than the upward force applied at the second engagement point 618, thus causing spoiler 112 to rotate downward about the first engagement point 616 to the cruise position. In some examples, HCM 608 reduces the hydraulic pressure in the first chamber of cylinder 606 to allow spoiler 112 to return to the cruise position.

[0060] Figure 8A It is along Figure 6 The image shows a cross-sectional view of an exemplary spoiler actuation system 600, taken from line BB. Figure 8A In the example shown, the HCM 608 is fluidly connected to Figure 1 The exemplary hydraulic system 802 of the aircraft 100. The HCM 608 also includes an exemplary remote electronic unit (REU) 804, which is communicatively coupled to an exemplary solenoid valve (SOV) 806 via an exemplary first wired connection 808 and communicatively coupled to an exemplary flight control electronics (FCE) 810 via an exemplary second wired connection 812. In some examples, the FCE 810 is located in the fuselage 102 of the aircraft 100. The REU 804 further communicates and / or is operationally coupled to via an exemplary third wired connection 814. Figure 6 and / or Figure 7 The rotary position sensor 622, and communicates and / or is coupled to in operation via an exemplary fourth wired connection. Figure 6 and / or Figure 7The exemplary pressure sensor 816 is shown in the figure. In addition, REU804 is electrically and / or operationally coupled to the exemplary electro-hydraulic servo valve (EHSV) 820 via exemplary fifth wired connection 822 and exemplary sixth wired connection 824.

[0061] exist Figure 8A In the illustrated example, SOV 806 is fluidly connected to hydraulic system 802 via an exemplary first conduit (e.g., pipe, conduit) 826 and an exemplary second conduit 828. Hydraulic fluid from hydraulic system 802 flows to SOV 806 via the first conduit 826, and hydraulic fluid returns from SOV 806 to hydraulic system 802 via the second conduit 828. In this example, an exemplary inlet filter 830 is implemented within the first conduit 826 to filter the hydraulic fluid entering EHSV 820 and SOV 806. The inlet filter 830 filters and / or removes contaminants from the hydraulic fluid to mitigate damage to the components of HCM 608.

[0062] In this example, REU 804 is configured to send a control signal to SOV 806 based on pressure data received from pressure sensor 816. For example, REU 804 receives pressure data from pressure sensor 816 via a fourth wired connection 818. In this example, the pressure data corresponds to the hydraulic pressure of the hydraulic fluid in the first conduit 826. REU 804 compares the hydraulic pressure to a first pressure threshold. In response to a hydraulic pressure that meets the first pressure threshold, REU 804 sends a first control signal to SOV 806 to move SOV 806 to a first state (e.g., as...). Figure 8A (As shown in the example). Instead, in response to the hydraulic pressure not meeting the first pressure threshold, REU 804 sends a second control signal to SOV 806 to move SOV 806 to a second state. In this example, SOV 806 switches between the first and second states to selectively allow or prevent hydraulic fluid flow to the exemplary auxiliary actuator 832.

[0063] exist Figure 8AIn the illustrated example, SOV 806 is fluidly connected to auxiliary actuator 832 via exemplary conduit 834. In this example, when SOV 806 is in a first state, SOV 806 allows hydraulic fluid to flow to auxiliary actuator 832 and moves auxiliary actuator 832 to a retracted position. Auxiliary actuator 832 is operatively coupled to pinion 602 via exemplary locking lever 836. When auxiliary actuator 832 is in the retracted position, locking lever 836 does not engage pinion 602. Therefore, pinion 602 can rotate freely about pinion shaft 702, thereby allowing spoiler 112 to move between an up position and a cruise position. Conversely, when SOV 806 is in a second state, SOV 806 blocks and / or restricts hydraulic fluid flow to auxiliary actuator 832. In this example, when the fluid pressure within the auxiliary actuator 832 is below a second pressure threshold, the auxiliary actuator 832 is biased to an extended position by an exemplary mechanical spring 835 of the auxiliary actuator 832. When the auxiliary actuator 832 is in the extended position, the auxiliary actuator 832 pushes a locking lever 836 and engages the locking lever 836 with the pinion 602. In such an example, the locking lever 836 prevents and / or restricts clockwise rotation of the pinion 602, thereby preventing and / or restricting movement of the spoiler 112 between the up position and the cruise position. The following will combine... Figure 10A , Figure 10B , Figure 10C The auxiliary actuator 832 and the locking lever 836 are described in further detail.

[0064] In this example, the first conduit 826 and the second conduit 828 are also fluidly connected to the EHSV 820. Additionally, the EHSV 820 is fluidly connected to an exemplary first chamber 838 of the cylinder 606 via an exemplary third conduit 840, and to an exemplary second chamber 842 of the cylinder 606 via an exemplary fourth conduit 844. The EHSV 820 is fluidly connected to an exemplary third chamber 846 via an exemplary second conduit 828. Figure 8A and Figure 8B In the example shown, REU 804 can switch the EHSV820 between three states (e.g., as shown). Figure 8A The intermediate state shown below Figure 8B The third state shown below and below Figure 9 (The fourth state shown) controls the flow of hydraulic fluid between the first chamber 838 and the second chamber 842, thereby controlling the movement of the spoiler 112 between the upward position and the cruise position.

[0065] In this example, REU 804 receives first and / or second command signals from FCE 810 via a second wired connection 812. REU 804 determines that spoiler 112 will move upward in response to receiving the first command signal, or REU 804 determines that spoiler 112 will move downward in response to receiving the second command signal. In the illustrated example, in response to determining that spoiler 112 will move upward, REU 804 sends a first control signal to EHSV 820 via a fifth wired connection 822. EHSV 820 switches to a third state in response to receiving the first control signal (e.g., as follows). Figure 8B (As shown in the example shown). Instead, in response to determining that the spoiler 112 will move downward, REU 804 sends a second control signal to EHSV 820 via the sixth wired connection 824. EHSV 820 switches to the fourth state in response to receiving the second control signal (e.g., as shown below). Figure 9 (As shown in the example shown).

[0066] exist Figure 8A In the example shown, EHSV 820 is in an intermediate state. In such an example, when EHSV 820 is in the intermediate state, the third pipe 840 and the fourth pipe 844 are not fluidly connected to the hydraulic system 802. Therefore, EHSV 820 in the intermediate state prevents fluid from flowing into or out of the first chamber 838 and the second chamber 842, thereby keeping the pinion 602, rack 604, and spoiler 112 in a position as shown. Figure 8A The current position is shown. In some examples, the EHSV 820 is in an intermediate state when the current position of the spoiler 112 corresponds to the desired position of the spoiler 112.

[0067] Figure 8B It is along Figure 6 The image shows a cross-sectional view of an exemplary spoiler actuation system 600 taken from line BB, where the spoiler 112 is moving toward a cruising position. Figure 8B In the example shown, REU 804 receives a first command signal from FCE 810 via a second wired connection 812, and REU 804 determines, in response to receiving the first command signal, that spoiler 112 will move toward the cruise position. In this example, REU 804 sends a first control signal to EHSV 820 to cause EHSV 820 to switch to... Figure 8B The third state is shown.

[0068] When EHSV 820 is in its third state, EHSV 820 fluidly connects the first conduit 826 to the fourth conduit 844 and fluidly connects the second conduit 828 to the third conduit 840. In this example, EHSV 820, in its third state, directs hydraulic fluid from hydraulic system 802 to the second chamber 842 and returns hydraulic fluid from the first chamber 838 to hydraulic system 802. In this example, the hydraulic fluid in the first chamber 838 generates hydraulic pressure on an exemplary first piston 848 coupled to rack 604, and the hydraulic fluid in the second chamber 842 generates hydraulic pressure on an exemplary second piston 850 coupled to rack 604. In this example, the first piston 848 and the second piston 850 are coupled to rack 604 at opposite ends of rack 604.

[0069] In this example, when EHSV 820 is in the third state, the hydraulic pressure on the second piston 850 increases. Figure 8B In the example shown, rack 604 moves to the left toward the first position within cylinder 606. In some examples, rack 604 moves toward the first position when the hydraulic pressure on the second piston 850 is greater than the hydraulic pressure on the first piston 848. In this example, the teeth of pinion 602 mesh with the corresponding teeth of rack 604, such that when rack 604 is in… Figure 8B When the rack 604 shifts to the left between the first and second positions, the pinion 602 rotates between the third and fourth positions. Figure 8B In the first position, pinion 602 is in the third position, and thus the first crank 610, rod 614 and second crank 612 hold the spoiler 112 in the cruising position (e.g., as shown in the image). Figure 6 (As shown). Can be controlled. Figure 8B The rack 604 in the middle moves further to the left to move the spoiler 112 from the cruise position to the drooping position.

[0070] Turning Figure 9 This illustrates the edge of an exemplary spoiler actuation system 600. Figure 7 A sectional view taken by the CC line. Figure 9 In the example shown, the spoiler actuation system 600 is configured to hold the spoiler 112 in an upward position (e.g., as shown in the example). Figure 7 (As shown). For example, the spoiler actuation system 600 from Figure 8B The first configuration shown is moved to Figure 9 The second configuration shown moves the spoiler 112 from the cruise position to the upward position. In some examples, Figure 1The operator of aircraft 100 operates FCE 810 to send a second command signal to REU 804 via a second wired connection 812, wherein the first command signal instructs REU 804 that spoiler 112 will be deployed (e.g., moved to an upward position). In some examples, FCE 810 sends the second command signal when aircraft 100 is landing and / or descending. Figure 9 In the example shown, SOV 806 is in the first state and auxiliary actuator 832 is in the retracted position, thus allowing pinion 603 to rotate freely about pinion shaft 702.

[0071] In this example, REU 804 determines the angular position and / or rotational travel of pinion 602 based on measurement data (e.g., position data) received from rotary position sensor 622. For example, rotary position sensor 622 is configured to measure the angular position of pinion 602 and periodically transmit the measured angular position to REU 804 via one or more feedback signals. REU 804 determines the rotational travel of pinion 602 based on its angular position over time. In some examples, rotary position sensor 622 sends one or more feedback signals to REU 804 based on a selected frequency. In some examples, the frequency is selected during the initialization and / or implementation of rotary position sensor 622 on pinion 602. In other examples, rotary position sensor 622 sends measurement data to REU 804 in response to a request received from REU 804 via third wired connection 814. In such an example, the request is an electrical signal sent from REU 804 to rotary position sensor 622.

[0072] exist Figure 9 In the example shown, in response to receiving the second command signal and measurement data, REU 804 determines the target position of pinion 602 based on the second command signal and determines the current position of pinion 602 based on the measurement data. When the current position is clockwise relative to the target position, REU 804 instructs EHSV 820 to switch to... Figure 9 The fourth state is shown. When EHSV 820 is in the fourth state, EHSV 820 fluidly connects the first conduit 826 to the third conduit 840 and fluidly connects the second conduit 828 to the fourth conduit 844. In such an example, EHSV 820 in the fourth state directs hydraulic fluid from hydraulic system 802 to the first chamber 838 and allows hydraulic fluid from the second chamber 842 to return to hydraulic system 802. In such an example, the hydraulic fluid in the first chamber 838 increases the hydraulic pressure on the first piston 848 and causes the rack 604 to... Figure 9The center moves to the right, causing the pinion 602 to rotate counterclockwise. Alternatively, when the current position is rotated counterclockwise relative to the target position, REU 804 guides EHSV 820 to switch... Figure 8B The third state is to supply hydraulic fluid to the second chamber 842. In such an example, the hydraulic fluid in the second chamber 842 causes the rack 604 to... Figure 9 The gear moves to the left, causing the pinion 602 to rotate clockwise.

[0073] exist Figure 9 In the example shown, the target position of the pinion 602 corresponds to the spoiler 112 being in an upward position. Thus, to move the spoiler 112 upward, the pinion 602 will rotate counterclockwise from its current position to the target position. Therefore, REU804 sends a second control signal to EHSV 820 to switch EHSV 820 to the fourth state. When EHSV 820 is in the fourth state, hydraulic fluid flows into the first chamber 838 and along the first piston 848. Figure 9 Hydraulic pressure is generated in the rightward direction. When the hydraulic pressure on the first piston 848 is greater than the hydraulic pressure on the second piston 850, the rack 604 moves to the right. When the rack 604 moves to the right, the second piston 850 discharges hydraulic fluid from the second chamber 842 through the fourth pipe 844 into the hydraulic system 802.

[0074] The pinion 602 is operationally connected to the rack 604, so that when the rack 604 moves to the right, the pinion 602... Figure 9 In the example shown, the rotation is counterclockwise. The first crank 610 rotates with the pinion 602 such that the rotational travel of the first crank 610 about the pinion shaft 702 corresponds to the rotational travel of the pinion 602. When the first crank 610 rotates counterclockwise about the pinion shaft 702, the first crank 610 pushes the rod 614 upward. Therefore, the upward force of the rod 614 at the second engagement point 618 causes the second crank 612 and thus the spoiler 112 to rotate around... Figure 6 and / or Figure 7 The first joint point 616 rotates upward.

[0075] In some examples, REU 804 calculates the error between the current position and the target position. In some examples, REU 804 selectively controls the current value of the control signal to EHSV 820 based on this error. In such examples, EHSV 820 supplies hydraulic fluid to the first chamber 838 and the second chamber 842 at a pressure and / or flow rate corresponding to this current value. For example, EHSV 820 increases the pressure and / or flow rate of the hydraulic fluid entering the first chamber 838 in response to an increase in the first current value of the first control signal, and decreases the pressure and / or flow rate of the hydraulic fluid entering the first chamber 838 in response to a decrease in the first current value. Similarly, EHSV 820 increases the pressure and / or flow rate of the hydraulic fluid entering the second chamber 842 in response to an increase in the second current value of the second control signal, and decreases the pressure and / or flow rate of the hydraulic fluid entering the second chamber 842 in response to a decrease in the second current value. In some examples, the linear travel speed of rack 604 corresponds to the pressure and / or flow rate of the hydraulic fluid entering the first chamber 838 and the second chamber 842. Therefore, by selectively changing the first and second current values, REU 804 can precisely control the speed at which pinion 602 moves from its current position to a target position. Thus, the spoiler actuation system 600 enables spoiler 112 to travel smoothly between a cruising position and an upward position (e.g., without noticeable delay or overshoot).

[0076] In some examples, the spoiler actuation system 600 can return the spoiler 112 to the cruise position. For example, the operator of aircraft 100 can operate FCE 810 to send a first command signal to REU 804 via a second wired connection 812, wherein the first command signal instructs REU 804 that the spoiler 112 will be retracted (e.g., moved to the cruise position). In some examples, FCE 810 sends the first command signal when aircraft 100 is ascending and / or cruiseing. In such an example, REU 804 guides EHSV 820 to switch to a third state, thereby combining as described above. Figure 8B The spoiler 112 is moved downwards.

[0077] In some examples, in response to REU 804 determining that pinion 602 is in a target position (e.g., thus indicating that spoiler 112 is in a desired position), REU 804 instructs EHSV 820 to switch as... Figure 8A The intermediate state is shown. When EHSV 820 is in the intermediate state, EHSV 820 prevents hydraulic fluid from flowing into the first chamber 838 and the second chamber 842. In such an example, the hydraulic pressure in the first chamber 838 and the second chamber 842 allows the spoiler 112 to remain in the desired position until REU 804 receives a new command signal.

[0078] Figure 10A yes Figure 8A , Figure 8B and / or Figure 9 Detailed views of the exemplary auxiliary actuator 832 and the exemplary locking lever 836. Figure 10A In the illustrated example, the auxiliary actuator 832 includes an exemplary piston 1002 coupled to an exemplary rod 1004. The piston 1002 and rod 1004 are slidable within an exemplary actuator cylinder 1006. The actuator cylinder 1006 includes an exemplary first chamber 1008 and an exemplary second chamber 1010. In some examples, the first chamber 1008 is fluidly coupled to a conduit 834. Figure 8A , Figure 8B and / or Figure 9 SOV 806, and the second chamber 1010 is fluidly connected to Figure 8A , Figure 8B and / or Figure 9 The return line of the hydraulic system 802 (e.g., second conduit 828). In this example, piston 1002 is sealed to actuator cylinder 1006 to prevent hydraulic fluid from flowing between first chamber 1008 and second chamber 1010. In this example, exemplary follower 1012 is coupled to the end of rod 1004 to engage with locking lever 836. Mechanical spring 835 is... Figure 10A Hydraulic compression in the first chamber 1008 of the example shown. In this example, a mechanical spring 835 is operatively connected between the piston 1002 and the exemplary end plate 1014 of the actuator cylinder 1006.

[0079] exist Figure 10A In the example shown, when SOV 806 is in the first state, SOV 806 directs hydraulic fluid from hydraulic system 802 to the first chamber 1008 of auxiliary actuator 832. The hydraulic fluid in the first chamber 1008 flows along... Figure 10A The hydraulic pressure is generated on piston 1002 in the leftward direction. When the hydraulic pressure on piston 1002 is greater than the force exerted on piston 1002 by mechanical spring 835, the hydraulic pressure causes piston 1002 and rod 1004 to move to the left and compress mechanical spring 835. In such an example, auxiliary actuator 832 is in the retracted position, and follower 1012 is stopped by actuator cylinder 1006.

[0080] Conversely, when SOV 806 is in the second state to prevent hydraulic fluid from flowing to the first chamber 1008, the hydraulic pressure in the first chamber 1008 is directed to the return line of the hydraulic system 802. Therefore, the hydraulic pressure in the first chamber 1008 is less than the force exerted on the piston 1002 by the mechanical spring 835, and the mechanical spring 835 extends to cause the piston 1002 and rod 1004 to... Figure 10A In the example shown, it moves to the right. In such an example, the auxiliary actuator 832 is in the extended position, and the follower 1012 is positioned away from the actuator cylinder 1006.

[0081] In the illustrated example, an exemplary torsion spring 1016 is operatively coupled to an exemplary pivot bolt 1018 via an exemplary locking lever 836. The pivot bolt 1018 is implemented within an exemplary lever support 1020, and the locking lever 836 is rotatable about the pivot bolt 1018. In this example, the torsion spring 1016 causes the locking lever 836 to rotate counterclockwise and rest on the follower 1012, as... Figure 10A As shown. For example, when the locking lever 836 rotates away from (e.g., clockwise) the follower 1012, the torsion spring 1016 increases the force on the locking lever 836. The torsion spring 1016 is also connected to the exemplary bolt 1022 via the locking lever 836.

[0082] Turning Figure 10B , showed Figure 10A along Figure 10A A cross-sectional view of an exemplary locking lever 836 taken from line DD. Figure 10B In the example shown, locking lever 836 and torsion spring 1016 are connected to pivot bolt 1018 between first wall 1102 and second wall 1104 of lever bracket 1020. In this example, exemplary bearing 1106 is connected between locking lever 836 and pivot bolt 1018, and exemplary bushing 1108 is connected between pivot bolt 1018 and first wall 1102 and second wall 1104.

[0083] Figure 10C It shows Figure 10B An exemplary locking lever 836 includes an exemplary safety pin 1110. For example, the safety pin 1110 is coupled between the first wall 1102 and the second wall 1104 and the locking lever 836. In some examples, the safety pin 1110 is used to hold the locking lever 836 in a desired position and / or prevent the locking lever 836 from rotating about the pivot bolt 1018.

[0084] return Figure 10A The auxiliary actuator 832 and the locking lever 836 are positioned close to Figure 8A , Figure 8B and / or Figure 9The pinion 602. When the hydraulic system 802 operates above the pressure threshold (e.g., under normal operating conditions), the auxiliary actuator 832 is in the retracted position, and the torsion spring 1016 causes the locking lever 836 to rest on the surface of the driven member 1012. In such an example, the locking lever 836 does not interfere with the pinion 602, thus allowing the pinion 602 to rotate freely. Conversely, when the hydraulic system 802 operates below the pressure threshold (e.g., under abnormal operating conditions), the auxiliary actuator 832 is in the extended position, and the driven member 1012 pushes the locking lever 836 and causes the locking lever 836 to rotate clockwise about the pivot bolt 1018 (e.g., under normal operating conditions). Figure 10A (In the example shown, it rotates upwards). When the locking lever 836 rotates upwards, the locking lever 836 engages the notch of the pinion 602 to prevent and / or limit the rotation of the pinion 602, thereby preventing the movement of the spoiler 112.

[0085] Figure 11 yes Figure 8A , Figure 8B and / or Figure 9 A cross-sectional view of an exemplary spoiler actuation system 600 during abnormal hydraulic operating conditions of a hydraulic system 802. For example, during abnormal operating conditions, the hydraulic system 802 is depressurized and / or operates below a pressure threshold. In such an example, REU 804 receives pressure data from pressure sensor 816 and determines based on that pressure data that the hydraulic system 802 is operating below a pressure threshold.

[0086] In response to determining that the hydraulic system 802 is operating below a pressure threshold, REU 804 causes SOV 806 to switch to the second state and disables electrical commands to EHSV 820. In such an example, the exemplary bias spring 1120 of EHSV 820 causes EHSV 820 to switch to a third state, such as... Figure 11 As shown in the example, when SOV 806 is in the second state, SOV 806 prevents hydraulic fluid from flowing from the first conduit 826 to the auxiliary actuator 832. Furthermore, SOV 806 in the second state fluidly connects conduit 834 to the return line of the hydraulic system 802 (e.g., the second conduit 828).

[0087] exist Figure 11 In the example shown, because SOV 806 prevents hydraulic fluid from flowing to Figure 10AThe auxiliary actuator 832 shown is positioned in the first chamber 1008, thus moving the auxiliary actuator 832 to the extended position. In this example, hydraulic fluid in the first chamber 1008 is discharged therefrom and returned to the hydraulic system 802 via the second conduit 828. When the auxiliary actuator 832 is in the extended position, in the illustrated example, the auxiliary actuator 832 pushes the locking lever 836 upward, causing the locking lever 836 to engage with the notch of the pinion 602. In this example, the locking lever 836 prevents the pinion 602 from rotating counterclockwise about the pinion shaft 702, thereby preventing the spoiler 112 from moving upward during abnormal operating conditions and / or electrical faults of the hydraulic system 802.

[0088] Figure 12 yes Figure 8A , Figure 8B , Figure 9 and / or Figure 11 An exemplary spoiler actuation system 600 when to Figure 6 and / or Figure 7 Maintenance is performed on and / or near the exemplary spoiler 112, and the hydraulic system 802 will remain pressurized (sectional view). To deactivate the spoiler actuation system 600 and / or prevent the spoiler 112 from moving upward, the operator of the aircraft 100 can send a command signal to the REU 804 via the FCE 810. In response to receiving the command signal, the REU 804 causes the SOV 806 to switch to the second state and disables electrical commands to the EHSV 820, thereby causing the EHSV 820 to switch to the third state. As described above... Figure 11 As described, when SOV 806 and EHSV 820 are in the second and third states respectively, the auxiliary actuator 832 moves to the extended position and causes the locking lever 836 to rotate upward and engage with the notch of the pinion 602. Additionally, the operator can... Figure 10C The safety pin 1110 is manually inserted into the locking lever 836. In such an example, when the locking lever 836 is rotated upward and engages with the notch of the pinion 602, the safety pin 1110 locks the locking lever 836 in its current position. The safety pin 1110 locks the locking lever 836 to prevent the pinion 602 from rotating, thereby preventing the spoiler 112 from moving upward. In some examples, the safety pin 1110 is removed from the locking lever 836 after maintenance is completed. Advantageously, by preventing the spoiler 112 from moving upward, the safety pin 1110 allows ground crew to safely perform maintenance on or near the spoiler 112 and / or allows the aircraft 100 to take off with a non-functional spoiler.

[0089] Figure 13 It means targeting Figure 1 aircraft 100 and Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 An exemplary table 1300 shows the positions of the spoiler 112 and auxiliary actuator 832 in corresponding states of the hydraulic system 802. Figure 13 In the example shown, table 1300 includes an exemplary first column 1301 corresponding to the state of aircraft 100, an exemplary second column 1302 corresponding to the state of hydraulic system 802, an exemplary third column 1304 corresponding to the position of auxiliary actuator 832, and an exemplary fourth column 1306 corresponding to the position of spoiler 112.

[0090] exist Figure 13 In the illustrated example, exemplary first line 1308 corresponds to aircraft 100 being in flight and hydraulic system 802 being activated and operating under normal hydraulic conditions. In such an example, hydraulic fluid from hydraulic system 802 is supplied to HCM 608 at or above a pressure threshold. Therefore, as indicated by first line 1308, when hydraulic system 802 is operating at or above a pressure threshold, auxiliary actuator 832 is in the retracted position. In such an example, the position of spoiler 112 can be controlled by a command signal from FCE 810 and / or a control signal from REU 804. For example, spoiler 112 moves upward in response to REU 804, causing EHSV 820 to switch to... Figure 9 The fourth state is shown, and the spoiler 112 moves downward in response to REU 804, causing EHSV 820 to switch to... Figure 8B The third state is shown. In some examples, REU 804 causes EHSV 820 to switch to... Figure 8A The intermediate state shown is used to hold the spoiler 112 in a desired position, wherein the EHSV 820 in the intermediate state prevents fluid from flowing into the first chamber 838 and the second chamber 842 of the cylinder 606. In some examples, the desired position is between an up position and a cruise position. In some such examples, the REU 804 determines the desired position based on a command signal received from the FCE 810.

[0091] exist Figure 13In the illustrated example, exemplary second line 1310 corresponds to aircraft 100 being in flight and hydraulic system 802 being activated and operating below a pressure threshold. In such an example, hydraulic fluid from hydraulic system 802 is supplied to HCM 608 below the pressure threshold. Therefore, as indicated by second line 1310, when hydraulic system 802 is operating below the pressure threshold, auxiliary actuator 832 is in the extended position. In such an example, auxiliary actuator 832 causes locking lever 836 to rotate upward and engage pinion 602, thereby preventing spoiler 112 from moving upward. Alternatively, when spoiler 112 is in the upward position and hydraulic system 802 is operating below the pressure threshold, aerodynamics on spoiler 112 can move spoiler 112 downward to the cruise position.

[0092] exist Figure 13 In the illustrated example, exemplary third line 1312 corresponds to aircraft 100 being in flight and hydraulic system 802 being shut down and / or malfunctioning. Therefore, as indicated by third line 1312, when hydraulic system 802 malfunctions, auxiliary actuator 832 is in the extended position. In such an example, auxiliary actuator 832 causes locking lever 836 to rotate upward and engage pinion 602, thereby preventing spoiler 112 from moving upward. In such an example, locking lever 836 prevents upward aerodynamic forces on spoiler 112 from moving spoiler 112 upward.

[0093] exist Figure 13 In the illustrated example, exemplary fourth line 1314 corresponds to aircraft 100 being on the ground and hydraulic system 802 being activated and operating under normal hydraulic conditions. Therefore, as indicated by third line 1312, auxiliary actuator 832 is in the extended position. In this example, REU 804 deactivates SOV 806 and EHSV 820 via electrical command. In such an example, a maintenance personnel would insert a handle into locking lever 836 to lock pinion 602 and spoiler 112 in the cruise position. When pinion 602 and spoiler 112 are locked, maintenance personnel can perform maintenance tasks on and / or near spoiler 112.

[0094] Figure 14 Is Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 A block diagram of an exemplary REU 804 implemented in a spoiler actuation system 600. Figure 14In the example shown, REU 804 includes an exemplary signal receiver 1402 that is communicatively and / or electrically connected to FCE 810, pressure sensor 816 and rotary position sensor 622, an exemplary signal transmitter 1404 that is communicatively and / or electrically connected to SOV 806 and EHSV 820, an exemplary position determiner 1406, an exemplary pressure determiner 1408 and an exemplary position controller 1410.

[0095] Signal receiver 1402 receives signals from FCE 810, pressure sensor 816, and / or rotary position sensor 622. For example, signal receiver 1402 receives a first command signal and / or a second command signal from FCE 810. In some examples, the first command signal instructs REU 804 that spoiler 112 will be moved to a cruising position, and the second command signal instructs REU 804 that spoiler 112 will be moved to an up position. In some examples, the current and / or voltage of the first and second command signals indicate a desired position of spoiler 112, wherein the desired position is between the up position and the cruising position. Furthermore, signal receiver 1402 receives position data from rotary position sensor 622 and / or pressure data from pressure sensor 816. In some examples, the position data corresponds to the current position (e.g., angular position) of pinion 602, and the pressure data corresponds to the hydraulic pressure of the hydraulic fluid flowing through first conduit 826. In some examples, signal receiver 1402 periodically receives position data and / or pressure data from rotary position sensor 622 and pressure sensor 816, respectively.

[0096] Signal transmitter 1404 sends control signals to SOV 806 and / or EHSV 820. In some examples, signal transmitter 1404 controls the state of SOV 806 and / or EHSV 820 based on the control signals. For example, signal transmitter 1404 sends a first control signal to switch SOV 806 to a first state and sends a second control signal to switch SOV 806 to a second state. In some examples, signal transmitter 1404 sends third, fourth, and fifth control signals to switch EHSV 820 to a third, fourth, and intermediate state, respectively.

[0097] In some examples, the signal transmitter 1404 is communicatively and / or electrically connected to the FCE 810, the pressure sensor 816, and / or the rotary position sensor 622. In some such examples, the signal transmitter 1404 may transmit position data and / or pressure data from the rotary position sensor 622 and / or the pressure sensor 816 to the FCE 810, respectively. Additionally, in some examples, the signal transmitter 1404 may send a request to the rotary position sensor 622 and / or the pressure sensor 816, where the request is an electrical signal. In some such examples, in response to receiving a request, the rotary position sensor 622 and / or the pressure sensor 816 transmits position data and / or pressure data to the signal receiver 1402.

[0098] Position determiner 1406 determines the position (e.g., angular position) of pinion 602 based on position data from rotary position sensor 622. In some examples, additionally or alternatively, position determiner 1406 determines the linear position of pinion 604 based on the position data. In some examples, based on the determined positions of pinion 602 and / or rack 604, position determiner 1406 determines whether spoiler 112 is in a cruising position, an up position, or a position in between.

[0099] The pressure determiner 1408 determines the pressure (e.g., hydraulic pressure) of the hydraulic fluid passing through the first conduit 826 based on pressure data from the pressure sensor 816. In some examples, the pressure determiner 1408 determines whether the pressure of the hydraulic fluid meets a pressure threshold.

[0100] Position controller 1410 selects the control signals to send to SOV 806 and EHSV 820. In this example, position controller 1410 determines the target position of pinion 602 based on the command signal from FCE 810. Furthermore, position controller 1410 determines the current position of pinion 602 based on position data from rotary position sensor 622 and calculates the error between the target position and the current position. In some examples, position controller 1410 selects the control signals based on the calculated error. Specifically, when the target position is counterclockwise relative to the current position, to reduce the error, position controller 1410 may instruct signal transmitter 1404 to send a first control signal to SOV 806 and a fourth control signal to EHSV 820. Alternatively, when the target position is clockwise relative to the current position, to reduce the error, position controller 1410 may instruct signal transmitter 1404 to send a first control signal to SOV 806 and a third control signal to EHSV 820. In some examples, the position controller 1410 implements a proportional control loop, a proportional-integral (PI) control loop, and / or a proportional-integral-derivative (PID) control loop to select the control signal.

[0101] Figure 15 It is by Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 A block diagram of an exemplary feedback control loop 1500 implemented by the spoiler actuation system 600. In some examples, the spoiler actuation system 600 uses the feedback control loop 1500 to move the spoiler 112 to a desired position. Figure 15 In the example shown, REU 804 receives a command signal from FCE 810. In some examples, REU 804 determines the desired position of spoiler 112 based on the command signal, where the desired position is a cruising position, an up position, or a position in between. In some examples, REU 804 determines the target position of pinion 602 based on the desired position of spoiler 112.

[0102] In this example, REU 804 additionally receives position data from rotary position sensor 622. Based on this position data, REU 804 determines the current position of pinion 602 and calculates the error between the current position and the target position. In some examples, REU 804 selects a third, fourth, and fifth control signal based on the calculated error. For example, when pinion 602 is to rotate counterclockwise from its current position to the target position, REU 804 selects the fourth control signal; when pinion 602 is to rotate clockwise from its current position to the target position, REU 804 selects the third control signal. In some examples, when the current position of pinion 602 is substantially the same as the target position, REU 804 selects the fifth control signal. REU 804 sends the control signals to EHSV 820.

[0103] The EHSV 820 supplies hydraulic fluid to the cylinder 606 based on control signals. For example, the EHSV 820 supplies hydraulic fluid to the first chamber 838 of the cylinder 606 in response to receiving a fourth control signal, and supplies hydraulic fluid to the second chamber 842 in response to receiving a third control signal. Therefore, the EHSV 820 can control the hydraulic pressure on the first piston 848 and the second piston 850.

[0104] As the EHSV 820 supplies hydraulic fluid to the cylinder 606, the hydraulic pressure causes the first piston 848 and the second piston 850, as well as the rack 604, to travel linearly 1502. Furthermore, this linear travel 1502 causes a corresponding rotation 1504 of the pinion 602. In this example, the rotation 1504 of the pinion 602 is provided as feedback to the REU 804 via the rotary position sensor 622. The rotation 1504 of the pinion 602 causes a corresponding travel 1506 of the first crank 610, the rod 614, the second crank 612, and therefore the spoiler 112. In this example, the rotary position sensor 622 continuously measures the current position of the pinion 602 and sends this current position to the REU 804 so that the REU 804 can recalculate the error between the current position and the target position of the pinion 602.

[0105] In some examples, REU 804 determines whether the calculated error meets an error threshold. In some examples, this error threshold is less than 2 degrees between the target position and the current position, less than 1 degree between the target position and the current position, etc. In response to the error not meeting the error threshold, REU 804 further adjusts the control signal provided to EHSV 820 to move pinion 602 toward the target position. In response to the error meeting the error threshold, REU 804 determines that spoiler 112 is in the desired position corresponding to the command signal from FCE 810. In such an example, REU 804 sends a fifth control signal to EHSV 820 to prevent further hydraulic fluid from flowing into cylinder 606, thereby keeping spoiler 112 in the desired position. In some examples, REU 804 receives another command signal from FCE 810 corresponding to the new desired position of spoiler 112. In such an example, REU 804 repeats the above process until spoiler 112 has reached the new desired position.

[0106] Although Figure 14 The implementation is shown in the figure. Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 An exemplary method of REU 804, Figure 14 One or more of the elements, processes, and / or devices shown may be combined, divided, rearranged, omitted, eliminated, and / or implemented in any other way. Furthermore, Figure 14The exemplary signal receiver 1402, exemplary signal transmitter 1404, exemplary position determiner 1406, exemplary pressure determiner 1408, exemplary position controller 1410, and / or more generally, exemplary REU 804 can be implemented by hardware, software, firmware, and / or any combination of hardware, software, and / or firmware. Therefore, for example, any one of the exemplary signal receiver 1402, exemplary signal transmitter 1404, exemplary position determiner 1406, exemplary pressure determiner 1408, exemplary position controller 1410, and / or more generally, exemplary REU 804 can be implemented by one or more analog or digital circuits, logic circuits, programmable processors, programmable controllers, graphics processing units (GPUs), digital signal processors (DSPs), application-specific integrated circuits (ASICs), programmable logic devices (PLDs), and / or field-programmable logic devices (FPLDs). When reading any device or system claim of this patent to cover purely software and / or firmware implementations, at least one of the exemplary signal receiver 1402, exemplary signal transmitter 1404, exemplary position determiner 1406, exemplary pressure determiner 1408, and / or exemplary position controller 1410 is hereby explicitly defined as including non-transitory computer-readable storage devices or storage disks, such as memory, digital versatile discs (DVDs), optical discs (CDs), Blu-ray discs, etc., including software and / or firmware. Furthermore, Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 In addition to the exemplary REU 804 Figure 14 Those shown or replaced Figure 14 Those shown may also include one or more elements, processes and / or devices, and / or may include more than one of any or all of the shown elements, processes and devices. As used herein, the term “communication” covers direct communication and / or indirect communication through one or more intermediate components, and does not require direct physical (e.g., wired) communication and / or continuous communication, but also includes selective communication at periodic intervals, predetermined intervals, non-periodic intervals and / or one-off events.

[0107] exist Figures 16 to 18 The diagram shows the representation used for implementation. Figure 14 The flowchart illustrates exemplary hardware logic, machine-readable instructions, hardware-implemented state machines, and / or any combination thereof for the REU 804. Machine-readable instructions may be one or more executable programs or parts thereof for execution by a computer processor and / or processor circuitry, as illustrated below. Figure 19The exemplary processor platform 1900 discussed illustrates the processor 1912. The program may be implemented in software stored on a non-transitory computer-readable storage medium (e.g., CD-ROM, floppy disk, hard disk drive, DVD, Blu-ray disc, or memory associated with the processor 1912), but the entire program and / or portions thereof may alternatively be executed by a device other than the processor 1912 and / or implemented in firmware or dedicated hardware. Furthermore, while the exemplary program is referred to... Figures 16 to 18 The flowcharts shown are used for description, but alternatively, many other methods can be used to implement the exemplary REU 804. For example, the execution order of the boxes can be changed, and / or some of the boxes described can be changed, removed, or combined. Additionally or alternatively, any or all boxes can be implemented by one or more hardware circuits (e.g., discrete and / or integrated analog and / or digital circuits, FPGAs, ASICs, comparators, operational amplifiers (op-amps), logic circuits, etc.) configured to perform the corresponding operations without running software or firmware. Processor circuitry can be distributed across different network locations and / or local to one or more devices (e.g., multi-core processors in a single machine, multiple processors distributed across a server rack, etc.).

[0108] The machine-readable instructions described herein can be stored in one or more of the following formats: compressed format, encrypted format, segmented format, compiled format, executable format, packaged format, etc. The machine-readable instructions described herein can be stored as data or data structures (e.g., portions of instructions, code, representations of code, etc.) that can be used to create, manufacture, and / or produce machine-executable instructions. For example, machine-readable instructions can be segmented and stored on one or more storage devices and / or computing devices (e.g., servers) located in the same or different locations (e.g., in the cloud, on edge devices, etc.) within a network or set of networks. Machine-readable instructions may require one or more of the following to be installed, modified, adapted, updated, combined, supplemented, configured, decrypted, decompressed, unpacked, distributed, redistributed, compiled, etc., to make them directly readable, interpretable, and / or executable by computing devices and / or other machines. For example, machine-readable instructions can be stored in multiple parts that are individually compressed, encrypted, and stored on separate computing devices, wherein these parts, when decrypted, decompressed, and combined, form a set of executable instructions that implement one or more functions and can together form a program such as that described herein.

[0109] In another example, machine-readable instructions may be stored in a state where they can be read by processor circuitry, but libraries (e.g., dynamic link libraries (DLLs)), software development kits (SDKs), application programming interfaces (APIs), etc., need to be added to enable execution of the instructions on a specific computing device or other device. In yet another example, it may be necessary to configure the machine-readable instructions and / or corresponding programs (e.g., storage settings, data input, recorded network addresses, etc.) before they can be executed in whole or in part. Therefore, machine-readable media as used herein may include machine-readable instructions and / or programs regardless of their specific format or state at storage or otherwise at rest or in transit.

[0110] The machine-readable instructions described in this article can be represented by any past, present, or future instruction language, scripting language, programming language, etc. For example, machine-readable instructions can be represented using any of the following languages: C, C++, Java, C#, Perl, Python, JavaScript, Hypertext Markup Language (HTML), Structured Query Language (SQL), Swift, etc.

[0111] As mentioned above, Figures 16 to 18 The exemplary process can be implemented using executable instructions (e.g., computer and / or machine-readable instructions) stored on a non-transitory computer and / or machine-readable medium such as a hard disk drive, flash memory, read-only memory, optical disk, digital versatile disk, cache, random access memory, and / or any other storage device or storage disk in which information is stored for any duration (e.g., long-term, permanent, transient, temporary cache, and / or information cache). As used herein, the term non-transitory computer-readable medium is explicitly defined to include any type of computer-readable storage device and / or storage disk and excludes propagation signals and transmission media.

[0112] "Comprising" and "including" (and all forms and tenses thereof) are used herein as open-ended terms. Therefore, wherever "comprising" or "including" is used in any form, whether in a claim as a preamble or in any type of claim statement, it should be understood that additional elements, terms, etc., may be present without exceeding the scope of the corresponding claim or reference. As used herein, the phrase "at least" is open-ended in the same way as the terms "comprising" and "including" when used as a transitional term, for example, in the preamble of a claim. The term "and / or," when used in the form of, for example, A, B, and / or C, refers to any combination or subset of A, B, and C, such as (1) A alone, (2) B alone, (3) C alone, (4) A and B, (5) A and C, (6) B and C, and (7) A and B and C. As used herein in the context of describing structures, components, matters, objects, and / or things, the phrase "at least one of A and B" is intended to refer to an implementation including (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, matters, objects, and / or things, the phrase "at least one of A or B" is intended to refer to an implementation including (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing the execution or operation of processes, instructions, actions, activities, and / or steps, the phrase "at least one of A and B" is intended to refer to an implementation including (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.

[0113] As used herein, singular references (e.g., "a," "an," "first," "second," etc.) do not exclude plurals. As used herein, the term "a" or "an" refers to one or more of those entities. The terms "a," "one or more," and "at least one" are used interchangeably herein. Furthermore, although listed separately, multiple devices, elements, or method actions can be implemented, for example, by a single unit or processor. Moreover, while individual features may be included in different examples or claims, these may be combined, and inclusion in different examples or claims does not imply that the combination of features is impractical and / or advantageous.

[0114] Figure 16 It means that it can be generated by Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 A flowchart of an exemplary process 1600 in which the spoiler actuation system 600 performs to move the spoiler 112 between a cruising position and an up position. Figure 16 The exemplary process 1600 begins at box 1602, where, Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 The hydraulic system 802 is energized. For example, when energized, the hydraulic system 802 supplies hydraulic fluid through the first conduit 826 to... Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 HCM 608.

[0115] At frame 1604, the spoiler actuation system 600 is energized. For example, Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 REU 804 and FCE 810 were powered on.

[0116] At box 1606, FCE 810 and REU 804 are electrically and / or communicatively connected. For example, FCE 810 and REU 804 are connected via a second wired connection 812 to transmit one or more signals between them.

[0117] At position 1608, Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 The pressure sensor 816 and the rotary position sensor 622 are electrically and / or communicatively connected to the REU 804. For example, the rotary position sensor 622 is electrically and / or communicatively connected to the REU 804 via a third wired connection 814, and the pressure sensor 816 is electrically and / or communicatively connected to the REU 804 via a fourth wired connection 818.

[0118] At box 1610, Figure 1The aircraft 100 is in flight and REU 804 determines whether the hydraulic pressure is above a threshold. For example, REU 804 receives pressure data from pressure sensor 816 and determines the hydraulic pressure in the first conduit 826 based on that pressure data. In response to REU 804 determining that the hydraulic pressure is above the threshold (e.g., box 1610 returns a "yes" result), the process proceeds to box 1628. Alternatively, in response to REU 804 determining that the hydraulic pressure is not above the threshold (e.g., box 1610 returns a "no" result), the process proceeds to box 1612.

[0119] At box 1612, REU 804 will Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 The SOV 806 and EHSV 820 are powered off. For example, REU 804 sends a second control signal to SOV 806 to switch SOV 806 to power. Figure 11 and / or Figure 12 The second state is shown. In some examples, SOV 806 is biased to the second state when there is no signal between REU 804 and SOV 806. In such an example, REU 804 switches SOV 806 to the second state by stopping the current flowing to SOV 806 through the first wired connection 808.

[0120] At frame 1614, auxiliary actuator 832 extends. For example, in response to SOV 806 in its second state preventing hydraulic fluid flow to auxiliary actuator 832, Figure 10A The pressure in the first chamber 1008 of the auxiliary actuator 832 decreases. Thus, Figure 10A The mechanical spring 835 moves the auxiliary actuator 832 to the extended position.

[0121] At frame 1616, auxiliary actuator 832 rotates clockwise. Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 The locking lever 836. For example, the auxiliary actuator 832 in the extended position pushes the locking lever 836 upward to cause the lever to surround... Figure 10A Rotate the pivot bolt 1018 clockwise.

[0122] At box 1618, EHSV 820 switches to Figure 11 and / or Figure 12 The third state. For example, REU 804 disables control signals sent to EHSV 820 via the fifth wired connection 822 and the sixth wired connection 824. Figure 11The bias spring 1120 switches EHSV 820 to the third state. In some examples, EHSV 820 is spring-biased to the third state when there is no signal from REU 804 via the fifth wire connection 822 and the sixth wire connection 824. In such an example, REU 804 switches EHSV 820 to the third state by stopping the current flowing to EHSV 820.

[0123] At position 1620, Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 The second chamber 842 of cylinder 606 is fluidly connected to the hydraulic supply line. For example, in the third state, EHSV 820 fluidly connects the first pipe 826 to the fourth pipe 844, so that hydraulic fluid from hydraulic system 802 can flow through EHSV 820 to the second chamber 842.

[0124] At position 1622, Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 The rack 604 moves to the left, causing the spoiler 112 to move downward. For example, in response to the supply of hydraulic fluid to the second chamber 842, the hydraulic pressure in the second chamber 842 causes the rack 604 to move to the left, thereby causing the pinion 602 to rotate clockwise. The rotation of the pinion 602 causes the first crank 610, the second crank 612, and the lever 614 to rotate accordingly, thereby causing the spoiler 112 to move downward toward the cruising position.

[0125] At frame 1624, locking lever 836 engages with a notch in pinion 602. For example, as locking lever 836 rotates clockwise, it locks pinion 602 to prevent it from rotating counterclockwise.

[0126] At frame 1626, spoiler 112 remains in the cruise position. For example, when locking lever 836 engages with the notch of pinion, spoiler 112 is prevented from moving upward. This process ends and spoiler 112 remains in the cruise position while aircraft 100 is in flight.

[0127] Returning to box 1628, in response to REU 804 determining that the hydraulic pressure in the first conduit 826 is higher than a threshold, REU 804 supplies power to SOV 806. For example, REU 804 sends a first control signal to SOV 806 to switch SOV 806 to... Figure 8A , Figure 8B and / or Figure 9The first state is shown in the diagram. In some examples, SOV 806 is biased to the second state when there is no signal between REU 804 and SOV 806. In such an example, REU 804 switches SOV 806 to the first state by allowing current to flow through the first wired connection 808 to SOV 806.

[0128] At frame 1630, the auxiliary actuator 832 retracts. For example, in response to the SOV 806 in its first state supplying hydraulic fluid to the auxiliary actuator 832, the pressure in the first chamber 1008 of the auxiliary actuator 832 increases. Consequently, the pressure in the first chamber 1008 overcomes the force of the mechanical spring 835, causing the auxiliary actuator 832 to move to the retracted position.

[0129] At position 1632, Figure 10A The torsion spring 1016 causes the locking lever 836 to rotate counterclockwise about the pivot bolt 1018. For example, the locking lever 836 rotates away from the pinion 602, thereby allowing the pinion 602 to rotate freely about the pinion shaft 702.

[0130] At frame 1634, the spoiler actuation system 600 moves the spoiler 112 based on a command from FCE 810, as described below. Figure 17 As described.

[0131] Figure 17 It means that it can be generated by Figure 8A , Figure 8B , Figure 9 , Figure 10A , Figure 10B , Figure 10C and / or Figure 11 The spoiler actuation system 600 performs based on and Figure 16 The flowchart of an exemplary process 1700, associated with a command from FCE 810, causing the spoiler 112 to move, is shown in box 1634. When the hydraulic system 802 is operating under normal hydraulic conditions and the auxiliary actuator 832 is in the retracted position, Figure 17 The exemplary process 1700 begins.

[0132] At box 1702, REU 804 receives a command signal from FCE 810. For example, REU 804's signal receiver 1402 receives the signal through... Figure 8A , Figure 8B and / or Figure 9 The second wired connection 812 receives a command signal. In some examples, the command signal corresponds to the desired position of the spoiler 112.

[0133] At frame 1704, REU 804 receives position data from rotary position sensor 622. For example, REU 804's signal receiver 1402 receives position data via a third wired connection 814. In some examples, the position data includes the angular position of pinion 602 and / or the linear travel of rack 604.

[0134] At box 1706, REU 804 sends a control signal to EHSV 820 based on a command signal from FCE 810 and position data from rotary position sensor 622. For example, REU 804's position determiner 1406 determines the desired position of spoiler 112 based on the command signal and further determines the target position of pinion 602 corresponding to the desired position of spoiler 112. Position determiner 1406 determines the current position of pinion 602 based on the position data. In this example, REU 804's position controller 1410 selects a control signal based on the error between the target position and the current position. For example, position controller 1410 selects a fourth control signal when pinion 602 rotates counterclockwise from the current position to the target position, and a third control signal when pinion 602 rotates clockwise from the current position to the target position. In this example, the signal transmitter 1404 of REU 804 sends a selected control signal (e.g., a third or fourth control signal) to EHSV 820 via a fifth wired connection 822 and / or a sixth wired connection 824.

[0135] At block 1708, EHSV 820 supplies hydraulic fluid to cylinder 606. For example, EHSV 820 switches to a third state in response to receiving a third control signal, wherein EHSV 820 in the first state supplies fluid from hydraulic system 802 to the second chamber 842 of cylinder 606. Alternatively, EHSV 820 switches to a fourth state in response to receiving a fourth control signal, wherein EHSV 820 in the fourth state supplies fluid from hydraulic system 802 to the first chamber 838 of cylinder 606.

[0136] At frame 1710, hydraulic fluid in cylinder 606 moves rack 640 between a first position and a second position. For example, hydraulic fluid in first chamber 838 applies hydraulic pressure to first piston 848 to cause rack 604 to... Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 In the example shown, it moves to the right. Alternatively, the hydraulic fluid in the second chamber 842 applies hydraulic pressure to the second piston 850 to cause the rack 604 to... Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 In the example shown, it moves to the left.

[0137] At frame 1712, pinion 602 rotates between a third position and a fourth position. For example, when rack 604 moves to the right, pinion 602 rotates counterclockwise to the fourth position. Alternatively, when rack 604 moves to the left, pinion 602 rotates clockwise to the third position.

[0138] At frame 1714, a first crank 610 rotates a rod 614 and a second crank 612, thereby rotating a spoiler 112. For example, when pinion 602 rotates counterclockwise, the first crank 610 rotates counterclockwise with pinion 602, causing rod 614, second crank 612, and spoiler 112 to move upward toward an upward position. Alternatively, when pinion 602 rotates clockwise, the first crank 610 rotates clockwise with pinion 602, causing rod 614, second crank 612, and spoiler 112 to move downward toward a cruising position.

[0139] At box 1716, REU 804 recalculates the error between the current position and the target position. For example, signal receiver 1402 receives updated position data from rotary position sensor 622, and position determiner 1406 determines the current position of pinion 602 based on the updated position data. In such an example, position controller 1410 recalculates the error between the updated current position and the target position.

[0140] At box 1718, REU 804 determines whether the error meets an error threshold. For example, in response to position controller 1410 determining that the error does not meet the error threshold (e.g., box 1718 returns a "No" result), the process returns to box 1704. Alternatively, in response to position controller 1410 determining that the error meets the error threshold (e.g., box 1718 returns a "Yes" result), the process ends.

[0141] Figure 18 This means that when maintenance is required on or near spoiler 112 and the aircraft 100 is on the ground, it can be performed by maintenance personnel and by [unclear - possibly a specific person or entity]. Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 The flowchart illustrates an exemplary maintenance process 1800 performed by the spoiler actuation system 600. This maintenance process 1800 begins at block 1802, where, at block 1802, Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12The hydraulic system 802 is energized. For example, when energized, the hydraulic system 802 supplies hydraulic fluid to [the target location] through the first conduit 826. Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 HCM 608.

[0142] At frame 1804, the spoiler actuation system 600 is de-energized. For example, when de-energized, the spoiler actuation system 600 prevents the spoiler actuation system 600 from moving the spoiler 112 upward.

[0143] At box 1806, REU 804 is electrically connected to FCE 810 and pressure sensor 816. For example, REU 804 is electrically and / or communicatively connected to FCE 810 via a second wired connection 812, and REU 804 is electrically and / or communicatively connected to pressure sensor 816 via a fourth wired connection 818.

[0144] At position 1808, Figure 8A , Figure 8B , Figure 9 , Figure 11 and / or Figure 12 The EHSV 820 moves to the third state and the bias spring 1120 holds the EHSV 820 in the third state.

[0145] At frame 1810, auxiliary actuator 832 extends and locking lever 836 engages with recess of pinion 602. For example, when auxiliary actuator 832 extends, follower 1012 rotates locking lever 836 toward pinion 602 until locking lever 836 engages with recess of pinion 602.

[0146] At box 1812, FCE 810 determines whether the conditions of aircraft 100 are met and whether the spoiler actuation system 600 has been unintentionally energized. For example, FCE 810 determines that the conditions are met in response to determining that the spoiler control receiver in the cockpit 120 of aircraft 100 is locked, the engine thrust control receiver in the cockpit 120 is locked, or the aircraft 100 is on the ground. In response to FCE 810 determining that the conditions are met and the spoiler actuation system 600 has been unintentionally energized, the process proceeds to box 1814. Alternatively, in response to FCE 810 determining that the spoiler actuation system 600 has not been energized, the process proceeds to box 1820.

[0147] At box 1814, EHSV 820 moves to the intermediate state and auxiliary actuator 832 retracts. For example, REU 804 sends a fifth control signal to EHSV 820 to switch EHSV 820 to... Figure 8AThe intermediate state. When EHSV 820 is in the intermediate state, EHSV 820 prevents hydraulic fluid from flowing from hydraulic system 802 to the first chamber 838 and the second chamber 842.

[0148] At frame 1816, safety pin 1110 is inserted into locking lever 836 and locking lever 836 is locked. For example, a maintenance personnel inserts safety pin 1110 into locking lever 836 to prevent locking lever 836 from rotating about pivot bolt 1018. In some examples, locking lever 836 is locked when auxiliary actuator 832 is extended and safety pin is inserted into locking lever 832.

[0149] At frame 1818, spoiler 112 is held in the cruising position. For example, EHSV 820 in the intermediate state prevents hydraulic fluid from flowing into the first chamber 838 and the second chamber 842, thereby preventing spoiler 112 from moving upward.

[0150] At frame 1820, maintenance personnel perform maintenance on and / or near spoiler 112. For example, while preventing spoiler 112 from moving upwards, maintenance personnel can safely perform one or more maintenance tasks.

[0151] Figure 19 It is constructed to execute Figures 16 to 18 Instructions to achieve Figure 14 A block diagram of an exemplary processor platform 1900 for the REU 804. The processor platform 1900 may be, for example, a server, personal computer, workstation, self-learning machine (e.g., neural network), or mobile device (e.g., mobile phone, smartphone, iPad). TM Tablet computers, personal digital assistants (PDAs), internet devices, DVD players, CD players, digital video recorders, Blu-ray players, game consoles, personal video recorders, set-top boxes, headphones or other wearable devices, or any other type of computing device.

[0152] The processor platform 1900 shown in the example includes a processor 1912. The processor 1912 shown in the example is hardware. For example, the processor 1912 can be implemented by one or more integrated circuits, logic circuits, microprocessors, GPUs, DSPs, or controllers from any desired family or manufacturer. The hardware processor can be a semiconductor-based (e.g., silicon-based) device. In this example, the processor implements a signal receiver 1402, a signal transmitter 1404, a position determiner 1406, a pressure determiner 1408, and a position controller 1410.

[0153] The processor 1912 of the illustrated example includes local memory 1913 (e.g., cache). The processor 1912 of the illustrated example communicates via bus 1918 with main memory, which includes volatile memory 1914 and non-volatile memory 1916. Volatile memory 1914 may be implemented using synchronous dynamic random access memory (SDRAM), dynamic random access memory (DRAM), RAMBUS® dynamic random access memory (RDRAM®), and / or any other type of random access memory device. Non-volatile memory 1916 may be implemented using flash memory and / or any other desired type of storage device. Access to main memory 1914, 1916 is controlled by a memory controller.

[0154] The processor platform 1900 shown in the example also includes interface circuitry 1920. Interface circuitry 1920 can be implemented using any type of interface standard, such as an Ethernet interface, a Universal Serial Bus (USB) interface, a Bluetooth® interface, a Near Field Communication (NFC) interface, and / or a PCI express interface.

[0155] In the example shown, one or more input devices 1922 are connected to interface circuitry 1920. Input devices 1922 allow users to input data and / or commands into processor 1912. Input devices can be implemented as, for example, audio sensors, microphones, cameras (still or video), keyboards, buttons, mice, touchscreens, touchpads, trackballs, and / or voice recognition systems.

[0156] One or more output devices 1924 are also connected to the interface circuitry 1920 of the illustrated example. The output devices 1924 may be implemented, for example, by display devices (e.g., light-emitting diodes (LEDs), organic light-emitting diodes (OLEDs), liquid crystal displays (LCDs), cathode ray tube displays (CRTs), flat panel displays (IPS) displays, touchscreens, etc.), haptic output devices, printers, and / or speakers. Therefore, the interface circuitry 1920 of the illustrated example typically includes a graphics driver card, a graphics driver chip, and / or a graphics driver processor.

[0157] The interface circuit 1920 of the example shown also includes communication devices such as transmitters, receivers, transceivers, modems, residential gateways, wireless access points, and / or network interfaces to facilitate data exchange with external machines (e.g., any type of computing device) via network 1926. Communication can be achieved through, for example, Ethernet connections, digital subscriber line (DSL) connections, telephone line connections, coaxial cable systems, satellite systems, field wireless systems, cellular telephone systems, etc.

[0158] The processor platform 1900 shown in the example also includes one or more mass storage devices 1928 for storing software and / or data. Examples of such mass storage devices 1928 include floppy disk drives, hard disk drives, optical disk drives, Blu-ray disk drives, redundant array of independent disks (RAID) systems, and digital universal disk (DVD) drives.

[0159] Figure 19 The machine-executable instructions 1932 can be stored in mass storage devices 1928, volatile memory 1914, non-volatile memory 1916 and / or removable non-transitory computer-readable storage media such as CDs or DVDs.

[0160] Based on the foregoing, it should be understood that exemplary methods, apparatuses, and articles of manufacture for actuating spoilers on an aircraft using hydraulic fluid have been disclosed. The disclosed methods, apparatuses, and articles of manufacture improve aircraft efficiency by reducing the space required to implement the examples disclosed herein, thereby enabling an increase in the size of the wing spars box and thus increasing the aircraft's fuel capacity. The disclosed methods, apparatuses, and articles of manufacture also prevent the spoilers from moving upwards during a failure of the aircraft's hydraulic system, thereby reducing drag and increasing the aircraft's performance range.

[0161] Example 1 includes an aircraft comprising a wing, a spoiler rotatably coupled to the wing, a spoiler movable between a cruise position and an up position and between a cruise position and a droop position, and a spoiler actuation system of a hydraulic device coupled to the aircraft, the spoiler actuation system including a first piston and a second piston, a rack connected between the first piston and the second piston (the rack being movable between a first position and a second position), a pinion connected to the rack (the pinion rotating between a third position and a fourth position when the rack moves between the first position and the second position), a first crank arm coupled to the pinion (the first crank arm rotating with the pinion between the third position and the fourth position), and a second crank arm coupled to the first crank arm and the spoiler (the second crank arm moving the spoiler between a cruise position and an up position when the first crank arm rotates between the third position and the fourth position).

[0162] Example 2 includes the aircraft of Example 1, wherein the spoiler actuation system includes a hydraulic control module (HCM) that controls hydraulic fluid from a hydraulic system. The HCM includes a pressure sensor, a servo valve, and a solenoid valve.

[0163] Example 3 includes the aircraft of Example 2, wherein a pressure sensor, a servo valve, and a solenoid valve are operationally coupled to a remote electronic unit (REU). The REU sends control signals to the servo valve, which switches between a first state, a second state, and a third state in response to the control signals. In the first state, the servo valve blocks the flow of hydraulic fluid. In the second state, the servo valve directs hydraulic fluid from the hydraulic system toward a first piston. In the third state, the servo valve directs hydraulic fluid toward a second piston.

[0164] Example 4 includes the aircraft of Example 3, wherein a first piston moves a rack to a first position in response to a servo valve being in a second state, and a second piston moves a rack to a second position in response to a servo valve being in a third state.

[0165] Example 5 includes the aircraft of Example 3, which further includes an actuator fluidly coupled to a solenoid valve that moves to an extended position in response to a pressure of hydraulic fluid being less than a pressure threshold. A spring in the actuator holds the actuator in the extended position when the pressure is less than the pressure threshold, and the actuator prevents the pinion from rotating when the actuator is in the extended position.

[0166] Example 6 includes the aircraft of Example 3, wherein the spoiler actuation system includes a rotary position sensor that is operatively coupled to a pinion and communicatively coupled to the REU. The rotary position sensor collects position data corresponding to the pinion (the position data includes the angular position of the pinion) and transmits the position data to the REU in response to a request from the REU.

[0167] Example 7 includes the aircraft of Example 6, which also includes a flight control electronics (FCE) communicatively connected to the REU. The FCE sends command signals to the REU, and the REU sends control signals to the servo valves in response to receiving the command signals.

[0168] Example 8 includes the aircraft of Example 7, wherein REU determines the current position of the pinion based on command signals and determines the target position of the pinion based on position data.

[0169] Example 9 includes the aircraft of Example 8, wherein the REU calculates the error between the current position and the target position, and selects a control signal based on the error.

[0170] Example 10 includes a method comprising receiving a command signal from a flight control electronics (FCE) of an aircraft at a remote electronic unit (REU), and in response to receiving the command signal at the REU, switching a servo valve from an intermediate state to a first state or from an intermediate state to a second state via a control signal from the REU; in response to the servo valve switching to the second state, supplying hydraulic fluid from the servo valve to a piston coupled to a rack, the rack moving from a first position to a second position in response to the supply of hydraulic fluid to the piston; as the rack moves from the first position to the second position, a pinion rotating from a third position to a fourth position, the pinion causing a corresponding rotation of a first crank arm, causing a second crank arm coupled to the first crank arm to rotate; and as the second crank arm rotates, moving a spoiler of the aircraft from a cruise position to an up position.

[0171] Example 11 includes the method of Example 10, which further includes using a rotary position sensor to measure the angular position of the pinion and transmitting the angular position value to the REU.

[0172] Example 12 includes the method of Example 11, which further includes transmitting a control signal from the REU to the servo valve based on a command signal from the FCE and the angular position of the pinion.

[0173] Example 13 includes the method of Example 10, wherein the piston is a first piston, and the method further includes supplying hydraulic fluid to the first piston when the servo valve is in a first state, and supplying hydraulic fluid to a second piston when the servo valve is in a second state, the first piston and the second piston being connected to the rack at opposite ends of the rack.

[0174] Example 14 includes the method of Example 13, which further includes preventing hydraulic fluid from flowing from the servo valve to the first piston in response to at least one of two electrical controls of the servo valve being deactivated or the pressure of the hydraulic fluid being less than a pressure threshold.

[0175] Example 15 includes the method of Example 14, which further includes moving a spoiler from an up position to a cruise position in response to at least one of the two electrical controls of the servo valve being deactivated or the pressure of the hydraulic fluid being less than a pressure threshold.

[0176] Example 16 includes the method of Example 15, which further includes using a locking lever to prevent the pinion from rotating and to keep the spoiler in the cruising position.

[0177] Example 17 includes an apparatus comprising a first piston and a second piston, a rack connected between the first piston and the second piston (the rack being movable within a cylinder between a first position and a second position), a pinion connected to the rack (the pinion rotating between a third position and a fourth position when the rack moves between the first and second positions), a first crank arm connected to the pinion (the first crank arm rotating with the pinion between the third and fourth positions), and a second crank arm connected to the first crank arm and a spoiler of the aircraft (the second crank arm moving the spoiler between a cruise position and an up position when the pinion rotates between the third and fourth positions).

[0178] Example 18 includes the device of Example 17, which further includes a rod rotatably connected between a first crank arm and a second crank arm.

[0179] Example 19 includes the apparatus of Example 17, wherein the rack translates in a first plane and the spoiler rotates in a second plane, the first plane being perpendicular to the second plane.

[0180] Example 20 includes the apparatus of Example 17, wherein a cylinder is fluidly coupled to a hydraulic system that supplies hydraulic fluid to at least one of a first piston or a second piston to move a rack between a first position and a second position.

[0181] Although certain exemplary methods, apparatuses, and articles of manufacture have been disclosed herein, the scope of this patent is not limited thereto. Rather, this patent covers all methods, apparatuses, and articles of manufacture that fall fully within the scope of the claims of this patent.

[0182] Clause 1. According to one aspect of this disclosure, an aircraft is provided, the aircraft comprising:

[0183] Wings;

[0184] A spoiler rotatably coupled to the wing, the spoiler being movable between a cruise position and an up position and between a cruise position and a drooping position; and

[0185] A spoiler actuation system, connected to the aircraft's hydraulic system, comprising:

[0186] First piston and second piston;

[0187] A rack, connected between a first piston and a second piston, is movable between a first position and a second position;

[0188] A pinion gear is connected to a rack, and the pinion gear rotates between a third position and a fourth position as the rack moves between a first position and a second position.

[0189] A first crank arm, the first crank arm being coupled to a pinion, the first crank arm rotating with the pinion between a third position and a fourth position; and

[0190] The second crank arm, which is connected to the first crank arm and the spoiler, moves the spoiler between the cruise position and the up position when the first crank arm rotates between the third and fourth positions.

[0191] Clause 2. The aircraft as described in Clause 1, wherein the spoiler actuation system includes a hydraulic control module (HCM) that controls hydraulic fluid from a hydraulic system, and the HCM includes a pressure sensor, a servo valve, and a solenoid valve.

[0192] Clause 3. The aircraft as described in Clause 2, wherein the pressure sensor, servo valve, and solenoid valve are operationally coupled to a remote electronic unit (REU), the REU sends a control signal to the servo valve, the servo valve responds to the control signal and switches between a first state, a second state, and a third state, the servo valve in the first state preventing the flow of hydraulic fluid, the servo valve in the second state directing hydraulic fluid from the hydraulic system toward the first piston, and the servo valve in the third state directing hydraulic fluid toward the second piston.

[0193] Clause 4. The aircraft according to Clause 3, wherein the first piston moves the rack to a first position in response to the servo valve being in a second state, and the second piston moves the rack to a second position in response to the servo valve being in a third state.

[0194] Clause 5. The aircraft as described in Clause 3 further includes an actuator fluidly coupled to a solenoid valve, the actuator moving to an extended position in response to a pressure of hydraulic fluid being less than a pressure threshold, a spring of the actuator holding the actuator in the extended position when the pressure is less than the pressure threshold, and the actuator preventing the pinion from rotating when the actuator is in the extended position.

[0195] Clause 6. The aircraft according to Clause 3, wherein the spoiler actuation system includes a rotary position sensor operatively coupled to a pinion and communicatively coupled to the REU, the rotary position sensor being used for:

[0196] Collect position data corresponding to the pinion, including the angular position of the pinion; and

[0197] In response to a request from REU, the location data is transmitted to REU.

[0198] Clause 7. The aircraft as described in Clause 6 further includes a flight control electronics (FCE) communicatively connected to the REU, the FCE sending command signals to the REU, and the REU sending control signals to the servo valves in response to receiving the command signals.

[0199] Clause 8. The aircraft as described in Clause 7, wherein the REU determines the current position of the pinion based on command signals and determines the target position of the pinion based on position data.

[0200] Clause 9. The aircraft as described in Clause 8, wherein the REU calculates the error between the current position and the target position, and the REU selects a control signal based on the error.

[0201] Clause 10. According to another aspect of this disclosure, a method is provided, the method comprising:

[0202] Receive command signals from the aircraft's flight control electronics (FCE) at the remote electronic unit (REU);

[0203] In response to receiving a command signal at the REU, the servo valve is switched from the intermediate state to the first state or from the intermediate state to the second state via a control signal from the REU;

[0204] In response to the servo valve switching to the second state, hydraulic fluid is supplied from the servo valve to the piston coupled to the rack, which moves from the first position to the second position in response to the hydraulic fluid being supplied to the piston;

[0205] When the rack moves from the first position to the second position, it causes the pinion to rotate from the third position to the fourth position, which in turn causes the first crank arm to rotate accordingly.

[0206] Rotate the second crank arm connected to the first crank arm; and

[0207] When the second crank arm rotates, it moves the aircraft's spoilers from the cruise position to the upward position.

[0208] Clause 11. The method according to Clause 10, further comprising: measuring the angular position of the pinion using a rotary position sensor and transmitting the value of the angular position to the REU.

[0209] Clause 12. The method according to Clause 11, further comprising: transmitting a control signal from the REU to the servo valve based on a command signal from the FCE and the angular position of the pinion.

[0210] Clause 13. The method according to Clause 10, wherein the piston is a first piston, and the method further comprises: supplying hydraulic fluid to the first piston when the servo valve is in a first state, and supplying hydraulic fluid to a second piston when the servo valve is in a second state, the first piston and the second piston being connected to the rack at opposite ends of the rack.

[0211] Clause 14. The method according to Clause 13, further comprising: preventing hydraulic fluid from flowing from the servo valve to the first piston in response to at least one of the two electrical controls of the servo valve being deactivated or the pressure of the hydraulic fluid being less than a pressure threshold.

[0212] Clause 15. The method according to Clause 14, further comprising: moving the spoiler from an upward position to a cruise position in response to at least one of the two electrical controls of the servo valve being deactivated or the pressure of the hydraulic fluid being less than a pressure threshold.

[0213] Clause 16. The method of Clause 15 further includes: using a locking lever to prevent the pinion from rotating and to hold the spoiler in the cruise position.

[0214] Clause 17. According to another aspect of this disclosure, an apparatus is provided, the apparatus comprising:

[0215] First piston and second piston;

[0216] A rack connected between the first piston and the second piston, the rack being movable between a first position and a second position within the cylinder;

[0217] The pinion connected to the rack rotates between the third and fourth positions as the rack moves between the first and second positions.

[0218] A first crank arm connected to the pinion, the first crank arm rotating with the pinion between a third position and a fourth position; and

[0219] The second crank arm, which is connected to the first crank arm and the spoiler of the aircraft, moves the spoiler between the cruise position and the up position when the pinion rotates between the third and fourth positions.

[0220] Clause 18. The device according to Clause 17 further includes a rod rotatably connected between the first crank arm and the second crank arm.

[0221] Clause 19. The apparatus according to Clause 17, wherein the rack translates in a first plane and the spoiler rotates in a second plane, the first plane being perpendicular to the second plane.

[0222] Clause 20. The apparatus according to Clause 17, wherein the cylinder is fluidly coupled to a hydraulic system that supplies hydraulic fluid to at least one of a first piston or a second piston to move the rack between a first position and a second position.

[0223] The following claims are incorporated herein by reference, and each claim exists independently as a separate embodiment of this disclosure.

Claims

1. An aircraft, the aircraft comprising: Wings; A spoiler, rotatably connected to the wing, the spoiler being movable between a cruise position and an up position and between the cruise position and a drooping position; as well as A spoiler actuation system, the spoiler actuation system being connected to the hydraulic system of the aircraft, the spoiler actuation system comprising: First piston and second piston; A rack, connected between the first piston and the second piston, is movable between a first position and a second position; A pinion gear is connected to the rack, and the pinion gear rotates between a third position and a fourth position when the rack moves between the first position and the second position. A first crank arm, the first crank arm being coupled to the pinion, the first crank arm rotating with the pinion between the third position and the fourth position; and A second crank arm, which is connected to the first crank arm and the spoiler, causes the spoiler to move between the cruise position and the up position when the first crank arm rotates between the third position and the fourth position.

2. The aircraft according to claim 1, wherein, The spoiler actuation system includes a hydraulic control module (HCM) that controls hydraulic fluid from the hydraulic system. The HCM includes a pressure sensor, a servo valve, and a solenoid valve.

3. The aircraft according to claim 2, wherein, The pressure sensor, the servo valve, and the solenoid valve are operationally connected to a remote electronic unit (REU). The REU sends a control signal to the servo valve, which responds to the control signal by switching between a first state, a second state, and a third state. In the first state, the servo valve blocks the flow of hydraulic fluid. In the second state, the servo valve directs the hydraulic fluid from the hydraulic system toward the first piston. In the third state, the servo valve directs the hydraulic fluid toward the second piston.

4. The aircraft according to claim 3, wherein, The first piston moves the rack to the first position in response to the servo valve being in the second state, and the second piston moves the rack to the second position in response to the servo valve being in the third state.

5. The aircraft of claim 3, further comprising an actuator fluidly connected to the solenoid valve, the actuator moving to an extended position in response to a pressure of the hydraulic fluid being less than a pressure threshold, a spring of the actuator holding the actuator in the extended position when the pressure is less than the pressure threshold, and the actuator preventing the pinion from rotating when the actuator is in the extended position.

6. The aircraft according to claim 3, wherein, The spoiler actuation system includes a rotary position sensor, which is operatively coupled to the pinion and communicatively coupled to the REU. The rotary position sensor is used for: Collect position data corresponding to the pinion, the position data including the angular position of the pinion; and In response to a request from the REU, the location data is transmitted to the REU.

7. The aircraft according to claim 6, further comprising a flight control electronics unit (FCE), the FCE being communicatively connected to the REU, the FCE sending a command signal to the REU, and the REU, in response to receiving the command signal, sending the control signal to the servo valve.

8. The aircraft according to claim 7, wherein, The REU determines the current position of the pinion based on the command signal, and determines the target position of the pinion based on the position data.

9. The aircraft according to claim 8, wherein, The REU calculates the error between the current position and the target position, and selects the control signal based on the error.

10. A method comprising the following steps: The command signal is received from the flight control electronics (FCE) of the aircraft at the remote electronic unit (REU). In response to receiving the command signal at the REU, the servo valve is switched from the intermediate state to the first state or from the intermediate state to the second state via a control signal from the REU; In response to the servo valve switching to the second state, hydraulic fluid is supplied from the servo valve to a piston coupled to a rack, and the rack moves from a first position to a second position in response to the hydraulic fluid being supplied to the piston; When the rack moves from the first position to the second position, it causes the pinion to rotate from the third position to the fourth position, which in turn causes the first crank arm to rotate accordingly. This causes the second crank arm, which is connected to the first crank arm, to rotate. as well as When the second crank arm rotates, it moves the spoiler of the aircraft from the cruise position to the upward position.

Images