Flap actuator release control device and release test method

Abstract

The present invention relates to a flap actuator disengagement control device, comprising: a housing, the housing including a mounting flange for fixing to the wing of an aircraft at the position of the flap actuator to be simulated, a transmission device, comprising: a torque input portion, the torque input portion receiving a first load from the flap; a load reduction device, the load reduction device being arranged downstream of the torque input portion and reducing the first load to a second load; and a torque output portion, the torque output portion being arranged downstream of the load reduction device and receiving the second load; and a restraint device, the restraint device interacting with the torque output portion to selectively oppose the second load to restrain the torque output portion or release the torque output portion. This device can realize a single actuator disengagement function, is easy to modify on an existing aircraft wing and easy to operate, can realize a transient disengagement function, and has sufficient accuracy to meet test requirements. In addition, the present invention also relates to a flap actuator disengagement test method.

Description

Technical Field

[0001] The present invention relates to a flap actuator disengagement control device, and more particularly to a high-gear ratio flap actuator transient disengagement active control device for use in a single-actuator disengagement test of an aircraft flap. Furthermore, the present invention also relates to a flap actuator disengagement test method. Background Art

[0002] The failure of an aircraft flap actuator to disengage is a scenario that must be considered during the aircraft design process. After the flap actuator is disengaged, some aircraft will use the flap cross-linking device between the inner and outer flaps to constrain the angle difference between the inner and outer flaps to be within a safe range, thereby ensuring the safety of the aircraft.

[0003] When designing the flap cross-linking mechanism, it is crucial to determine the free travel range and dynamic impact energy of the flap cross-linking mechanism after the aircraft's flap actuator is disengaged. Because the flap surface and its supporting mechanism undergo complex deformation in this failure scenario, relying solely on finite element or multibody dynamics simulation analysis would be highly conservative. Therefore, it is necessary to design an automatically controlled device to simulate the aircraft flap actuator disengagement process.

[0004] Usually, in order to achieve the disengagement of the mechanism, if a conventional mechanical structure is used for disengagement, there will be a situation where the disengagement state is not instantaneous, and the structural requirements are relatively high.

[0005] In the invention patent with publication number CN114408211A and titled "Aircraft Flap Actuator Disengagement Test Device and Method" filed by the applicant of the present application on January 19, 2022, an aircraft flap actuator disengagement test device is proposed. The test device directly connects two structural members through explosive bolts to transmit force, and the bolts bear huge loads. In addition, the test device uses a disengagement control unit to transmit a trigger signal to the explosive bolt to break the explosive bolt, thereby disengaging the sleeve and the drive connecting rod to achieve the disengagement of the flap actuator. The connection structure is small, easy to install, and will not affect the surrounding components. However, for structures with multiple bolts, it may not be possible to ensure that the bolts explode instantaneously at the same time, so there is still room for further improvement.

[0006] Therefore, there is an urgent need to optimize the structure of the flap actuator disengagement control device so as to provide an improved flap actuator disengagement control device that can overcome one or more disadvantages in the prior art. Summary of the Invention

[0007] The present invention aims to provide a flap actuator disengagement control device, specifically an active control device for transient disengagement of a high-gear-ratio flap actuator. The device features a compact structure, requires minimal installation space, is easily retrofitted, and is easy to operate. It automatically controls flap actuator disengagement and provides sufficient accuracy to meet testing requirements.

[0008] According to one aspect of the present invention, a flap actuator disengagement control device is provided, which may include:

[0009] a housing including a mounting flange for securing to a wing of an aircraft at the location of a flap actuator to be simulated,

[0010] A transmission is supported by the housing and may include:

[0011] a torque input portion receiving a first load from the flap;

[0012] The load reducing device is arranged downstream of the torque input portion and reduces the first load

[0013] The load is reduced to a second load; and

[0014] a torque output portion disposed downstream of the load reducing device and receiving a second load; and

[0015] A restraint device interacts with the torque output portion to selectively act against the second load to restrain the torque output portion or to release the torque output portion.

[0016] The flap actuator disengagement control device can realize the single actuator disengagement function, is easy to be modified on the existing aircraft wing and is easy to operate. It can realize the function of automatically controlling the transient disengagement of the flap actuator and has sufficient accuracy to meet the test requirements.

[0017] According to the above aspects of the present invention, preferably, the load reduction device may include a transmission plate, a first portion of the transmission plate is connected to the torque input part via a transmission shaft, and a second portion of the transmission plate interacts with the torque output part (for example, indirectly connected to the torque input part to transfer force / load or torque therebetween), wherein the torque input part includes a gear, and the pitch circle diameter of the gear is smaller than the diameter of the transmission plate.

[0018] This arrangement achieves the desired torque transmission and load reduction functions while taking up less space, facilitating in-situ replacement of flap actuators. This structure can, for example, serve as a first-stage moment reduction mechanism.

[0019] According to the above aspects of the present invention, preferably, the load reduction device also includes a connecting rod structure, and the second part of the transmission plate interacts with the torque output part via the connecting rod structure, for example, is indirectly or directly connected to the torque output part to transmit the load or force directly or indirectly to the torque output part.

[0020] According to the above aspects of the present invention, preferably, the connecting rod structure may include a first dowel rod, wherein a first end of the first dowel rod interacts with the transmission disc via a first stopper, wherein the first stopper is fixedly connected to the first end of the first dowel rod and pivotally supported by the housing, the first stopper cooperates with the second portion of the transmission disc to be locked to the second portion in a first direction, and the second end of the first dowel rod interacts with the torque output portion. For example, the second end of the first dowel rod may be indirectly or directly coupled to the torque output portion to directly or indirectly transmit a load or force to the torque output portion.

[0021] In this way, the length of the lever arm of the first force transmission rod is greater than the lever arm of the first stopper. According to the principle of leverage, the load at the second end of the first force transmission rod is significantly smaller than the load at the first stopper, thereby achieving the desired load reduction function. This load reduction structure can be added to the previous load reduction structure (for example, torque / load transmission to the transmission plate via gears). This structure can, for example, serve as a second-stage torque reduction mechanism.

[0022] According to the above aspect of the present invention, preferably, the connecting rod structure may include a second force transmission rod, and the first force transmission rod interacts with the torque output portion via the second force transmission rod.

[0023] The first end of the second force transmission rod is pivotally supported by the housing and fixed with a second stopper, so that the second end of the first force transmission rod abuts against the second stopper, and,

[0024] The second end of the second force transmission rod interacts with the torque output part.

[0025] In this way, the length of the lever arm of the second force transmission rod is greater than the lever arm of the second stopper. According to the principle of leverage, the load at the second end of the second force transmission rod is significantly less than the load at the second stopper, thereby achieving the desired load reduction function. This load reduction structure can be added to the previous load reduction structure. This structure can, for example, serve as a third-level torque reduction mechanism.

[0026] According to the above aspect of the present invention, preferably, a first protection rod may be further included, which is arranged parallel to the first pivot axis of the first force transmission rod and the distance between the first protection rod and the first pivot axis is smaller than the length of the first force transmission rod and the second force transmission rod.

[0027] In this way, when the first force transmission rod or the second force transmission rod loses the support reaction force of the stopper and rotates, the first protection rod can be used to block or inhibit the free movement of the first force transmission rod and the second force transmission rod to avoid collision with other components in the flap actuator disengagement control device.

[0028] According to the above aspect of the present invention, preferably, the connecting rod structure may further include a third stopper, and the second end of the second force transmission rod interacts with the torque output portion via the third stopper.

[0029] The third stopper is pivotally supported by the housing and fixed to the output shaft of the torque output portion.

[0030] In this way, the length of the torque output portion's lever arm is greater than the lever arm of the third stopper. According to the principle of leverage, the load at the torque output portion is significantly less than the load at the third stopper, thereby achieving the desired load reduction function. This load reduction structure can be added to the previous load reduction structure. For example, this structure can serve as a fourth-stage torque reduction mechanism.

[0031] According to the above aspect of the present invention, preferably, the restraining device may include an electromagnet, and the torque output part includes a ferromagnetic part, wherein when the torque output part is restrained by the restraining device, the electromagnet is energized and the ferromagnetic part is located in the magnetic field of the electromagnet.

[0032] By cooperating with the electromagnet and the ferromagnetic part, the flap actuator disengagement control device can be instantaneously disconnected as required, thereby more reliably simulating the transient disengagement of the flap actuator when it fails.

[0033] According to the above aspects of the present invention, preferably, the ferromagnetic part can be fixed to the output shaft by means of a swing arm, wherein the flap actuator disengagement control device also includes a second protection rod, which is arranged parallel to the second pivot axis of the output shaft and the distance between the second protection rod and the second pivot axis is less than the length of the swing arm.

[0034] Through this arrangement, on the one hand, the length of the lever arm of the ferromagnetic part can be increased, thereby better realizing the torque reduction function. On the other hand, after the electromagnet is powered off, under the action of gravity and external load, when the ferromagnetic part rotates with the swing arm, the second protective rod can be used to prevent the ferromagnetic part from moving freely to avoid collision with other components in the flap actuator disengagement control device.

[0035] According to another aspect of the present invention, a flap actuator disengagement test method is provided, which may include the following steps:

[0036] Installing the flap actuator disengagement control device according to the above aspect at the position of the aircraft flap actuator that needs to be disengaged;

[0037] Arrange strain gauges on the actuator drive link to monitor the torque at the actuator output end;

[0038] Activate the restraint device to ensure the structure is loaded normally;

[0039] Apply external loads to the flap surface;

[0040] When the torque at the actuator output reaches the threshold required by the test, the restraint device is disconnected.

[0041] The flap actuator release control device according to the present invention may include but is not limited to the following beneficial technical effects:

[0042] The flap actuator disengagement control device according to the present invention can meet the constraints of large flap surface loads and limited modification space, allowing for in-situ replacement of flap actuators to meet testing requirements. Furthermore, according to a preferred embodiment of the present invention, the flap actuator disengagement control device fully utilizes the principles of leverage and / or electromagnetic relays (electromagnets) to cleverly design a high-transmission-ratio active control device for transient disengagement of flap actuators. This control device offers advantages such as a compact structure, easy modification, a high transmission ratio, and ease of operation. It also automatically controls the transient disengagement of flap actuators with sufficient accuracy to meet testing requirements.

[0043] Therefore, the flap actuator disengagement control device of the present invention can meet the use requirements, overcome the shortcomings of the prior art and achieve the predetermined purpose. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to further clearly describe the flap actuator disengagement control device according to the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. In the accompanying drawings:

[0045] Figure 1 is a schematic structural diagram of a flap actuator disengagement control device according to a non-limiting embodiment of the present invention;

[0046] Figure 2 is a schematic diagram of a portion of a flap actuator release control device according to the present invention;

[0047] Figure 3 is a side view of a portion of a flap actuator release control device according to the present invention; and

[0048] Figure 4 Schematic diagram of the installation position of the flap actuator disengagement control device according to the present invention.

[0049] The above drawings are merely schematic and are not drawn strictly to scale.

[0050] List of reference numerals in the figures and embodiments:

[0051] 100-Flap actuator release control device, including:

[0052] 10- Housing, including:

[0053] 10A-Mounting flange;

[0054] 20- Transmission, including:

[0055] 21-Torque input unit, including:

[0056] 21A-Gear

[0057] 22- Load reduction device, including:

[0058] 221- Transmission plate, including:

[0059] 221A-Part I;

[0060] 221B-Part II;

[0061] 222-Connecting rod structure, including:

[0062] 2221-first force transmission rod;

[0063] 2222-first stopper;

[0064] 2223-second force transmission rod;

[0065] 2224-second stopper;

[0066] 2225-third stopper;

[0067] 23-Torque output unit, including:

[0068] 231-output shaft;

[0069] 232- ferromagnetic part;

[0070] 233-swing arm;

[0071] 30- Restraint device, including:

[0072] 31-electromagnet;

[0073] 40- first protection bar;

[0074] 50- second protection bar;

[0075] A1 - first pivot axis;

[0076] A2 - second pivot axis;

[0077] a1 - first pivot axis;

[0078] b1 - second pivot axis;

[0079] c1 - third pivot axis. DETAILED DESCRIPTION

[0080] It should be understood that, unless expressly stated to the contrary, the present invention may employ various alternative orientations and step sequences. It should also be understood that the specific devices shown in the drawings and described in the specification are merely exemplary embodiments of the inventive concepts disclosed and defined herein. Thus, unless expressly stated otherwise, the specific orientations, directions, or other physical characteristics of the various disclosed embodiments should not be considered limiting.

[0081] An aircraft's flap system typically consists of two or three wing surfaces on a single side, each driven synchronously by a centrally coaxial mechanical system. Multiple actuators operate a single flap surface simultaneously. The possibility of a single flap actuator disengaging is a scenario that must be considered during aircraft design. Some aircraft employ a flap cross-linking mechanism to constrain the inner and outer flaps after a single flap actuator disengages, keeping the difference in control angle between the inner and outer flaps within a safe range and ensuring aircraft safety.

[0082] When designing the flap cross-linking device, it is necessary to obtain the free travel range and dynamic impact energy of the flap cross-linking device after the aircraft flap actuator is disengaged. This is an important input for designing the flap cross-linking device. Because the flap surface and its supporting mechanism will undergo complex deformation in this fault scenario, relying solely on finite element or multi-body dynamics simulation analysis will be very conservative. Therefore, it is necessary to design an automatically controlled device to simulate the process of the aircraft flap actuator disengaging in the air.

[0083] Figure 1 is a schematic structural diagram of a flap actuator release control device 100 according to a non-limiting embodiment of the present invention; and Figure 2 FIG. 1 is a schematic diagram of a portion of a flap actuator release control device 100 according to the present invention.

[0084] As shown and according to a non-limiting embodiment, a flap actuator release control device 100 may include a housing 10 , a transmission device 20 , and a restraint device 30 .

[0085] The housing 10 may be used to support or house the various components of the flap actuator release control device 100. The housing 10 includes a mounting flange 10A for securing to the wing of an aircraft at the location of the flap actuator to be simulated. Figure 2 As shown in detail in FIG, the mounting flange 10A may include circumferentially arranged holes, such as screw holes, for being fixed to corresponding positions on the wing by means of threaded fasteners.

[0086] The transmission device 20 may be supported by the housing 10 and at least partially housed within the housing 10. According to the inventive concept of the present invention, the transmission device 20 is used to connect between the aircraft flap wing surface load output portion and the constraint device 30, and has a load / torque conversion device to convert a large load at the aircraft flap wing surface load output portion into a smaller load at the constraint device 30. The aircraft flap wing surface load output portion is not shown in the drawings, but has a corresponding mating structure and is an existing structure in the aircraft flap structure, and therefore will not be described in detail in the present invention.

[0087] like Figure 2 As shown, the transmission device 20 may include a torque input portion 21 , a load reduction device 22 , and a restraint device 30 .

[0088] The torque input unit 21 receives the first load from the flap, for example, the torque input unit 21 can cooperate with the aircraft flap wing surface load output unit. In the example shown in the accompanying drawings, the torque input unit 21 includes a gear 21A. In normal operation, the flap actuator performs work by rotation, causing the drive connecting rod to swing, thereby driving the flap to extend or retract. Therefore, in the test device simulating the disengagement of the flap actuator, instead of transmitting power to the connecting rod, the connecting rod transmits the load from the aircraft flap wing surface to the gear 21A, and the gear 21A receives the counter torque from the constraint device 30 via the load reducing device 22, thereby achieving torque balance, and the flap wing surface is maintained in the current state. Therefore, in this article, the gear 21A is used as part of the torque input unit 21 according to the test scenario.

[0089] The load reducing device 22 may be provided downstream of the torque input portion 21 and reduce the first load to a second load.

[0090] As used herein, “downstream” refers to the force, load or torque transmission path from the aircraft flap surface to the restraint device 30 and is for the convenience of describing the inventive concept of the present invention rather than for limiting the relationship between components.

[0091] The load reduction device 22 may include multiple stages of load reduction mechanisms, and the configuration of each stage of the load reduction mechanism may be the same or different.

[0092] As a first non-limiting example, the load reduction device 22 may include a first-stage load reduction mechanism. For example, the load reduction device 22 may include a transmission plate 221. A first portion 221A of the transmission plate 221 is coupled to the torque input portion 21 via a transmission shaft, while a second portion 221B of the transmission plate 221 interacts with the torque output portion 23.

[0093] like Figure 2 and 3As shown in FIG, the transmission plate 221 may have a substantially disc-shaped profile, and the second portion 221B is formed by removing a portion of the disc to form a non-circular arc profile, thereby cooperating with the stopper.

[0094] In this way, the transmission disc 221 and the gear 21A of the torque input unit 21 constitute a first-stage load reduction mechanism. Specifically, the pitch diameter of the gear 21A of the torque input unit 21 is smaller than the diameter of the transmission disc 221, and in particular, smaller than the distance from the second portion 221B to the center. At this point, because the transmission disc 221 and the gear 21A are connected via a transmission shaft, if the torque at both ends of the transmission shaft is equal to maintain a stationary state, the load or force acting on the second portion 221B of the transmission disc 221 will be smaller than the load and force acting on the gear 21A, thus achieving first-stage load reduction.

[0095] As a second non-limiting example, the load reduction device 22 may also include a second stage load reduction mechanism in addition to or in lieu of the first stage load reduction mechanism.

[0096] For example, the load reducing device 22 may further include a connecting rod structure 222 having one or more connecting rods or swing arms, and the second portion 221B of the transmission plate 221 interacts with the torque output portion 23 via the connecting rod structure 222 .

[0097] In an embodiment including one connecting rod, the connecting rod structure 222 may include a first force transmitting rod 2221, a first end of the first force transmitting rod 2221 ( Figure 2 The upper end of the first force transmission rod 221 (in the middle) interacts with the transmission plate 221 via a first stopper 2222. For example, the first stopper 2222 is fixedly connected to the first end of the first force transmission rod 2221. This first end may be integral with the first stopper 2222 and pivotally supported by the housing 10 so as to be simultaneously pivotable about the first pivot axis A1. The first stopper 2222 engages with the second portion 221B of the transmission plate 221 to be locked to the second portion 221B in the first direction, while the second end of the first force transmission rod 2221 interacts with the torque output portion 23.

[0098] exist Figure 3 In the illustrated embodiment, the first direction may be a counterclockwise direction, and the first stopper 2222 being locked to the second portion 221B in the first direction will inhibit the transmission plate 221 from rotating in the clockwise direction.

[0099] As a non-limiting embodiment, the second end of the first force transmission rod 2221 can be a free end and can abut against a second stop member 2224 (described below), and the second stop member 2224 can receive a force or load from the torque output part 23 to inhibit the free rotation of the second end of the first force transmission rod 2221.

[0100] As used herein, "abutment" refers to the transfer of force or load between two abutting components. For example, the abutment of the second end of the first force transmission rod 2221 against the second stopper 2224 may mean that the second stopper 2224 blocks the second end of the first force transmission rod 2221, thereby preventing or inhibiting the first force transmission rod 2221 from pivoting about the first pivot axis a1. This blocking or inhibition is achieved by applying an opposing force or torque to the second stopper 2224.

[0101] In an embodiment including two connecting rods, the connecting rod structure 222 may further include a second force transmission rod 2223 in addition to the first force transmission rod 2221 described above. The first force transmission rod 2221 interacts with the torque output portion 23 via the second force transmission rod 2223 .

[0102] like Figure 2 As shown in detail in FIG, the first end of the second force transmission rod 2223 is pivotally supported by the housing 10 and secured with a second stopper 2224. Alternatively, the first end of the second force transmission rod 2223 may be integral with the second stopper 2224. In this case, the second end of the first force transmission rod 2221 abuts against the second stopper 2224, and the second end of the second force transmission rod 2223 interacts with the torque output unit 23 (e.g., directly or indirectly to transmit force, load, or torque therebetween). In this case, the mechanism including the second force transmission rod and the second stopper 2224 may be referred to as a third-stage load reduction mechanism.

[0103] As used herein, "interaction" refers to the existence of a direct or indirect force transmission, load transmission, or torque transmission relationship between two components. Therefore, the interaction between the second end of the second force transmission rod 2223 and the torque output unit 23 can mean that the second end of the second force transmission rod 2223 directly receives the force (load) from the torque output unit 23 or directly transmits the force (load) to the torque output unit 23, or it can also mean that the second end of the second force transmission rod 2223 indirectly receives the force (load) from the torque output unit 23 or indirectly transmits the force (load) to the torque output unit 23.

[0104] In this embodiment, the connecting rod structure 222 further includes a third stopper 2225 , and the second end of the second force transmission rod 2223 interacts with the torque output portion 23 via the third stopper 2225 .

[0105] The third stopper 2225 is pivotally supported by the housing 10 and fixed to the output shaft 231 of the torque output portion 23 .

[0106] Depend on Figure 2It can be seen that the effective action lengths of the first force transmission rod 2221 and the second force transmission rod 2223 are significantly greater than the effective action lengths of the first stop 2222, the second stop 2224 and the third stop 2225, that is, the force arm of each force transmission rod is significantly greater than the force arm of each stop. Therefore, according to the principle of leverage, after the force is transmitted at each level through the force transmission rod and the stop, the corresponding matching force or load and load acting on the output shaft 231 are significantly reduced compared with the force or load acting on the torque input part 21, thereby achieving a large transmission ratio in a limited space.

[0107] The torque output 23 may be disposed downstream of the load reduction device 22 and receive a second load, which may be applied by the restraint device 30 , for example.

[0108] As a non-limiting example, the restraint device 30 can interact with the torque output portion 23 to selectively resist the second load to restrain the torque output portion 23 or release the torque output portion 23. That is, the restraint device 30 can be activated to restrain the torque output portion 23, or deactivated to instantly release the torque output portion 23.

[0109] exist Figure 2 In the example shown, the restraint device 30 includes an electromagnet 31 and the torque output part 23 includes a ferromagnetic portion 232 , wherein when the torque output part 23 is restrained by the restraint device 30 , the electromagnet 31 is energized and the ferromagnetic portion 232 is located in the magnetic field of the electromagnet 31 .

[0110] As another non-limiting embodiment, in addition to or in place of the second-stage load reduction mechanism and the third-stage load reduction mechanism, the flap actuator release control device 100 may further include a fourth-stage load reduction mechanism.

[0111] For example, the ferromagnetic portion 232 can be fixed to the output shaft 231 via a swing arm 233. In this way, the torque exerted by the electromagnet 31 on the ferromagnetic portion 232 is further increased by the swing arm 223 because the length of the lever arm of the swing arm 223 is significantly greater than the length of the lever arm of the third stopper 2225. In this way, the required corresponding matching force or load of the electromagnet 31 is significantly reduced compared to the force or load acting on the torque input portion 21, thereby achieving a higher transmission ratio within a limited space.

[0112] As a non-limiting example, the ratio of the length of the dowel rod or swing arm to the length of the moment arm of the stopper may be in the range of 50:1 to 2:1, preferably in the range of 20:1 to 4:1.

[0113] Of course, those skilled in the art can flexibly design the number of stages of the load reduction mechanism and the specific transmission ratio in each stage according to the load conditions acting on the aircraft flap surface, the specific parameters of the electromagnet 31, and space constraints to meet the predetermined test requirements.

[0114] As shown in the figure and as a preferred embodiment, the flap actuator release control device 100 may further include a protection mechanism to protect corresponding components from impact when the restraint device 30 is disconnected.

[0115] Specifically, the flap actuator disengagement control device 100 may include a first protection bar 40. The first protection bar 40 may be arranged parallel to the first pivot axis A1 of the first force transmission bar 2221, for example, fixed to the housing 10 parallel to the first pivot axis A1. The distance between the first protection bar 40 and the first pivot axis A1 is less than the length of the first force transmission bar 2221 and the second force transmission bar 2223, so that when the restraint device 30 is disengaged, the first protection bar 40 is blocked or inhibited from freely moving the first force transmission bar 2221 and the second force transmission bar 2223.

[0116] In addition, preferably, the flap actuator disengagement control device 100 may further include a second protection bar 50. The second protection bar 50 may be arranged parallel to the second pivot axis A2 of the output shaft 231, for example, fixed to the housing 10 parallel to the second pivot axis A2. The distance between the second protection bar 50 and the second pivot axis A2 is less than the length of the swing arm 233, so that when the restraint device 30 is disengaged, the free movement of the swing arm 233 is suppressed.

[0117] It should be noted that since forces and torques occur in pairs, the transmission of forces, loads, or torques described herein is based on the actual operating mode during testing, i.e., starting with the load on the flap surface as the "input." Alternatively, when analyzing forces and loads starting with the "electromagnet," the position of the electromagnet can be considered the "input" of the force or load. Furthermore, it should be noted that in the case of a flap with a flap actuator operating normally, the "input" described herein is actually the output of the flap actuator.

[0118] Figure 4 FIG. 1 is a schematic diagram of the installation position of the flap actuator release control device 100 according to the present invention.

[0119] As shown in the figure and as non-limiting embodiment, this flap actuator disengagement control device 100 is installed in the real aircraft flap actuator position by mounting flange 10A.After the aircraft flap wing surface applies load, the flap wing surface load is transmitted to the flap actuator disengagement control device 100 above by transmission shaft.Transmission shaft transmits the wing surface transfer load to above the transmission disc 221, and the torque load on the transmission disc 221 is transmitted to the first stopper (first stop block) 2222, because the first stopper 2222 and the first pivot axis a1 can be fixed together (or be one piece), the load on the first stopper 2222 is transmitted to above the second stopper 2224 by the first pivot axis a1 and the first force transmission rod 2221, can be considered as first order lever here, according to the lever principle, at this moment, the load of the first stopper 2222 is roughly the multiple of the length of the first force transmission rod 2221 of the second stopper 2224. Furthermore, the first force transmission rod 2221 transmits the force or load to the second stopper 2224. Since the second stopper 2224 and the second pivot axis b1 are fixed together, the second stopper 2224 transmits the force or load to the third stopper 2225 via the second pivot axis b1 and the second force transmission rod 2223. This can also be considered a second-stage lever. According to the principle of leverage, the load on the second stopper 2224 is a multiple of the length of the second force transmission rod 2223, which is the load on the third stopper 2225. Furthermore, the second force transmission rod 2223 transmits the load to the third stopper 2225. Since the third stopper 2225 and the third pivot axis c1 are fixed together, the third stopper 2225 transmits the load to the electromagnet 31 via the third pivot axis c1 and the ferromagnetic portion 232. This can also be considered a third-stage lever. According to the lever principle, the load of the third stopper 2225 is a multiple of the length of the swing arm 233 of the electromagnet 31 load, so the entire device realizes at least three levels of load reduction function.

[0120] To disengage the actuator, the electromagnet 31 is de-energized. Under the action of gravity and external load, the ferromagnetic portion 232 and the swing arm 233 rotate counterclockwise. The second protective rod 50 ensures that the ferromagnetic portion 232 and the swing arm 233 rotate within a certain range. These two components drive the third pivot axis c1 and the third stopper 2225 to rotate. The second force transmission rod 2223, losing its supporting reaction force, rotates clockwise. The first protective rod 40 ensures that the second force transmission rod 2223 rotates within a certain range. Subsequently, the second force transmission rod 2223 drives the second pivot axis b1 and the second stopper 2224 to rotate. The first force transmission rod 2221, losing the supporting reaction force of the second stopper 2224, rotates counterclockwise. The first protective rod 40 ensures that the first force transmission rod 2221 rotates within a certain range. The first force transmission rod 2221 drives the first pivot axis a1 and the first stopper 2222 to rotate. After the final drive shaft loses its constraint, the single actuator disengagement function is realized.

[0121] In addition, the present invention also provides a flap actuator disengagement test method, which may optionally include the following steps:

[0122] The flap actuator disengagement control device 100 according to the present invention is installed at the position of the aircraft flap actuator that needs to be disengaged;

[0123] Arrange strain gauges on the actuator drive link to monitor the torque at the actuator output end;

[0124] Activate the restraint device 30 to ensure that the structure is properly loaded;

[0125] Apply external loads to the flap surface;

[0126] When the torque at the output of the actuator reaches a threshold value required by the test, the restraint device 30 is disconnected.

[0127] It should be understood that the steps of the flap actuator disengagement test method shown above are merely illustrative, and those skilled in the art may adjust the order of the steps, add steps, or delete corresponding steps accordingly.

[0128] As used herein, the terms "upstream" and "downstream," "input" and "output" to indicate position or orientation, and the terms "first," "second," etc. to indicate order, are intended solely to enable one of ordinary skill in the art to better understand the concepts of the present invention as presented in the preferred embodiments and are not intended to limit the present invention. Unless otherwise specified, all orders, positions, or orientations are used solely for the purpose of distinguishing one element / component / structure from another element / component / structure and do not imply any particular order, sequence of operations, direction, or orientation unless otherwise specified. For example, in alternative embodiments, a "first dowel rod" may be a "second dowel rod," and a "first-stage load reduction mechanism" may alternatively refer to a "second-stage load reduction mechanism."

[0129] In summary, the flap actuator disengagement control device 100 according to the embodiment of the present invention overcomes the shortcomings of the prior art and achieves the intended purpose of the invention.

[0130] Although the flap actuator disengagement control device of the present invention has been described in conjunction with the preferred embodiment above, those skilled in the art will recognize that the above examples are merely illustrative and cannot be used as limitations of the present invention. Therefore, various modifications and variations can be made to the present invention within the spirit and scope of the claims, and these modifications and variations will all fall within the scope required by the claims of the present invention.

Claims

1. A flap actuator disengagement control device (100), the flap actuator disengagement control device comprising: a housing (10) comprising a mounting flange (10A) for fixing to a wing of an aircraft at the location of a flap actuator to be simulated, A transmission device (20), comprising: a torque input portion (21) receiving a first load from the flap; a load reducing device (22) disposed downstream of the torque input portion (21) and reducing the first load to a second load; and a torque output portion (23) disposed downstream of the load reducing device (22) and receiving the second load; and A restraint device (30) interacts with the torque output portion (23) to selectively oppose the second load to restrain the torque output portion (23) or release the torque output portion (23).

2. The flap actuator release control device (100) according to claim 1, characterized in that: The load reduction device (22) comprises a transmission disc (221), a first portion (221A) of the transmission disc being coupled to the torque input portion (21) via a transmission shaft, and a second portion (221B) of the transmission disc (221) interacting with the torque output portion (23), wherein the torque input portion (21) comprises a gear (21A) having a pitch circle diameter smaller than a diameter of the transmission disc (221).

3. The flap actuator release control device (100) according to claim 2, characterized in that: The load reduction device (22) further includes a connecting rod structure (222), and the second portion (221B) of the transmission plate (221) interacts with the torque output portion (23) via the connecting rod structure (222).

4. The flap actuator release control device (100) according to claim 3, characterized in that: The connecting rod structure (222) includes a first force transmission rod (2221), the first end of the first force transmission rod interacts with the transmission disc (221) via a first stopper (2222), wherein the first stopper (2222) is fixedly connected to the first end of the first force transmission rod (2221) and is pivotally supported by the housing (10), the first stopper (2222) is matched with the second part (221B) of the transmission disc (221) to be locked to the second part (221B) in a first direction, and the second end of the first force transmission rod (2221) interacts with the torque output part (23).

5. The flap actuator release control device (100) according to claim 4, characterized in that: It also includes a first protection rod (40), which is arranged parallel to the first pivot axis (A1) of the first force transmission rod (2221), and the distance between the first protection rod and the first pivot axis (A1) is less than the length of the first force transmission rod (2221).

6. The flap actuator release control device (100) according to claim 4, characterized in that: The connecting rod structure (222) includes a second force transmission rod (2223), and the first force transmission rod (2221) interacts with the torque output part (23) via the second force transmission rod (2223). wherein the first end of the second force transmission rod (2223) is pivotally supported by the housing (10) and fixed with a second stopper (2224), so that the second end of the first force transmission rod (2221) abuts against the second stopper (2224), and, Wherein, the second end of the second force transmission rod (2223) interacts with the torque output part (23).

7. The flap actuator release control device (100) according to claim 6, characterized in that: The connecting rod structure (222) further includes a third stopper (2225), and the second end of the second force transmission rod (2223) interacts with the torque output portion (23) via the third stopper (2225). The third stopper (2225) is pivotally supported by the housing (10) and fixed to the output shaft (231) of the torque output portion (23).

8. The flap actuator release control device (100) according to claim 7, characterized in that: The restraining device (30) includes an electromagnet (31), and the torque output part (23) includes a ferromagnetic part (232), wherein, when the torque output part (23) is restrained by the restraining device (30), the electromagnet (31) is energized and the ferromagnetic part (232) is located in the magnetic field of the electromagnet (31).

9. The flap actuator release control device (100) according to claim 8, characterized in that: The ferromagnetic part (232) is fixed to the output shaft (231) by means of a swing arm (233), wherein the flap actuator disengagement control device (100) further includes a second protection rod (50), which is arranged parallel to the second pivot axis (A2) of the output shaft (231) and the distance between the second protection rod and the second pivot axis (A2) is less than the length of the swing arm (233).

10. A flap actuator disengagement test method, the method comprising the following steps: Installing a flap actuator disengagement control device (100) according to any one of claims 1 to 9 at a position of an aircraft flap actuator that needs to be disengaged; Arrange strain gauges on the actuator drive link to monitor the torque at the actuator output end; activating the restraint device (30) to ensure that the structure is properly loaded; Apply external loads to the flap surface; When the torque at the output end of the actuator reaches a threshold value required by the test, the restraint device (30) is disconnected.

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