A distributed trailing edge flap control system
By installing a flap rotation actuation drive and a flap braking device on each flap, independent control of the inner and outer flaps is achieved, solving the failure problem caused by traditional flap system malfunctions, improving system availability, reducing drag during cruise, and enhancing aircraft economy.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- COMMERCIAL AIRCRAFT CORP OF CHINA LTD
- Filing Date
- 2023-12-01
- Publication Date
- 2026-06-30
AI Technical Summary
In traditional flap control systems, the synchronous movement of the inner and outer flaps means that a single malfunction can cause the system to fail, and the flaps cannot be independently controlled during the cruise phase to reduce drag and improve fuel economy.
A distributed control scheme is adopted, which realizes independent motion control of the inner and outer flaps by installing a flap rotation drive device and a flap braking device on each flap. In the event of a flap failure, the symmetrical flaps are locked, and the distributed control is carried out using a dual-redundant flap slat electronic control device.
It improves the availability of the flap system and aircraft economy, ensures that the flap system can still function normally in the event of a failure, and reduces wing drag during the cruise phase to improve aircraft economy.
Smart Images
Figure CN117446154B_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of aircraft flap control, and more particularly to a distributed trailing edge flap control system. Background Technology
[0002] Auxiliary control surfaces of civil aircraft generally include slats on the leading edge of the wing and flaps on the trailing edge of the wing, as shown in the attached diagram. Figure 1 As shown. During low-speed phases such as takeoff and landing, the outward extension and downward bending of the leading-edge slats and trailing-edge flaps increase the wing area and change the configuration to provide lift for the aircraft, ensuring a reasonable takeoff distance and safe takeoff speed, while also improving the aircraft's climb rate, approach rate, and approach attitude.
[0003] exist Figure 2 A schematic diagram of a conventional flap control system for a civil aircraft is disclosed, comprising: a flap / slat control lever, a flap / slat electronic control unit, a flap power drive unit, transmission line components, a flap rotation gear actuator, and a flap position sensor. Its operating principle is as follows: the pilot moves the flap / slat control lever (FSCL) to the command position and then stops. The flap / slat electronic control unit (FSECU) detects a valid lever command signal, compares it with the signal from the external flap position sensor, and after internal control calculation, sends a command signal to the flap power drive unit (PDU). The PDU outputs rotational torque, which is transmitted to the flap rotation gear actuator through a torque tube, bearing support, and other transmission line components, thereby driving the control surfaces. The flap position sensor located at the wingtip feeds back the control surface position signal to the FSECU. When the FSECU detects the sensor signal that the control surface has reached the commanded position, it sends a command signal to the PDU to stop outputting torque and sends a command signal to the flap brake device at the wingtip to lock the drivetrain components, so that the control surface remains in the commanded position.
[0004] However, in a traditional flap control system, a single flap power drive unit drives the inner and outer flaps, which are interconnected by a torque tube, to move synchronously. If any flap malfunctions, the entire flap system is locked, and the flap control system function is completely lost. Furthermore, during the cruise phase, the traditional flap control system is generally not in operation and cannot achieve the goal of extending the flaps to the commanded position to reduce wing drag and improve the aircraft's economy while meeting lift requirements.
[0005] Based on the above problems, it is necessary to find an improved distributed trailing edge flap control scheme that can perform distributed control of the inner and outer flaps. Summary of the Invention
[0006] This application provides a distributed trailing edge flap control scheme that enables distributed control of the inner and outer flaps.
[0007] According to a first aspect of this application, a distributed trailing edge flap control system is provided, comprising:
[0008] Multiple flaps;
[0009] The flap slat control handle (FSCL) is configured to allow the pilot to manually input the desired flap position command.
[0010] The flap slat electronic control unit (FSECU) is configured to distribute and control the flap actuation drive and flap braking devices among the plurality of flaps based on the position of each flap or when a flap malfunction is detected.
[0011] Each flap has a corresponding flap rotation actuation drive device, which is configured to drive the corresponding flap to a designated position according to the command from the flap slat electronic control device;
[0012] Each flap has a flap braking device corresponding to a flap, the flap braking device being configured to lock the corresponding flap according to a locking command from the flap slat electronic control device;
[0013] Each flap has a corresponding flap position sensor, which is configured to feed back the detected position data of the corresponding flap to the flap slat electronic control device.
[0014] The transmission line system is configured to transmit the torque of the flap rotation actuation drive to the flap surface to achieve the extension and retraction of the flap surface.
[0015] This overview is provided to introduce, in a simplified form, some of the concepts further described in the detailed description below. This overview is not intended to identify key or essential features of the claimed subject matter, nor is it intended to limit the scope of the claimed subject matter. Attached Figure Description
[0016] To describe how the above and other advantages and features of this application are obtained, a more specific description of the application briefly described above will be presented with reference to specific embodiments of the application shown in the accompanying drawings. It will be understood that these drawings depict only typical embodiments of the application and are therefore not intended to limit its scope. The application will be described and explained using the drawings and with the aid of additional features and details, in which:
[0017] Figure 1 This diagram shows a schematic structure of auxiliary control surfaces on the wings of a conventional civil aircraft.
[0018] Figure 2 A schematic diagram of a conventional flap control system for a civil aircraft is shown.
[0019] Figure 3 A schematic structural diagram of a flap control system according to an embodiment of this application is shown.
[0020] Figure 4 A schematic diagram of the specific structure of a flap control system according to an embodiment of this application is shown. Detailed Implementation
[0021] This application covers aspects such as system composition, control, and monitoring.
[0022] The present application provides a flap system architecture capable of independent movement of inner and outer flaps, synchronous movement of left and right inner flaps, and synchronous movement of left and right outer flaps, thereby realizing a distributed control scheme for inner and outer flaps.
[0023] The core of this design is that when a flap malfunctions, a flap brake device installed at the wingtip of that flap, along with flap brake devices installed at the wingtip of its symmetrical counterpart, locks the two symmetrical flap surfaces. The remaining two symmetrical, undamaged flaps can still be extended and retracted normally, thus improving the availability and efficiency of the flap system. Furthermore, during the cruise phase, this design allows for individual control of either the inner or outer flaps to extend to the commanded position, reducing wing drag and improving aircraft fuel economy.
[0024] The following is based on Figure 3 A schematic structural diagram of a flap control system according to an embodiment of this application is shown. Figure 4 The following is a detailed structural diagram of the flap control system to illustrate the improved structure of the flap control system in this application.
[0025] Overall, to achieve distributed control of the flaps, this application proposes a distributed high-lift system flap architecture design. The core of this design lies in integrating the flap rotation gear actuator and the flap power drive unit (PDU) into a single flap rotation actuation drive. Distributed control of each flap is achieved by installing one of these drive units on each flap. This contrasts sharply with traditional flap control systems, where only one flap power drive unit simultaneously drives the inner and outer flaps, which are interconnected via a torque tube, allowing them to adjust synchronously only.
[0026] Therefore, as shown in the figure, the distributed high-lift system flap control architecture proposed in this application mainly includes a flap rotation actuation drive device that integrates a flap rotation gear actuator and a flap power drive device, flap slat electronic control devices (FSECU1 and FSECU2), flap brake device, transmission line system components, flap slat handle (FSCL), flap position sensor, etc.
[0027] according to Figure 3 The diagram shows the structure of a distributed flap control system. The flaps consist of four components: left and right slats at the leading edge of the wing and left and right flaps at the trailing edge of the wing. For ease of understanding, in the following text, the left and right flaps near the fuselage at the trailing edge of the wing are referred to as the "left and right inner flaps," while the left and right flaps near the wingtip at the trailing edge of the wing are referred to as the "left and right outer flaps."
[0028] Based on the above configuration, the flap control system includes the following devices:
[0029] a) Flap slat control handle FSCL;
[0030] b) Two dual-redundant flap and slat electronic control units (FSECU1 and FSECU2);
[0031] c) Four flap rotation actuation drives, each flap rotation actuation drive corresponding to one of the four flap components;
[0032] d) Four flap brake units (WTBs), each corresponding to one of the four flap components;
[0033] e) Four flap position sensors, each corresponding to one of the four flap components; f) Torque tubes and other drive line components.
[0034] It should be emphasized that the number of these components in the flap control system is not limited. The arrangement shown here is merely a common one. In other possible arrangements, if there are multiple flaps, a corresponding number of flap rotation actuators, flap braking devices, and flap position sensors are configured. This also achieves the solution described in this application.
[0035] The electronic control unit for the flaps is configured to distribute and control the flap actuation drive and flap braking devices among the multiple flaps based on the position of each flap or when a flap malfunction is detected. Specifically, the electronic control unit drives the flap through a flap rotation actuation drive on each flap surface, and detects the flap position in real time through a flap position sensor on each flap surface. When a flap malfunctions, a flap braking device mounted on the wingtip of that flap and a flap braking device mounted on the wingtip of its symmetrical flap surface lock the two symmetrical flap surfaces. The remaining two undamaged flap surfaces can still be extended and retracted normally, thereby improving the availability of the flap system.
[0036] The flap rotation actuation drive device is a dual-channel device. Channels 1 (left inner flap rotation actuation drive device 1), 1 (left outer flap rotation actuation drive device 1), 1 (right inner flap rotation actuation drive device 1), and 1 (right outer flap rotation actuation drive device 1) are connected to the flap and slat electronic control unit (FSECU1). Channels 2 (left inner flap rotation actuation drive device 2), 2 (left outer flap rotation actuation drive device 2), 2 (right inner flap rotation actuation drive device 2), and 2 (right outer flap rotation actuation drive device 2) are connected to the flap and slat electronic control unit (FSECU2). Channel 1 (flap brake device 1) is connected to the flap and slat electronic control unit (FSECU1), and channel 2 (flap position sensor 2) is connected to the flap and slat electronic control unit (FSECU2).
[0037] The flap and slat control handle is a quadruple-redundant position sensor, communicatively connected to the flap and slat electronic control units FSECU1 and FSECU2 respectively, with each FSECU receiving two signals from it. The flap and slat control handle is configured to allow the pilot to manually input the desired flap position command.
[0038] The flap-slat electronic control unit includes two identical flap-slat computers (FSECU1 and FSECU2), each computer having two hardware-dissimilar channels: a command channel and a monitoring channel. The monitoring channel receives monitoring data from various sensors, while the command channel outputs control commands from the flap-slat electronic control unit to other components.
[0039] The electronic control device for the flap slats mainly performs the following application functions:
[0040] a) Input information voting and validity monitoring: Perform monitoring and voting on redundant input information, such as altitude and airspeed signals.
[0041] b) Sensor feedback information monitoring: Perform health monitoring of the input information of flap position sensors on multiple wing surfaces to determine the integrity of the sensor information.
[0042] c) System operation monitoring: Based on input and internal information, the system monitors the correctness of its operation status, and can monitor system operation failures, abnormal conditions of the wing surface, etc., and provide operation monitoring status information reports.
[0043] d) Motor control function: Based on the difference between the actual position and the commanded position of the wing surface, the motor servo control command is calculated through the control algorithm and output to the corresponding flap rotation actuation drive device.
[0044] e) Output information voting and validity: Monitor and vote on the redundant flap and slat positions output by the high-lift system to the outside, and provide the validity status of the source information.
[0045] f) Braking control logic: When one or more flap surfaces of the system are found to be in a faulty state, the flap brake device on the faulty flap needs to be activated to lock the faulty flap, and the flap brake device on the symmetrical flap needs to lock the symmetrical flap at the same time to ensure the symmetrical operation of the flap system and ensure the integrity of the equipment and the deformation of the surface within an acceptable range, so as not to cause structural damage and ensure the safety of the aircraft.
[0046] The flap rotation actuation drive is configured to drive the flap surface to a designated position according to instructions from the flap and slat electronic control unit (FSECU). This device integrates a dual-channel motor power drive and a rotation actuation mechanism, which can be hydraulically or electrically driven. During normal system operation, the flap and slat electronic control unit (FSECU1) controls the device's operation; when FSECU1 malfunctions, FSECU2 controls the device. Specifically, when a flap malfunctions, the flap and slat electronic control unit issues a command to stop the flap rotation actuation drive on that flap, and simultaneously locks the flap using the flap brake. Furthermore, flaps at symmetrical positions on the fuselage must also be locked simultaneously to ensure symmetrical flap operation.
[0047] The flap position sensor can be configured as a dual-channel flap position sensor on each flap surface. The detected flap surface position data is fed back to two electronic flap control units (FSECU1 and FSECU2) via an Electrical Wiring Interconnect System (EWIS) cable to determine the actual flap surface position and monitor the surface status.
[0048] The flap braking device is configured such that when a fault is detected on a certain flap surface, the flap slat electronic control unit issues a locking command, and the flap braking device locks the flap. When the system is operating normally, the flap slat electronic control unit FSECU1 controls the operation of the device; when the flap slat electronic control unit FSECU1 malfunctions, the flap slat electronic control unit FSECU2 controls the operation of the device.
[0049] The torque tube and other transmission line components transmit the torque of the flap rotation actuation drive device to the flap surface to realize the expansion and contraction of the flap surface.
[0050] Under normal operating conditions, the flap and slat electronic control unit FSECU1 serves as the master computer, and the flap and slat electronic control unit FSECU2 serves as the backup computer. Both units simultaneously receive signals from the flap position sensors and execute braking control logic. After comparing the signals, the master computer issues commands to the corresponding flap rotation actuators to perform distributed control operations on the inner and outer flaps. A specific example of the braking control logic is shown below:
[0051] g) The flap and slat electronic control device FSECU1 receives and monitors the position signals of the left and right inner flap position sensor channels 1, receives and monitors the position signals of the left and right outer flap position sensor channels 1, receives and monitors the position signals of the left inner and outer flap position sensor channels 1, and receives and monitors the position signals of the right inner and outer flap position sensor channels 1.
[0052] h) The flap and slat electronic control device FSECU2 receives and monitors the position signals from the left and right inner flap position sensor channels 2, receives and monitors the position signals from the left and right outer flap position sensor channels 2, receives and monitors the position signals from the left inner and outer flap position sensor channels 2, and receives and monitors the position signals from the right inner and outer flap position sensor channels 2.
[0053] i) If the monitoring comparison results of a) and b) are consistent, the flap slat electronic control unit FSECU1 sends a command to the four flap rotation actuation drive units to drive the wing surface to the commanded position.
[0054] j) If the monitoring comparison results of a) and b) are inconsistent, determine whether the flap slat electronic control units FSECU1 and FSECU2 are malfunctioning:
[0055] I. When the flap slat electronic control unit FSECU1 is functioning correctly, FSECU1 will be the primary controller for distributed control operations. Based on the monitoring and comparison of the four flap position sensors, FSECU1 will execute the following control operations according to the braking control logic in section a):
[0056] 6) If the positions of the left and right inner flaps are inconsistent, the flap slat electronic control unit FSECU1 issues a command, which locks the left and right inner flaps through the flap braking device on the two inner flap surfaces.
[0057] 7) If the positions of the left and right outer flaps are inconsistent, the flap slat electronic control unit FSECU1 issues a command, which locks the left and right outer flaps through the flap braking device on the two outer flap surfaces.
[0058] 8) If the positions of the left and right inner and outer flaps are not consistent, the flap slat electronic control unit FSECU1 issues a command, which locks the left and right inner and outer flaps through the flap braking device on these four flap surfaces.
[0059] 9) If the positions of the left inner and outer flaps are inconsistent, the flap slat electronic control device FSECU1 will further compare the positions of the left inner and outer flaps with the positions of the right inner and outer flaps to determine the faulty flap and issue a command to lock the faulty flap and the flaps at its symmetrical position.
[0060] 10) If the positions of the right inner and outer flaps are inconsistent, the flap slat electronic control unit FSECU1 will further compare the positions of the right inner and outer flaps with those of the left inner and outer flaps to determine the faulty flap.
[0061] It then issues a command to lock the faulty flap and the flaps at their symmetrical positions.
[0062] II. In the event that the flap slat electronic control unit FSECU1 malfunctions while the flap slat electronic control unit FSECU2 is functioning correctly, the distributed control operation will be primarily performed by FSECU2. Based on the monitoring and comparison of the four flap position sensors, FSECU2 will execute the following control operations according to the braking control logic in section b):
[0063] 1) If the positions of the left and right inner flaps are inconsistent, the flap slat electronic control unit FSECU2 issues a command, which locks the left and right inner flaps through the flap braking device on the two inner flap surfaces.
[0064] 2) If the positions of the left and right outer flaps are inconsistent, the flap slat electronic control unit FSECU2 issues a command, which locks the left and right outer flaps through the flap braking device on the two outer flap surfaces.
[0065] 3) If the positions of the left and right inner and outer flaps are not consistent, the flap slat electronic control device FSECU2 issues a command, which locks the left and right inner and outer flaps through the flap braking device on these four flap surfaces.
[0066] 4) If the positions of the left inner and outer flaps are inconsistent, the flap slat electronic control device FSECU2 will further compare the positions of the left inner and outer flaps with the positions of the right inner and outer flaps to determine the faulty flap and issue a command to lock the faulty flap and the flaps at its symmetrical position.
[0067] 5) If the positions of the right inner and outer flaps are inconsistent, the flap slat electronic control unit FSECU2 will further compare the positions of the right inner and outer flaps with those of the left inner and outer flaps to determine the faulty flap.
[0068] It then issues a command to lock the faulty flap and the flaps at their symmetrical positions.
[0069] III. If both the flap and slat electronic control units FSECU1 and FSECU2 malfunction, an immediate command will be issued to lock all flap surfaces.
[0070] It should be understood that although the above embodiments show four flaps, two dual-redundant flap-slat electronic control units, four flap rotation actuation drives, four flap braking devices, four flap position sensors, etc., these are merely examples and not limitations. In fact, the solutions of this application can also be applied to different aircraft models, and more or fewer flaps, flap-slat electronic control units, flap rotation actuation drives, flap braking devices, flap position sensors, etc., can be provided depending on the aircraft model. These variations all fall within the scope of protection of this application.
[0071] During the cruise phase, the high-lift system computer calculates the flap deployment angle that satisfies aerodynamic performance based on signals such as aircraft airspeed, altitude, center of gravity, and spoiler position from the main flight control system. The wing camber control logic calculates different flap position commands based on different values of these signals.
[0072] a) The inner flap extends to the calculated angle;
[0073] b) The outer flaps extend to the calculated angle;
[0074] c) The inner flap extends to the calculated angle 1, and the outer flap extends to the calculated angle 2;
[0075] d) Neither the inner nor outer flaps are allowed to extend.
[0076] The system architecture and control logic can individually control the extension position of each flap. Therefore, during the cruise phase, the inner or outer flap can be individually controlled to extend to a small angle position calculated by the wing camber control logic, so as to reduce wing drag and improve aircraft economy.
[0077] Advantages and benefits of this application:
[0078] The distributed flap control scheme proposed in this application has the following advantages and protection points:
[0079] 1. This application proposes a flap rotation actuation drive device that integrates a rotary actuator and a motor power drive device, and realizes distributed control of the flap by installing one of the flap rotation actuation drive devices on each flap to construct a flap distributed control system;
[0080] 2. It can achieve independent motion control of the inner and outer flaps. In the event of an inner flap failure, the outer flap can be independently driven to extend and retract; conversely, in the event of an outer flap failure, the inner flap can be independently driven to extend and retract, thereby improving the availability of the flap system.
[0081] 3. During high-speed cruise, the inner or outer flaps can be individually controlled to extend to a specified small angle position to reduce wing drag and improve aircraft economy (wing camber).
[0082] While different embodiments have been described above, it should be understood that they are merely examples and not limitations. Those skilled in the art will appreciate that various modifications in form and detail may be made without departing from the spirit and scope of this application as defined in the appended claims. Therefore, the breadth and scope of this application disclosed herein should not be limited by the exemplary embodiments disclosed above, but should be defined solely by the appended claims and their equivalents.
Claims
1. A distributed trailing edge flap control system, comprising: Multiple flaps; The flap slat control handle (FSCL) is configured to allow the pilot to manually input the desired flap position command; The flap slat electronic control unit (FSECU) is configured to distribute and control the flap actuation drive and flap braking devices in the multiple flaps according to the position of each flap or when a flap malfunction is detected. Each flap has a corresponding flap rotation actuation drive device, which is configured to drive the corresponding flap to a designated position according to the command from the flap slat electronic control device; Each flap has a flap braking device corresponding to a flap, the flap braking device being configured to lock the corresponding flap according to a locking command from the flap slat electronic control device; Each flap has a corresponding flap position sensor, which is configured to feed back the detected position data of the corresponding flap to the flap slat electronic control device. The transmission line system is configured to transmit the torque of the flap rotation actuation drive to the flap surface to achieve the extension and retraction of the flap surface; The flap slat electronic control device includes flap slat electronic control device FSECU1 and flap slat electronic control device FSECU2; Wherein, when the flap slat electronic control device FSECU1 is fault-free, the flap slat electronic control device FSECU1 is the main controller for distributed control operations, including: based on the monitoring and comparison of each flap position sensor, the corresponding control operations are executed based on the braking control logic of item a). In the event that the flap slat electronic control unit FSECU1 malfunctions while the flap slat electronic control unit FSECU2 is not malfunctioning, the flap slat electronic control unit FSECU2 shall be the primary controller for distributed control operations, including: based on the monitoring and comparison of each flap position sensor, and based on the braking control logic in section b), executing the corresponding control operations. The braking control logic of clause a) is as follows: a) The flap slat electronic control device FSECU1 receives and monitors the position signals of the left and right inner flap position sensors, receives and monitors the position signals of the left and right outer flap position sensors, receives and monitors the position signals of the left inner and outer flap position sensors, and receives and monitors the position signals of the right inner and outer flap position sensors. The braking control logic in clause b) is as follows: b) The flap slat electronic control device FSECU2 receives and monitors the position signals from the left and right inner flap position sensors, receives and monitors the position signals from the left and right outer flap position sensors, receives and monitors the position signals from the left inner and outer flap position sensors, and receives and monitors the position signals from the right inner and outer flap position sensors.
2. The distributed trailing edge flap control system of claim 1, wherein, The flap rotation actuation drive device is constructed by integrating the flap rotation gear actuator with the flap power drive device.
3. The distributed trailing edge flap control system of claim 1, wherein, The multiple flaps include a left inner flap, a left outer flap, a right inner flap, and a right outer flap.
4. The distributed trailing edge flap control system as described in claim 3, characterized in that, The flap and slat electronic control unit FSECU1 is the main computer, while the flap and slat electronic control unit FSECU2 is the backup computer. When the flap and slat electronic control unit FSECU1 fails, the flap and slat electronic control unit FSECU2 takes over from the flap and slat electronic control unit FSECU1 to execute the braking control logic.
5. The distributed trailing edge flap control system as described in claim 4, characterized in that, The brake control logic also includes: c) If the monitoring comparison results of a) and b) are consistent, the flap slat electronic control device FSECU1 issues a command to each flap rotation actuation drive device to drive the flap to the commanded position. d) If the monitoring comparison results of a) and b) are inconsistent, determine whether the flap slat electronic control device FSECU1 and the flap slat electronic control device FSECU2 are malfunctioning. The corresponding control operations performed according to the brake control logic in clause a) include: 1) If the positions of the left and right inner flaps are inconsistent, the flap slat electronic control device FSECU1 issues a command to lock the left and right inner flaps through the flap braking device on the two inner flap surfaces; 2) If the positions of the left and right outer flaps are inconsistent, the flap slat electronic control device FSECU1 issues a command to lock the left and right outer flaps through the flap braking device on the two outer flap surfaces; 3) If the positions of the left and right inner and outer flaps are not consistent, the flap slat electronic control device FSECU1 issues a command to lock the left and right inner and outer flaps through the flap braking device on the four flap surfaces. 4) If the positions of the left inner and outer flaps are inconsistent, the flap slat electronic control device FSECU1 will determine the faulty flap by further comparing the positions of the left inner and outer flaps with the positions of the right inner and outer flaps, and issue a command to lock the faulty flap and the flaps at its symmetrical position. The remaining two fault-free symmetrical flap surfaces can continue to respond to the motion commands given by the FSECU. 5) If the positions of the right inner and outer flaps are inconsistent, the flap slat electronic control device FSECU1 will determine the faulty flap by further comparing the positions of the right inner and outer flaps with the positions of the left inner and outer flaps, and issue a command to lock the faulty flap and the flaps at its symmetrical position. The remaining two fault-free symmetrical flap surfaces can continue to respond to the motion commands given by the FSECU. Specifically, the corresponding control operations performed according to the brake control logic in clause b) include: 1) If the positions of the left and right inner flaps are inconsistent, the flap slat electronic control device FSECU2 issues a command to lock the left and right inner flaps through the flap braking device on the two inner flap surfaces; 2) If the positions of the left and right outer flaps are inconsistent, the flap slat electronic control device FSECU2 issues a command to lock the left and right outer flaps through the flap braking device on the two outer flap surfaces; 3) If the positions of the left and right inner and outer flaps are not consistent, the flap slat electronic control device FSECU2 issues a command to lock the left and right inner and outer flaps through the flap braking device on the four flap surfaces; 4) If the positions of the left inner and outer flaps are inconsistent, the flap slat electronic control device FSECU2 will determine the faulty flap by further comparing the positions of the left inner and outer flaps with the positions of the right inner and outer flaps, and issue a command to lock the faulty flap and the flaps at its symmetrical position. The remaining two fault-free symmetrical flap surfaces can continue to respond to the motion commands given by the FSECU. 5) If the positions of the right inner and outer flaps are inconsistent, the flap slat electronic control device FSECU2 will determine the faulty flap by further comparing the positions of the right inner and outer flaps with the positions of the left inner and outer flaps, and issue a command to lock the faulty flap and the flaps at its symmetrical position. The remaining two fault-free symmetrical flap surfaces can continue to respond to the motion commands given by the FSECU. If both the flap slat electronic control unit FSECU1 and the flap slat electronic control unit FSECU2 malfunction, an immediate command is issued to lock all flaps.
6. The distributed trailing edge flap control system as described in claim 4, characterized in that, When the distributed trailing edge flap control system is operating normally, the flap slat electronic control unit FSECU1 controls the operation of the flap rotation actuation drive device and the flap braking device; when the flap slat electronic control unit FSECU1 fails, the flap slat electronic control unit FSECU2 controls the operation of the flap rotation actuation drive device and the flap braking device.
7. The distributed trailing edge flap control system as described in claim 1, characterized in that, When a flap malfunctions, the flap slat electronic control device issues a command to stop the drive of the flap rotation actuation drive device corresponding to that flap, and at the same time commands the flap brake device on that flap to lock the flap. Furthermore, flaps at symmetrical positions on the fuselage are also locked simultaneously to ensure symmetrical operation of the flaps.
8. The distributed trailing edge flap control system as described in claim 1, characterized in that, The electronic control device for the flap slats performs the following application functions: a) Input information voting and validity monitoring: Perform monitoring and voting on redundant input information, such as altitude and airspeed signals; b) Sensor feedback information monitoring: Perform health monitoring of the input information of flap position sensors on multiple wing surfaces to determine the integrity of the sensor information; c) System operation monitoring: Based on input and internal information, monitor the correctness of system operation status, monitor system operation failures and flap abnormalities, and provide operation monitoring status information reports; d) Motor control function: Based on the difference between the actual position and the commanded position of the wing surface, the motor servo control command is calculated through the control algorithm and output to the corresponding flap rotation actuation drive device; e) Output information voting and validity: Monitor and vote on the redundant flap and slat positions output by the high-lift system to the outside, and provide the validity status of the source information; f) Braking control logic: When one or more flap surfaces of the system are found to be in a faulty state, the flap brake device on the faulty flap is activated to lock the faulty flap, and the flap brake device on the symmetrical flap is locked at the same time to ensure the symmetrical operation of the flap system and ensure the integrity of the equipment and that the deformation of the surface is within an acceptable range.