High-lift system, aircraft and method of controlling a high-lift system

Abstract

The embodiment of the application discloses a high-lift system, an aircraft and a control method of the high-lift system, at least two driving units are provided for each flap, a separate driving force is provided for the folding and unfolding of each flap, two flap driving modes are set in a flight management unit, in the first driving mode, the driving units work simultaneously to drive the flap, so that the folding time of the flap from the full expansion position to the take-off position is only about 6 seconds, thereby effectively improving the take-off climbing gradient of the aircraft, so that the aircraft meets the obstacle crossing ability required by special purposes; in the second driving mode, the driving unit connected with the first control unit drives the flap to move, or the driving unit connected with the second control unit drives the flap to move, so that the aircraft meets the general ordinary transportation demand. Therefore, the aircraft can perform normal flight tasks while meeting the take-off climbing gradient required by special operation and special purposes.

Description

Technical Field

[0001] This invention relates to the field of aircraft, and particularly to a high-lift system, an aircraft, and a control method for the high-lift system. Background Technology

[0002] In addition to meeting the general transportation needs of civil airlines, the new generation of regional jets also needs to meet the requirements of special purposes, such as rescue operations in high-altitude areas and forest fire fighting, including the deployment of extinguishing agents in fire zones. To meet these needs, aircraft designers and manufacturers often modify existing regional jets, resulting in regional derivative models. To meet these special-purpose requirements, these regional derivative models typically need better obstacle clearance performance, especially in terms of go-around climb gradient. In addition to engine thrust settings and go-around speed, the flap extension / retraction speed during a go-around is a key factor in meeting climb gradient requirements, as flap area has a linear relationship with drag; a larger flap area results in greater drag.

[0003] However, although the current main regional jet models are equipped with two actuators on each flap, all actuators use a single power source, resulting in a small amount of power and torque allocated to each actuator. This leads to low flap deployment and retraction efficiency and speed, affecting the aircraft's obstacle-crossing ability. Summary of the Invention

[0004] Embodiments of this application provide a high-lift system, an aircraft, and a control method for the high-lift system to solve the problem that the obstacle-crossing ability of an aircraft is affected by the slow flap retraction and extension speed.

[0005] To address the aforementioned technical problems, embodiments of this application disclose the following technical solutions:

[0006] On one hand, a high-lift system is provided for controlling flaps mounted on the wings of an aircraft, wherein at least two flaps are spaced apart along the wingspan direction on each side of the wing, and the high-lift system includes:

[0007] A drive unit, wherein each of the flaps is connected to at least two of the drive units, the drive units being used to drive the flaps to move;

[0008] A first control unit and a second control unit, wherein one of the at least two drive units connected to each flap is connected to the first control unit and the other is connected to the second control unit;

[0009] An operating unit is used to determine the flap position and generate a flap position signal. The first control unit and the second control unit are respectively connected to the operating unit to receive the flap position signal and control the connected drive unit to drive the flap to a specified position.

[0010] A flight management unit is used to generate a flap drive mode signal, and the first control unit and / or the second control unit are respectively connected to the flight management unit to receive the flap drive mode signal;

[0011] The flap drive modes include a first drive mode and a second drive mode.

[0012] In the first driving mode, the driving unit connected to the first control unit and the driving unit connected to the second control unit work simultaneously to drive the flap to move to a specified position;

[0013] In the second driving mode, the driving unit connected to the first control unit drives the flap to a specified position, or the driving unit connected to the second control unit drives the flap to a specified position.

[0014] In addition to one or more of the features disclosed above, or as an alternative, in the second drive mode, the drive unit connected to the first control unit and the drive unit connected to the second control unit alternately drive the flaps to a designated position in different flight segments of the aircraft; the flight segments include takeoff segments, cruise segments and landing segments.

[0015] In addition to one or more of the features disclosed above, or as an alternative, the drive unit includes a motor and an actuator, the motor being connected to the first control unit or the second control unit, the output shaft of the motor being connected to the input end of the actuator to drive the actuator to actuate, and the output end of the actuator being connected to the flap to drive the flap to move.

[0016] In addition to one or more of the features disclosed above, or alternatively, the drive unit further includes a stop disposed on the motor, the input end of the stop being connected to a first control unit or a second control unit to which the drive unit is connected, the stop being used to lock the output shaft of the motor to stop the motor from driving the actuator.

[0017] In addition to one or more of the features disclosed above, or alternatively, the high-lift system further includes a position sensor connected to the first control unit and / or the second control unit. The position sensor is disposed on the actuator to collect the number of actuation cycles and actuation rate of the actuator and transmit them to the first control unit and / or the second control unit, thereby controlling and monitoring the wing surface angle and the movement rate of the flap.

[0018] In addition to one or more of the features disclosed above, or as an alternative, the two flaps on each wing include an inner flap and an outer flap, with a first position and a second position spaced apart along the wingspan on the inner flap, and a third position and a fourth position spaced apart along the wingspan on the outer flap, the second position and the third position being adjacent to each other; each position is connected to an actuator, and a position sensor is respectively provided on the actuator connected to the first position and the actuator connected to the fourth position.

[0019] In addition to one or more of the features disclosed above, or alternatively, the high-lift system further includes tilt sensors, with at least two tilt sensors disposed on the surface of each flap to collect tilt angle data of the surface. The at least two tilt sensors are spaced apart along the wingspan direction, and the at least two tilt sensors are respectively connected to the first control unit and / or the second control unit to transmit the tilt angle data. When the tilt angles collected by the two tilt sensors on the same flap are different, the drive unit connected to the flap stops driving the flap movement.

[0020] In addition to one or more of the features disclosed above, or alternatively, the high-lift system also includes a transmission component, wherein the output shaft of the motor is connected to the input end of the actuator via the transmission component to drive the actuator, and the two actuators connected to the inner flap and the two actuators connected to the outer flap are connected via the transmission component to make the movement speed of the inner flap and the outer flap consistent.

[0021] In addition to one or more of the features disclosed above, or as an alternative, the transmission component includes a first torque tube, a second torque tube, and an angle gearbox; the first torque tube extends along the spanwise direction of the inner flap, the second torque tube extends along the spanwise direction of the outer flap, the first torque tube and the second torque tube are connected through the angle gearbox so that the first torque tube and the second torque tube rotate synchronously; the input ends of the two actuators connected to the inner flap are respectively connected to the first torque tube, the input ends of the two actuators connected to the outer flap are respectively connected to the second torque tube, and the motor drives the actuators to operate through the first torque tube or the second torque tube; the position sensor corresponding to the first station collects the number of rotations and / or rotation rate of the first torque tube, and the position sensor corresponding to the fourth station collects the number of rotations and / or rotation rate of the second torque tube.

[0022] In addition to one or more of the features disclosed above, or as an alternative, each actuator is provided with a speed protection element for limiting the actuation speed of the actuator.

[0023] In addition to one or more of the features disclosed above, or as an alternative, the control unit includes a joystick and four angular displacement sensors. The joystick is configured to move between different positions. The four angular displacement sensors are used to measure the travel angle of the joystick and generate a position signal containing the measured travel angle. The first control unit is configured to receive and verify the position signals generated by two of the four angular displacement sensors, and the second control unit is configured to receive and verify the position signals generated by the other two of the four angular displacement sensors. The first control unit and the second control unit are connected via a communication bus to exchange the received position signals. If at least two of the four position signals are confirmed as valid position signals, the control unit generates the flap position signal, and the first control unit and / or the second control unit controls the connected drive unit to drive the flap to a specified position.

[0024] On the other hand, a further aircraft was disclosed, including the high-lift system as described above.

[0025] On the other hand, a method for control using the high-lift system as described above is further disclosed, comprising the following steps:

[0026] Select flap drive mode: Select the first drive mode or the second drive mode through the flight management unit, and transmit the selected drive mode signal to the first control unit and / or the second control unit;

[0027] Determine flap position: Determine flap position via the control unit, generate flap position signal and transmit it to the first control unit and / or the second control unit;

[0028] Drive the flaps to a designated position: In the first drive mode, the first control unit and the second control unit control the connected drive units to work simultaneously to drive the flaps to a designated position; in the second drive mode, the first control unit controls the connected drive units to work and drive the flaps to a designated position, or the second control unit controls the connected drive units to work and drive the flaps to a designated position.

[0029] In addition to one or more of the features disclosed above, or as an alternative, in the second drive mode, the first control unit and the second control unit alternately control the connected drive unit to drive the flaps to a designated position in different flight segments of the aircraft.

[0030] In addition to one or more of the features disclosed above, or as an alternative, the step of driving the flap to a designated position further includes: acquiring the number of actuation revolutions of the actuator in the drive unit through a position sensor and transmitting it to the first control unit or the second control unit connected to the motor in the drive unit; the first control unit or the second control unit connected to the motor is configured with a predetermined number of revolutions, and when the number of actuation revolutions acquired by the position sensor reaches the predetermined number of revolutions, the first control unit or the second control unit connected to the motor controls the motor to reduce the actuation speed of the actuator, and the actuator drives the flap to the designated position.

[0031] In addition to one or more of the features disclosed above, or as an alternative, two position sensors are provided on each wing. One position sensor collects the number of actuation revolutions and / or actuation rate of the actuator connected to the first station, and the other position sensor collects the number of actuation revolutions and / or actuation rate of the actuator connected to the fourth station. The two position sensors respectively transmit the collected number of actuation revolutions and / or actuation rate to the first control unit and / or the second control unit. The first control unit and / or the second control unit compare the consistency of the number of actuation revolutions and / or actuation rate of the two actuators. If the number of actuation revolutions and / or actuation rate of the two actuators are inconsistent, the first control unit and / or the second control unit control the connected stop to lock the output shaft of the motor, stopping the actuator from driving the flap.

[0032] In addition to one or more of the features disclosed above, or as an alternative, the number of rotations and / or rotation rate of the first torque tube is acquired by the position sensor corresponding to the first station, and the number of rotations and / or rotation rate of the second torque tube is acquired by the position sensor corresponding to the fourth station; the two position sensors respectively transmit the acquired number of rotations and / or rotation rate to the first control unit and / or the second control unit, and the first control unit and / or the second control unit compares the consistency of the number of rotations and / or rotation rate of the first torque tube and the second torque tube; if the number of rotations and / or rotation rate of the first torque tube and the second torque tube are inconsistent, the first control unit and / or the second control unit controls the connected stop to lock the output shaft of the motor, stopping the actuator from driving the flap.

[0033] In addition to one or more of the features disclosed above, or as an alternative, the step of driving the flap to a designated position further includes: acquiring the flap's surface tilt angle data through two tilt sensors mounted on the flap's surface, and transmitting it to the first control unit or the second control unit corresponding to the flap; when the tilt angle data acquired by the two tilt sensors are different, the first control unit or the second control unit controls the connected stop to lock the output shaft of the motor, stopping the actuator from driving the flap.

[0034] In addition to one or more of the features disclosed above, or as an alternative, the step of determining the flap position further includes: moving the joystick in the control unit to a locking position; measuring the travel angle of the joystick using four angular displacement sensors and generating a position signal containing the measured travel angle; transmitting two position signals to the first control unit and the other two position signals to the second control unit; the first control unit and the second control unit respectively verify the received position signals and exchange data; if the travel angle contained in at least two of the four position signals falls within a valid angle range and reaches a preset duration threshold, the locking position moved by the joystick is identified as a valid locking position, and the control unit generates a flap position signal and transmits it to the first control unit and / or the second control unit.

[0035] One of the above technical solutions has the following advantages or beneficial effects:

[0036] The provided high-lift system, aircraft, and control method equip each flap with at least two drive units, providing individual driving force for the extension and retraction of each flap. A first control unit and a second control unit are configured. One of the at least two drive units connected to each flap is connected to the first control unit, and the other is connected to the second control unit. Two flap drive modes are set in the flight management unit. In the first drive mode, all drive units operate simultaneously to drive the flaps, reducing the flap retraction time from the fully extended position to the go-around position to approximately 6 seconds, effectively improving the aircraft's go-around climb gradient and enabling the aircraft to meet obstacle-crossing capabilities required for special purposes. In the second drive mode, either the drive unit connected to the first control unit or the drive unit connected to the second control unit drives the flap movement, allowing the aircraft to meet general transportation needs. Therefore, the high-lift system possesses the ability to quickly retract flaps and offers two flap drive modes for selection, ensuring that the aircraft can perform normal flight missions while also meeting the go-around climb gradient requirements for special operations and special purposes. Attached Figure Description

[0037] The technical solution and other beneficial effects of this application will become apparent from the following detailed description of specific embodiments in conjunction with the accompanying drawings.

[0038] Figure 1 This is a schematic diagram of the structure of the aircraft provided in the embodiments of this application;

[0039] Figure 2 This is a schematic diagram of the structure of the upper flap on one side of an aircraft provided in an embodiment of this application;

[0040] Figure 3 This is a schematic diagram of the high-lift system provided in the embodiments of this application;

[0041] Figure 4 This is a partial structural schematic diagram of the high-lift system provided in the embodiments of this application;

[0042] Figure 5 This is a schematic diagram of the structure of the control unit in the high-lift system provided in the embodiments of this application;

[0043] Figure 6 A schematic diagram illustrating the connection structure between the control unit and the first control unit and the second control unit in the high-lift system provided in this application embodiment;

[0044] Figure 7 This is a schematic diagram illustrating the process of determining the flap position signal in the control method of the high-lift system provided in this application embodiment.

[0045] The components in the attached diagram are labeled as follows:

[0046] 100. High-lift system; 110. Drive unit; 110a. First drive unit; 110b. Second drive unit; 111. Motor; 112. Actuator; 1121. Speed ​​protection component; 113. Stop component; 121. First control unit; 121a. First control channel; 121b. First monitoring channel; 122. Second control unit; 122a. Second control channel; 122b. Second monitoring channel; 123. Communication bus; 130. Control unit; 131. Joystick; 132. Angular displacement sensor; 132a. First sensor; 132b. Second sensor; 132c. Third sensor; 132d. Fourth sensor; 133. Planetary gear; 140. Flight management unit; 150. Position sensor; 160. Tilt sensor; 170. Transmission component; 171. First torque tube; 172. Second torque tube; 173. Angle gearbox; 180. Power supply;

[0047] 200. Aircraft; 210. Wing; 211. Flaps; 211a. Inner flap; 211b. Outer flap; 2111. First position; 2112. Second position; 2113. Third position; 2114. Fourth position.

[0048] 300. Avionics system;

[0049] X, wingspan direction. Detailed Implementation

[0050] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. In the description of this application, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," and "counterclockwise," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include one or more of the stated features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0051] The high-lift system, aircraft, and control method provided in this application embodiment are equipped with at least two drive units for each flap, providing a separate driving force for the extension and retraction of each flap. A first control unit and a second control unit are configured. One of the at least two drive units connected to each flap is connected to the first control unit, and the other is connected to the second control unit. Two flap drive modes are set in the flight management unit. In the first drive mode, all drive units operate simultaneously to drive the flaps, so that the flap retraction time from the fully extended position to the go-around position is only about 6 seconds, thereby effectively improving the aircraft's go-around climb gradient and enabling the aircraft to meet the obstacle-crossing capability required for special purposes. In the second drive mode, either the drive unit connected to the first control unit or the drive unit connected to the second control unit drives the flap movement, thereby enabling the aircraft to meet general transportation needs. Therefore, the high-lift system has the ability to quickly retract flaps and offers two flap drive modes for selection, ensuring that the aircraft can perform normal flight missions while also meeting the go-around climb gradient requirements for special operations and special purposes.

[0052] This application provides a high-lift system 100, with reference to... Figures 1-6 The high-lift system 100 includes: a drive unit 110, a first control unit 121, a second control unit 122, a control unit 130, and a flight management unit 140.

[0053] The high-lift system 100 provided in this application embodiment is used to control the flaps 211 mounted on the wing 210 of the aircraft 200, as shown in the reference. Figure 1 The aircraft 200 has two wings 210, which are distributed on both sides of the main body of the aircraft 200. Each wing 210 extends along its wingspan direction X. Each wing 210 has two flaps 211 spaced apart along the wingspan direction X, including an inner flap 211a and an outer flap 211b. The inner flap 211a is closer to the main body of the aircraft 200 in the wingspan direction X.

[0054] Reference Figures 2-4 In the embodiments provided in this application, each flap 211 is provided with two drive units 110. The two drive units 110 are spaced apart along the wingspan direction X. The output end of each drive unit 110 is connected to the flap 211 to drive the flap 211 to move. The input end of each drive unit 110 is communicatively connected to the first control unit 121 or the second control unit 122 to receive control signals. The drive unit 110 drives the flap 211 to move according to the control signals issued by the connected first control unit 121 or the second control unit 122.

[0055] In the embodiments provided in this application, reference is made to Figure 2and Figure 4 Each flap 211 is connected to two drive units 110, including a first drive unit 110a and a second drive unit 110b. The inner flap 211a on each wing 210 is provided with a first station 2111 and a second station 2112 at intervals along the wingspan direction X. The outer flap 211b on each wing 210 is provided with a third station 2113 and a fourth station 2114 at intervals along the wingspan direction X. The first station 2111, the second station 2112, the third station 2113 and the fourth station 2114 are arranged sequentially at intervals along the wingspan direction X. Each station is connected to a drive unit 110. Specifically, the first station 2111 and the third station 2113 are respectively connected to a first drive unit 110a, and the second station 2112 and the fourth station 2114 are respectively connected to a second drive unit 110b.

[0056] The aircraft 200 provided in this embodiment includes two wings 210, with two flaps 211 mounted on each wing 210. Each flap 211 is connected to two drive units 110, for a total of eight drive units 110. Four first drive units 110a are communicatively connected to a first control unit 121, and four second drive units 110b are communicatively connected to a second control unit 122. Thus, each flap 211 is equipped with two drive units 110, and the movement of one flap 211 is driven by two drive units 110, effectively improving the control efficiency of a single flap 211, ensuring the accuracy of control over each flap 211, and also preventing excessive weight of the aircraft 200 from affecting its flight speed. In other implementations, each flap 211 may be equipped with three or more drive units 110, depending on the actual usage and the obstacle-crossing capability requirements of the aircraft.

[0057] The control unit 130 is located in the cockpit (not shown) of the aircraft 200. The first control unit 121 and the second control unit 122 are respectively connected to the control unit 130. The pilot controls the control unit 130 to generate a flap position signal. The control unit 130 transmits the generated flap position signal to the first control unit 121 and / or the second control unit 122. The first control unit 121 and / or the second control unit 122 send a control signal to the connected drive unit 110 according to the received flap position signal, and control the drive unit 110 to drive the flap 211 to the position specified by the flap position signal.

[0058] The flight management unit 140 is located in the cockpit of the aircraft 200. The flight management unit 140 is used to generate flap drive mode signals. The first control unit 121 and the second control unit 122 are respectively communicatively connected to the flight management unit 140 to receive the flap drive mode signals. In the embodiments provided in this application, the flap drive modes include a first drive mode and a second drive mode. The pilot selects the first drive mode or the second drive mode as needed in the cockpit.

[0059] When the first drive mode is selected, the four first drive units 110a connected to the first control unit 121 and the four second drive units 110b connected to the second control unit 122 operate simultaneously. Specifically, all eight drive units 110 operate simultaneously to drive the four flaps 211 to the designated position. In the first drive mode, all eight drive units 110 operate simultaneously to drive the four flaps 211, thus accelerating the retraction speed of the flaps 211. The retraction time of the four flaps 211 from the fully extended position to the go-around position is only about 6 seconds. Since the flap area is linearly related to flight drag, the larger the flap area, the greater the flight drag. Therefore, the faster the flaps retract, the faster the speed of the aircraft 200 increases, achieving the purpose of rapid climb. When the aircraft 200 encounters high mountain walls and needs to climb during high-altitude rescue missions, or encounters tall trees and needs to climb after low-altitude flight to drop extinguishing agents during forest fire fighting missions, or encounters mountains around the takeoff runway, or encounters airport obstacles, aircraft malfunctions, or weather conditions that prevent the aircraft from landing and require a go-around, the aircraft 200 needs to have better obstacle-crossing performance, especially in meeting the go-around climb gradient requirements. In order to meet the climb gradient and obstacle-crossing requirements, in addition to the engine thrust setting and go-around speed, the retraction speed of the go-around flaps becomes one of the key factors in meeting the climb gradient requirements. The high-lift system provided in this application can retract all four flaps 211 within approximately 6 seconds (e.g., 5 to 7 seconds) in the first drive mode, thus improving the go-around climb gradient and obstacle-crossing capability of the aircraft 200.

[0060] When the second drive mode is selected, the four first drive units 110a connected to the first control unit 121 drive the four flaps 211 to the designated position, or the four second drive units 110b connected to the second control unit 122 drive the four flaps 211 to the designated position. In the second drive mode, it is not necessary for all eight drive units 110 to work simultaneously; only four first drive units 110a or four second drive units 110b need to drive their respective connected flaps 211 to the designated position. That is, in the second drive mode, one of the first drive unit 110a and the second drive unit 110b is active, and the other is passive. The second drive mode is suitable for ordinary transport tasks undertaken by the aircraft 200 and does not require the aircraft 200 to have obstacle-crossing capabilities. In this case, the retraction of each flap can be achieved by one drive unit 110 connected to that flap 211, and the retraction time of the flap 211 from the fully extended position to the go-around position is 12 to 13 seconds.

[0061] Switching between the first drive mode and the second drive mode according to different needs can, on the one hand, make the aircraft 200 suitable for obstacle crossing requirements of different flight missions and broaden the scope of application of the aircraft 200, and on the other hand, extend the service life of the drive unit 110.

[0062] For example, when the aircraft 200 encounters a high mountain face and needs to climb during a high-altitude rescue mission, or when it encounters tall trees after low-altitude flight to drop extinguishing agents during a forest fire fighting mission, the climb gradient for the go-around after low-altitude flight needs to reach 5.2% to 12.6%. In this case, the pilot can select the first drive mode, allowing the aircraft 200 to retract all four flaps 211 within approximately 6 seconds (e.g., 5 to 7 seconds), thus meeting the climb gradient requirements for the go-around and ensuring obstacle clearance capability. However, when the aircraft 200 is performing a normal flight mission, the go-around climb gradient is at least 2.1% during approach and at least 3.2% during landing. In this case, the pilot can select the second drive mode, allowing the aircraft 200 to retract all four flaps 211 to reach the go-around position within 12 to 13 seconds, thus meeting the relatively lower go-around climb gradient requirements.

[0063] The first control unit 121 and the second control unit 122 are respectively FSECU (Flap Slat Electronic Control Unit), the control unit 130 is FSCL (Flap Slat Control Lever), and the flight management unit 140 is FMS (Flight Management System).

[0064] In some embodiments, in the second drive mode, four first drive units 110a connected to the first control unit 121 and four second drive units 110b connected to the second control unit 122 alternately drive the flaps 211 to the positions specified by the flap position signals in different flight segments of the aircraft 200. Specifically, the flight segments of the aircraft 200 from takeoff to landing include a takeoff segment, a cruise segment, and a landing segment. In the takeoff segment, the four first drive units 110a connected to the first control unit 121 drive the flaps 211 to the specified positions; in the cruise segment, the four second drive units 110b connected to the second control unit 122 drive the flaps 211 to the specified positions; and in the landing segment, the four first drive units 110a connected to the first control unit 121 drive the flaps 211 to the specified positions. In other implementations, the takeoff segment includes a takeoff liftoff segment and a route climb segment, and the landing segment includes a normal descent segment and an approach segment. Specifically, during the takeoff phase, four first drive units 110a connected to the first control unit 121 drive the flaps 211 to a designated position; during the climb phase, four second drive units 110b connected to the second control unit 122 drive the flaps 211 to a designated position; during the cruise phase, the four first drive units 110a connected to the first control unit 121 drive the flaps 211 to a designated position; during the normal descent phase, the four second drive units 110b connected to the second control unit 122 drive the flaps 211 to a designated position; and during the approach phase, the four first drive units 110a connected to the first control unit 121 drive the flaps 211 to a designated position. This alternating drive of the flaps 211 further extends the service life of the drive units 110.

[0065] In the embodiments provided in this application, reference is made to Figures 2-4 The drive unit 110 includes a motor 111 and an actuator 112. The input end of the motor 111 is connected to the first control unit 121 or the second control unit 122, and the output end of the motor 111 is connected to the input end of the actuator 112 to drive the actuator 112 to actuate. The output end of the actuator 112 is connected to the flap 211 to drive the flap 211 to move. Specifically, the motor 111 in the first drive unit 110a is connected to the first control unit 121, and the motor 111 in the second drive unit 110b is connected to the second control unit 122. The first control unit 121 and / or the second control unit 122 receive flap position signals and flap drive mode signals, and control the connected motor 111 to drive the actuator 112 to actuate.

[0066] In the embodiments provided in this application, reference is made to Figure 2 and Figure 4The drive unit 110 also includes a stop 113, which is mounted on the motor 111. The input end of the stop 113 is connected to either the first control unit 121 or the second control unit 122 connected to the drive unit 110. Specifically, the stop 113 in the first drive unit 110a is connected to the first control unit 121, and the stop 113 in the second drive unit 110b is connected to the second control unit 122. The stop 113 is used to lock the output shaft of the motor 111. Specifically, the stop 113 is a holding brake. The first control unit 121 and / or the second control unit 122 control the connected stop 113 to lock the output shaft of the motor 111, thereby stopping the motor 111 from driving the actuator 112 and thus stopping the movement of the flap 211.

[0067] In the embodiments provided in this application, the high-lift system 100 further includes a position sensor 150. Each flap 211 corresponds to one position sensor 150. The data transmission terminal of each position sensor 150 is connected to the first control unit 121 and the second control unit 122 respectively. The data acquisition terminal of the position sensor 150 is connected to the actuator 112 to collect the number of actuation cycles of the actuator 112. When the pilot controls the control unit 130 to determine the flap position according to the current flight requirements, the control unit 130 generates a flap position signal. The first control unit 121 and the second control unit 122 calculate and confirm the number of actuation revolutions required by the actuator 112 to move the flap 211 to the designated position, i.e., the predetermined number of revolutions, based on the real-time number of actuation revolutions and / or actuation rate of the actuator 112 collected by the position sensor 150. The first control unit 121 and the second control unit 122 calculate the difference between the real-time number of actuation revolutions and / or actuation rate of the actuator 112 and the predetermined number of revolutions and / or predetermined rate, and control the input current of the motor 111 according to the difference. When the real-time number of actuation revolutions and / or actuation rate of the actuator 112 reaches the predetermined number of revolutions and / or predetermined rate, the first control unit 121 and the second control unit 122 reduce the input current of the motor 111, reduce the output shaft speed of the motor 111, and reduce the actuation speed of the actuator 112 until the flap 211 moves to the designated position. This improves the control precision, efficiency, and positioning accuracy of the flap 211. Specifically, the two position sensors 150 transmit the collected number of actuation cycles and / or actuation rate to the first control unit 121 and the second control unit 122, respectively. The first control unit 121 and / or the second control unit 122 compare the consistency of the number of actuation cycles and / or actuation rate of the two actuators 112. If the number of actuation cycles and / or actuation rate of the two actuators 112 are inconsistent, the first control unit 121 and / or the second control unit 122 control the connected stop 113 to lock the output shaft of the motor 111, stopping the actuator (112) from driving the flap (211).

[0068] In the embodiments provided in this application, reference is made to Figure 2 and Figure 4 Of the two position sensors 150 on the two flaps 211 of each wing 210, one position sensor 150 is set on the actuator 112 connected to the first station 2111, and the other position sensor 150 is set on the actuator 112 connected to the fourth station 2114. In this way, the number of position sensors 150 can be reduced while ensuring the acquisition of the real-time actuation number of the actuator 112, avoiding electromagnetic interference between the position sensors 150 and other electronic components, and reducing costs.

[0069] In the embodiments provided in this application, reference is made to Figure 3 and Figure 4 The high-lift system 100 also includes tilt sensors 160. Two tilt sensors 160 are provided on one side of each flap 211. The two tilt sensors 160 are arranged at intervals along the wingspan direction X to collect tilt angle data of the flap 211. The data transmission terminals of the two tilt sensors 160 are respectively connected to the first control unit 121 and / or the second control unit 122 to transmit tilt angle data. When the tilt angle data collected by the two tilt sensors 160 on the same flap 211 are inconsistent, the first control unit 121 or the second control unit 122 connected to the flap 211 controls the corresponding stop 113 to lock the output shaft of the motor 111, stop the actuator 112 from driving the flap 211, and realize the braking of the flap 211 to avoid the twisting deformation of the flap 211 caused by the inconsistent tilt angles at both ends, thereby improving the service life of the flap 211.

[0070] In the embodiments provided in this application, reference is made to Figure 2 and Figure 4 The high-lift system 100 also includes a transmission component 170, which comprises a first torque tube 171, a second torque tube 172, and an angle gearbox 173. (See reference...) Figure 2 The first torque tube 171 extends along the wingspan direction of the inner flap 211a, and the second torque tube 172 extends along the wingspan direction of the outer flap 211b. The first torque tube 171 and the second torque tube 172 are connected by an angle gearbox 173 so that the first torque tube 171 and the second torque tube 172 rotate synchronously.

[0071] Specifically, the input ends of the two actuators 112 connected to the inner flap 211a are respectively connected to the first torque tube 171. The output shaft of the motor 111 corresponding to the actuator 112 connected to the inner flap 211a drives the actuator 112 to actuate through the first torque tube 171. The first torque tube 171 is used to transmit torque and rotate. The input ends of the two actuators 112 connected to the outer flap 211b are respectively connected to the second torque tube 172. The output shaft of the motor 111 corresponding to the actuator 112 connected to the outer flap 211b drives the actuator 112 to actuate through the second torque tube 172. The second torque tube 172 is used to transmit torque and rotate. The function of the angular gearbox 173 is to change the direction of the torque transmitted from the motor 111 to the first torque tube 171 and the second torque tube 172, and to transmit the torque, so that the first torque tube 171 and the second torque tube 172 rotate synchronously, thereby making the inner flap 211a and the outer flap 211b move synchronously.

[0072] The output shaft of motor 111 is connected to the input end of actuator 112 via gears to drive actuator 112 to operate. (Refer to...) Figure 2 The inner flap 211a is supported by a slide rail / linkage mechanism on the fuselage of the aircraft 200 and a hinge assembly of the outer flap 211b. Each slide rail / linkage mechanism is equipped with a motor 111. All eight actuators 112 are connected via a first torque tube 171 and a second torque tube 172 on the trailing edge of the wing 210.

[0073] Reference Figure 2 and Figure 4 The position sensor 150 corresponding to the first station 2111 is also configured to collect the number of rotations and / or rotation rate of the first torque tube 171, and the position sensor 150 corresponding to the fourth station 2114 is also configured to collect the number of rotations and / or rotation rate of the second torque tube 172. The two position sensors 150 transmit the collected number of rotations and / or rotation rates of the torque tubes to the first control unit 121 or the second control unit 122, respectively. The first control unit 121 or the second control unit 122 compares the consistency of the number of rotations and / or rotation rates of the first torque tube 171 and the second torque tube 172. If the number of rotations and / or rotation rates of the first torque tube 171 and the second torque tube 172 are inconsistent, the first control unit 121 or the second control unit 122 controls the connected stop 113 to lock the output shaft of the motor 111 and stop the corresponding actuator 112 from driving the flap 211.

[0074] In the embodiments provided in this application, reference is made to Figure 4 Each actuator 112 is provided with a speed protection element 1121, which is used to limit the operating speed of the actuator 112 to prevent the flap 211 from going beyond the designated position due to excessive operating speed of the actuator 112.

[0075] In the embodiments provided in this application, the actuator 112 is further provided with a reduction gear assembly and a torque limiting assembly to limit the number of actuation cycles and output torque of the actuator 112, thereby protecting the actuator 112.

[0076] In the embodiments provided in this application, the high-lift system 100 further includes a power supply 180, and a first control unit 121 and a second control unit 122 are electrically connected to the power supply 180 to provide input current to the motor 111 and control the magnitude of the input current.

[0077] In the embodiments provided in this application, reference is made to Figure 3 The first control unit 121 and the second control unit 122 are respectively connected to the avionics system 300 to transmit data.

[0078] In the embodiments provided in this application, reference is made to Figure 5 and Figure 6 The control unit 130 includes a joystick 131, four angular displacement sensors 132, and a planetary gear 133. One end of the joystick 131 is connected to the planetary gear 133, allowing the joystick 131 to move between different positions (not shown in the figure), each position corresponding to a flap position. The data acquisition ends of the four angular displacement sensors 132 are respectively connected to the planetary gear 133. Two of the data transmission ends of the four angular displacement sensors 132 are connected to the first control unit 121, and the other two are connected to the second control unit 122. Specifically, the four angular displacement sensors 132 include a first sensor 132a, a second sensor 132b, a third sensor 132c, and a fourth sensor 132d. The data transmission ends of the first sensor 132a and the second sensor 132b are respectively connected to the first control unit 121, and the data transmission ends of the third sensor 132c and the fourth sensor 132d are respectively connected to the second control unit 122. The first control unit 121 and the second control unit 122 are connected via a communication bus 123 to achieve data exchange. (Refer to...) Figure 3 The first control unit 121 has a first flap channel, which includes a first control channel 121a and a first monitoring channel 121b, and the first control channel 121a and the first monitoring channel 121b are physically isolated from each other. The second control unit 122 has a second flap channel, which includes a second control channel 122a and a second monitoring channel 122b, and the second control channel 122a and the second monitoring channel 122b are physically isolated from each other.

[0079] Among them, the angular displacement sensor 132 is a rotary variable differential transformer sensor (RVDT), and the communication bus 123 can be a CAN (Controller Area Network) bus, an ARINC 429 bus, or other types of digital buses, with CAN bus being preferred.

[0080] According to flight requirements, the pilot moves the control stick 131 to a locked position. The control stick 131 drives the planetary gear 133 to rotate. The first sensor 132a, the second sensor 132b, the third sensor 132c, and the fourth sensor 132d measure the travel angle of the control stick 131, generating a position signal containing the measured travel angle. The four position signals are RVDT1, RVDT2, RVDT3, and RVDT4. The first control channel 121a of the first control unit 121 acquires RVDT1 and RVDT2, and the first monitoring channel 121b verifies whether RVDT1 and RVDT2 are valid position signals. The second control channel 122a of the second control unit 122 acquires RVDT3 and RVDT4, and the second monitoring channel 122b verifies whether RVDT3 and RVDT4 are valid position signals. If at least two of the position signals among RVDT1, RVDT2, RVDT3 and RVDT4 are confirmed as valid position signals, the control unit 130 generates a flap position signal and transmits the flap position signal to the first control unit 121 and / or the second control unit 122. The first control unit 121 and / or the second control unit 122 control the connected drive unit 110 to drive the flap 211 to the position specified by the flap position signal.

[0081] Meanwhile, this application embodiment also provides an aircraft 200, which includes the high lift system 100 as described above.

[0082] Furthermore, this application embodiment also provides a method for control using the high-lift system 100 as described above, comprising the following steps:

[0083] S10, Select flap drive mode:

[0084] The pilot selects a first drive mode or a second drive mode through the flight management unit 140 located in the cockpit of the aircraft 200. The flight management unit 140 transmits the selected drive mode signal to the first control unit 121 and / or the second control unit 122.

[0085] Specifically, when the aircraft 200 performs special missions such as high-altitude transportation or forest firefighting, it selects the first drive mode, and the flight management unit 140 transmits a drive mode signal containing the first drive mode to the first control unit 121 and the second control unit 122. When the aircraft 200 performs ordinary transportation missions, it selects the second drive mode, and the flight management unit 140 transmits a drive mode signal containing the second drive mode to either the first control unit 121 or the second control unit 122.

[0086] S20. Determine the flap position:

[0087] The pilot determines the flap position as needed through the control unit 130 located in the cockpit of the aircraft 200. The control unit 130 generates a flap position signal and transmits it to the first control unit 121 and / or the second control unit 122.

[0088] Specifically, when the pilot selects the first drive mode, the control unit 130 transmits the flap position signal to the first control unit 121 and the second control unit 122. When the pilot selects the second drive mode, the control unit 130 transmits the flap position signal to either the first control unit 121 or the second control unit 122.

[0089] S30, Drive the flaps to the designated position:

[0090] In the first driving mode, the first control unit 121 and the second control unit 122 control their respective connected first driving units 110a and 110b according to the received flap position signals, so that all eight driving units 110 work simultaneously and drive all four flaps 211 to move to the designated position; in the second driving mode, the first control unit 121 controls the connected first driving unit 110a to work and drive all four flaps 211 to move to the designated position, or the second control unit 122 controls the connected second driving unit 110b to work and drive all four flaps 211 to move to the designated position.

[0091] In the embodiments provided in this application, reference is made to Figure 7Step S20 further includes: the pilot moves the joystick 131 in the control unit 130 to a locking position; the movement of the joystick 131 drives the planetary gear 133 to rotate; the first sensor 132a, the second sensor 132b, the third sensor 132c, and the fourth sensor 132d respectively measure the travel angle of the joystick 131, generating RVDT1, RVDT2, RVDT3, and RVDT4 respectively; the first control channel 121a of the first control unit 121 acquires RVDT1 and RVDT2, and the first monitoring channel 121b verifies whether RVDT1 and RVDT2 are valid position signals; the second control channel 122a of the second control unit 122 acquires RVDT3 and RVDT4, and the second monitoring channel 122b verifies whether RVDT3 and RVDT4 are valid position signals.

[0092] The relationship between the locking position of the joystick, the travel angle of the joystick measured by the angular displacement sensor, and the flap angle is shown in Table 1.

[0093] Table 1

[0094]

[0095] The ±1° effective range for the travel angle measured by the angular displacement sensor in Table 1 is only one example; the effective range can be adjusted according to the type of aircraft and flight requirements. The flap angles corresponding to the locking positions in Table 1 are also an example; the flap angle for each locking position can be adjusted according to the type of aircraft and flight requirements.

[0096] For example, when the pilot moves the control stick to the position marked "1", the first sensor 132a, the second sensor 132b, the third sensor 132c, and the fourth sensor 132d measure the travel angle of the control stick 131 at this time, and generate a position signal containing the travel angle of the control stick 131. The four position signals are RVDT1, RVDT2, RVDT3, and RVDT4, respectively. The first control channel 121a of the first control unit 121 collects RVDT1 and RVDT2, and the first monitoring channel 121b verifies whether RVDT1 and RVDT2 are valid position signals, that is, verifies whether the travel angle contained in RVDT1 and RVDT2 falls within the valid range of -10°±1°, and maintains it within the valid range for a preset duration threshold, such as 200ms to 300ms, but not limited to 200ms to 300ms, which can be adjusted according to the actual situation, such as according to the type of aircraft and actual flight requirements. Similarly, the second control channel 122a of the second control unit 122 acquires RVDT3 and RVDT4, and the second monitoring channel 122b verifies whether RVDT3 and RVDT4 are valid position signals, that is, verifies whether the travel angle contained in RVDT3 and RVDT4 falls within the valid range of -10°±1°, and maintains it within the valid range for a certain period of time (e.g., 200ms).

[0097] If the travel angle contained in one of RVDT1, RVDT2, RVDT3, and RVDT4 (e.g., RVDT1) is within the valid range of -10°±1° and remains for 200ms, then the first monitoring channel 121b determines it as a valid position signal; otherwise, it is determined as an invalid position signal and marked as "NULL". The first monitoring channel 121b converts the RVDT1 determined as a valid position signal into a "new handle locking command". The first control unit 121 transmits the "new handle locking command" to the second flap channel in the second control unit 122. The second monitoring channel 122b checks the travel angle contained in RVDT2, RVDT3, and RVDT4. If the travel angle contained in at least one of RVDT2, RVDT3, and RVDT4 is within the valid range of -10°±1° and remains for 200ms, then it is considered a valid position signal, i.e. At least two valid position signals exist among RVDT1, RVDT2, RVDT3, and RVDT4. The position marked "1" where the control lever 131 is located is a valid position. The control unit 130 generates a flap position signal and transmits it to the first control unit 121 and / or the second control unit 122. The first control unit 121 and / or the second control unit 122 control the connected drive unit 110 to drive the flap 211 to the position specified by the flap position signal, i.e., the 15° flap angle corresponding to the position marked "1". This improves the accuracy of flap control and avoids misoperation or the control lever 131 not being in the correct position, which would prevent the flap 211 from moving to the specified position. Conversely, if the stroke angles included in RVDT2, RVDT3, and RVDT4 are no longer within the valid range of -10°±1° and / or are not maintained for 200ms, the first flap channel receiving RVDT1 enters a fail-safe state.

[0098] In the embodiments provided in this application, reference is made to Figure 7 When at least two valid position signals exist among RVDT1, RVDT2, RVDT3, and RVDT4, a system command is generated. The first monitoring channel 121b and the second monitoring channel 122b respectively detect whether the system command meets the airspeed and wheel load commands or requirements. If they meet the requirements, a flap position signal is generated; otherwise, the system command is determined to be an invalid signal. The first control unit 121 and the second control unit 122 determine the current state of the aircraft 200 based on the airspeed signal and the main wheel load signal. Specifically, the aircraft 200 is determined to be on the ground only when the airspeed is <60 knots and the main wheel load signal = 1; otherwise, to ensure the safety of the aircraft 200, if either the airspeed or the main wheel load is in the air, the aircraft 200 is assumed to be in the air.

[0099] In the embodiments provided in this application, step S30 further includes: the first control unit 121, through the first monitoring channel 121b, and the second control unit 122, through the second monitoring channel 122b, respectively determine the number of actuation revolutions and / or actuation rate of the actuator 112 based on the received flap position signal, that is, based on the number of actuation revolutions and / or actuation rate required for the actuator 112 to move the flap 211 to the designated position (i.e., the predetermined number of revolutions and / or predetermined rate). The first control unit 121 and / or the second control unit 122, based on the real-time number of actuation revolutions and / or actuation rate transmitted by the position sensor 150, determine whether there is a speed deviation between the real-time number of actuation revolutions and / or actuation rate of the actuator 112 and the predetermined number of revolutions and / or predetermined rate. If a speed deviation exists, The first control unit 121 and the second control unit 122 send current commands to the converter according to the speed deviation. The converter adjusts the input current of the motor 111, thereby adjusting the number of rotations and / or the actuation rate of the actuator 112. When the real-time number of rotations and / or the actuation rate of the actuator 112 approaches or reaches the predetermined number of rotations and / or the predetermined rate, the first control unit 121 adjusts the current commands through the first control channel 121a and the second control unit 122 adjusts the current commands through the second control channel 122a, respectively. The adjusted current commands are then transmitted to the motor 111 through the converter to reduce the input current of the connected motor 111, reduce the output shaft speed of the motor 111, and reduce the actuation speed of the actuator 112 until the flap 211 moves to the designated position. After the flap 211 moves to the designated position, the number of actuation cycles and / or actuation rate data collected by the position sensor 150 corresponding to the inner flap 211a are zeroed, and the number of actuation cycles and / or actuation rate data collected by the position sensor 150 corresponding to the outer flap 211b are also zeroed. The first control unit 121 and the second control unit 122 are both PID controllers.

[0100] In the embodiments provided in this application, step S30 further includes: the position sensor 150 corresponding to the first station 2111 is further configured to collect the number of rotations and / or rotation rate of the first torque tube 171, and the position sensor 150 corresponding to the fourth station 2114 is further configured to collect the number of rotations and / or rotation rate of the second torque tube 172. The two position sensors 150 transmit the number of rotations and / or rotation speed of the collected torque tubes to the first control unit 121 or the second control unit 122, respectively. The first control unit 121 or the second control unit 122 compares the consistency of the number of rotations and / or rotation speed of the first torque tube 171 and the second torque tube 172. If the number of rotations and / or rotation speed of the first torque tube 171 and the second torque tube 172 are inconsistent, the first control unit 121 or the second control unit 122 controls the connected stop 113 to lock the output shaft of the motor 111 and stop the corresponding actuator 112 from driving the flap 211, thereby preventing the flap 211 from tilting or the inner flap 211a and the outer flap 211b from being driven asynchronously.

[0101] In the embodiments provided in this application, step S30 further includes:

[0102] The first control unit 121 analyzes and compares the tilt angle data transmitted by the two tilt sensors 160 installed on the same flap 211 through the first monitoring channel 121b and the second control unit 122 through the second monitoring channel 122b. When the tilt angle data collected by the two tilt sensors 160 are different, the first control unit 121 controls the connected stop 113 to lock the output shaft of the motor 111 through the first control channel 121a and the second control unit 122 controls the actuator 113 to lock the output shaft of the motor 111 and stop the actuator 112 from driving the flap 211.

[0103] The above provides a detailed description of a high-lift system, an aircraft, and a control method for the high-lift system provided in the embodiments of this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the technical solutions and core ideas of this application. Those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this application.

Claims

1. A high-lift system for controlling flaps (211) mounted on the wings (210) of an aircraft (200), wherein two flaps (211) are spaced apart along their wingspan direction (X) on each side of the wing (210), characterized in that, The high-lift system includes: A drive unit (110) is provided, wherein each of the flaps (211) is connected to at least two of the drive units (110), and the drive unit (110) is used to drive the flaps (211) to move; The first control unit (121) and the second control unit (122) are connected to each flap (211), and one of the at least two drive units (110) connected to each flap (211) is connected to the first control unit (121) and the other is connected to the second control unit (122). The control unit (130) is used to determine the flap position and generate a flap position signal. The first control unit (121) and the second control unit (122) are respectively connected to the control unit (130) to receive the flap position signal and control the connected drive unit (110) to drive the flap (211) to move to the specified position. Flight management unit (140) is used to generate flap drive mode signal, and the first control unit (121) and / or the second control unit (122) are respectively connected to the flight management unit (140) to receive the flap drive mode signal; The flap drive modes include a first drive mode and a second drive mode. In the first driving mode, the driving unit (110) connected to the first control unit (121) and the driving unit (110) connected to the second control unit (122) work simultaneously to drive the flap (211) to move to the designated position; In the second driving mode, the driving unit (110) connected to the first control unit (121) drives the flap (211) to move to a specified position, or the driving unit (110) connected to the second control unit (122) drives the flap (211) to move to a specified position.

2. The high-lift system as described in claim 1, characterized in that, In the second drive mode, the drive unit (110) connected to the first control unit (121) and the drive unit (110) connected to the second control unit (122) alternately drive the flap (211) to a designated position in different flight segments of the aircraft (200); The flight segment includes a takeoff segment, a cruise segment, and a landing segment.

3. The high-lift system as described in claim 1, characterized in that, The drive unit (110) includes a motor (111) and an actuator (112). The motor (111) is connected to the first control unit (121) or the second control unit (122). The output shaft of the motor (111) is connected to the input end of the actuator (112) to drive the actuator (112) to actuate. The output end of the actuator (112) is connected to the flap (211) to drive the flap (211) to move.

4. The high-lift system as described in claim 3, characterized in that, The drive unit (110) further includes a stop (113), which is disposed on the motor (111). The input end of the stop (113) is connected to the first control unit (121) or the second control unit (122) connected to the drive unit (110). The stop (113) is used to lock the output shaft of the motor (111) to stop the motor (111) from driving the actuator (112).

5. The high-lift system as described in claim 3, characterized in that, The high-lift system also includes a position sensor (150), which is connected to the first control unit (121) and / or the second control unit (122). The position sensor (150) is disposed on the actuator (112) to collect the number of actuation cycles and / or actuation rate of the actuator (112) and transmit them to the first control unit (121) and / or the second control unit (122), thereby controlling and monitoring the wing surface angle and the movement rate of the flap (211).

6. The high-lift system as described in claim 5, characterized in that, The two flaps (211) on each wing (210) include an inner flap (211a) and an outer flap (211b). The inner flap (211a) is provided with a first position (2111) and a second position (2112) spaced apart along the wingspan direction (X). The outer flap (211b) is provided with a third position (2113) and a fourth position (2114) spaced apart along the wingspan direction (X). The second position (2112) and the third position (2113) are adjacent to each other. Each station is connected to an actuator (112), and a position sensor (150) is respectively provided on the actuator (112) connected to the first station (2111) and on the actuator (112) connected to the fourth station (2114).

7. The high-lift system as described in claim 1, characterized in that, The high-lift system also includes tilt sensors (160). At least two tilt sensors (160) are provided on the wing surface of each flap (211) to collect tilt angle data of the wing surface. The at least two tilt sensors (160) are arranged at intervals along the wingspan direction (X). The at least two tilt sensors (160) are respectively connected to the first control unit (121) and / or the second control unit (122) to transmit the tilt angle data. When the tilt angles collected by the two tilt sensors (160) on the same flap (211) are different, the drive unit (110) connected to the flap (211) stops driving the flap (211) to move.

8. The high-lift system as described in claim 6, characterized in that, The high-lift system also includes a transmission component (170). The output shaft of the motor (111) is connected to the input end of the actuator (112) through the transmission component (170) to drive the actuator (112) to actuate. The two actuators (112) connected to the inner flap (211a) and the two actuators (112) connected to the outer flap (211b) are connected through the transmission component (170) so that the movement speed of the inner flap (211a) and the outer flap (211b) is the same.

9. The high-lift system as described in claim 8, characterized in that, The transmission component (170) includes a first torque tube (171), a second torque tube (172), and an angle gearbox (173). The first torque tube (171) extends along the wingspan direction of the inner flap (211a), and the second torque tube (172) extends along the wingspan direction of the outer flap (211b). The first torque tube (171) and the second torque tube (172) are connected by the angle gearbox (173) so that the first torque tube (171) and the second torque tube (172) rotate synchronously. The input ends of the two actuators (112) connected to the inner flap (211a) are respectively connected to the first torque tube (171), and the input ends of the two actuators (112) connected to the outer flap (211b) are respectively connected to the second torque tube (172). The motor (111) drives the actuators (112) to operate through the first torque tube (171) or the second torque tube (172). The position sensor (150) corresponding to the first station (2111) collects the number of rotations and / or rotation rate of the first torque tube (171), and the position sensor (150) corresponding to the fourth station (2114) collects the number of rotations and / or rotation rate of the second torque tube (172).

10. The high-lift system as described in claim 8, characterized in that, Each actuator (112) is provided with a speed protection element (1121) for limiting the operating speed of the actuator (112).

11. The high-lift system as claimed in claim 1, characterized in that, The control unit (130) includes a joystick (131) and four angular displacement sensors (132). The joystick (131) is configured to move between different positions. The four angular displacement sensors (132) are used to measure the travel angle of the joystick (131) and generate a position signal containing the measured travel angle. The first control unit (121) is configured to receive and verify the position signals generated by two of the four angular displacement sensors (132), and the second control unit (122) is configured to receive and verify the position signals generated by the other two of the four angular displacement sensors (132). The first control unit (121) and the second control unit (122) are connected via a communication bus (123) to exchange received position signals; If at least two of the four position signals are confirmed as valid position signals, the manipulation unit (130) generates the flap position signal, and the first control unit (121) and / or the second control unit (122) control the connected drive unit (110) to drive the flap (211) to move to the specified position.

12. An aircraft, characterized in that, Including the high-lift system as described in any one of claims 1 to 11.

13. A method for control using a high-lift system as described in any one of claims 1 to 11, characterized in that, Includes the following steps: Select flap drive mode: The flight management unit (140) selects either the first drive mode or the second drive mode and transmits the selected drive mode signal to the first control unit (121) and / or the second control unit (122). Determine the flap position: The flap position is determined by the control unit (130), a flap position signal is generated and transmitted to the first control unit (121) and / or the second control unit (122). Drive the flaps to the designated position: In the first driving mode, the first control unit (121) and the second control unit (122) control the connected driving unit (110) to work simultaneously to drive the flap (211) to move to a specified position; In the second driving mode, the first control unit (121) controls the connected driving unit (110) to work and drives the flap (211) to move to a specified position, or the second control unit (122) controls the connected driving unit (110) to work and drives the flap (211) to move to a specified position.

14. The method for controlling the high-lift system as described in claim 13, characterized in that, In the second drive mode, the first control unit (121) and the second control unit (122) alternately control the connected drive unit (110) to drive the flap (211) to a designated position in different flight segments of the aircraft (200).

15. The method for controlling the high-lift system as described in claim 13, characterized in that, The step of driving the flap to the designated position further includes: The position sensor (150) collects the number of actuation cycles of the actuator (112) in the drive unit (110) and transmits it to the first control unit (121) or the second control unit (122) connected to the motor (111) in the drive unit (110). The first control unit (121) or the second control unit (122) connected to the motor (111) is set with a predetermined number of revolutions. When the number of actuation revolutions collected by the position sensor (150) reaches the predetermined number of revolutions, the first control unit (121) or the second control unit (122) connected to the motor (111) controls the motor (111) to reduce the actuation speed of the actuator (112), and the actuator (112) drives the flap (211) to reach the designated position.

16. The method for controlling the high-lift system as described in claim 15, characterized in that, Two position sensors (150) are provided on each wing (210). One position sensor (150) collects the number of actuation cycles and / or actuation rate of the actuator (112) connected to the first station (2111), and the other position sensor (150) collects the number of actuation cycles and / or actuation rate of the actuator (112) connected to the fourth station (2114). The two position sensors (150) respectively transmit the collected number of actuation cycles and / or actuation rate to the first control unit (121) and / or the second control unit (122), and the first control unit (121) and / or the second control unit (122) compare the consistency of the number of actuation cycles and / or actuation rate of the two actuators (112); If the number of actuation cycles and / or actuation rate of the two actuators (112) are inconsistent, the first control unit (121) and / or the second control unit (122) control the connected stop (113) to lock the output shaft of the motor (111) and stop the actuator (112) from driving the flap (211).

17. The method for controlling the high-lift system as described in claim 16, characterized in that, The number of rotations and / or rotation rate of the first torque tube (171) are collected by the position sensor (150) corresponding to the first station (2111), and the number of rotations and / or rotation rate of the second torque tube (172) are collected by the position sensor (150) corresponding to the fourth station (2114). The two position sensors (150) respectively transmit the collected number of rotations and / or rotation rate to the first control unit (121) and / or the second control unit (122), and the first control unit (121) and / or the second control unit (122) compare the consistency of the number of rotations and / or rotation rate of the first torque tube (171) and the second torque tube (172); If the number of rotations and / or rotation speed of the first torque tube (171) and the second torque tube (172) are inconsistent, the first control unit (121) and / or the second control unit (122) control the connected stop (113) to lock the output shaft of the motor (111) and stop the actuator (112) from driving the flap (211).

18. The method for controlling the high-lift system as described in claim 15, characterized in that, The step of driving the flap to the designated position further includes: Two tilt sensors (160) installed on the flap (211) collect the tilt angle data of the flap (211) and transmit it to the first control unit (121) or the second control unit (122) corresponding to the flap (211). When the tilt angle data collected by the two tilt sensors (160) are different, the first control unit (121) or the second control unit (122) controls the connected stop (113) to lock the output shaft of the motor (111) and stop the actuator (112) from driving the flap (211).

19. The method for controlling the high-lift system as described in claim 13, characterized in that, The step of determining the flap position also includes: The joystick (131) in the moving control unit (130) is moved to a locking position. The stroke angle of the joystick (131) is measured by four angular displacement sensors (132) and a position signal containing the measured stroke angle is generated. Two position signals are transmitted to the first control unit (121) and the other two position signals are transmitted to the second control unit (122). The first control unit (121) and the second control unit (122) respectively verify the received position signals and exchange data. If the travel angle contained in at least two of the four position signals falls into an effective angle range and reaches a preset duration threshold, the position moved by the joystick (131) is identified as an effective position, and the control unit (130) generates a flap position signal and transmits it to the first control unit (121) and / or the second control unit (122).

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