System for controlling the movement and / or position of aircraft components

Abstract

System for controlling the movement and / or position of components of an aircraft, comprising a first movable component, a second movable component, and an electronic unit. wherein the electronic unit is configured to detect and / or determine a first component value assigned to the first component and a second component value assigned to the second component, wherein the first and second component values ​​each comprise a movement and / or position value, wherein the electronic unit is further configured to compare the first and second component values ​​and, on this basis, to change the movement and / or position of the first and / or second component. characterized by that the electronic unit is further configured to detect a first actual value assigned to the first component and a second actual value assigned to the second component, and that the electronic unit is further configured to generate a first control deviation (e1) from a setpoint (wR, wL) and the first actual value and a second control deviation (e2) from the setpoint (wR, wL) and the second actual value, where the first component value comprises or represents the first control difference (e1) and the second component value comprises or represents the second control difference (e2).

Description

[0001] The present invention relates to a system for controlling the movement and / or position of components of an aircraft, comprising a first movable component, a second movable component, and an electronic unit. wherein the electronic unit is designed to provide a first component value assigned to the first component and a second component value, to detect and / or determine the value assigned to the second component, wherein the first and second component values ​​each comprise a movement and / or position value, and wherein the electronic unit is further configured to compare the first and second component values ​​and, on this basis, to change the movement and / or position of the first and / or second component.

[0002] It is known from the prior art that mechanical lift-enhancing devices are used on aircraft, particularly airplanes, to extend the speed range. These lift-enhancing devices are part of a high-lift system. Mechanical lift-enhancing devices include, in particular, leading-edge slats and flaps in various designs. By actuating these devices, the lift can be adjusted to the flight requirements, especially during takeoff and landing. Extending the lift-enhancing devices increases the wing area or the camber of the airfoil, thus generating sufficient lift at low speeds or enabling higher angles of attack. Flaps are typically extended downwards and to the rear of the wing. Leading-edge slats are typically extended forwards.

[0003] Extending or retracting the lift-enhancing devices has a significant aerodynamic influence and thus determines the aircraft's flight characteristics. Therefore, it is necessary to extend or retract the high-lift devices synchronously between the right and left wings to prevent unwanted roll of the aircraft due to asymmetrical positions of the lift-enhancing devices. Furthermore, a synchronous operation of the lift-enhancing devices on each wing is preferable to ensure a desired lift distribution across the wing.

[0004] A buoyancy aid is typically driven by two drive units to ensure a load path for holding the buoyancy aid in case one drive unit fails. Furthermore, two drive units ensure smooth extension of the buoyancy aid, preventing twisting or tilting.

[0005] In prior art high-lift systems, the lift-enhancing devices at the trailing and leading edges of a wing are typically mechanically coupled. A central drive unit is located in the fuselage or wing root area, distributing mechanical energy throughout the wing via a shaft system. The drive stations, each comprising at least one actuator and a kinematic mechanism, are coupled to this shaft system via branch gearboxes. This arrangement ensures a mechanical connection between the lift-enhancing devices of each wing, as well as between the right and left wing. This guarantees synchronization of the lift-enhancing devices, a synchronization required by building regulations.Alternatives to mechanical synchronization are permitted, provided they guarantee an equivalent degree of safety against asymmetric positions of the buoyancy aids.

[0006] High-lift systems are also known in the prior art in which mechanical synchronization is partially absent. For example, in such high-lift systems, the outer flaps can be moved independently of the inner flaps at their trailing edges. For this purpose, the shaft system is decoupled via a coupling using a differential gear. To generate high lift and thus achieve large flap deflections, this coupling is engaged to move all flaps mechanically in sync.

[0007] High-lift systems are also known in which two central drive units are provided for the trailing-edge flap system: one drive unit for the outer flaps and a separate drive unit for the inner flaps. These systems also ensure mechanical synchronization between the lift-enhancing devices on the right and left wings.

[0008] US Patent 2022 / 0402597A1 discloses a device for controlling and regulating an aircraft actuation system. The device has a first input interface configured to receive first input data specifying a reference variable, a second input interface configured to receive second input data specifying a controlled variable, and a control output configured to output a control signal. The control signal specifies a manipulated variable for an aircraft actuation system, which is to be controlled by the actuation system. The reference variable specifies a desired acceleration at a point on the aircraft, which is to be controlled by the actuation system, and the controlled variable specifies the actual acceleration of the aircraft at that point.Taking into account the reference variable and the controlled variable, the device is configured to determine the manipulated variable, in particular from the difference between the reference variable and the controlled variable, and to output the control signal corresponding to the manipulated variable via the control output. Furthermore, an arrangement for controlling and regulating an aircraft actuation system and a method are provided.

[0009] From GB 999 919 A ​​discloses a servo control system for a variable speed drive, comprising a servo device functionally coupled to the variable speed drive, a device for generating electrical signals indicating a difference between predetermined and actual values ​​of a parameter of the system, and an electronic control device that responds to the signals to effect control of the servo device and the variable speed drive coupled thereto.

[0010] The mechanical synchronization of the lift-enhancing devices requires a shaft system that connects all drive units. This means the shaft system is preferably integrated through the fuselage and wing in the spanwise direction. Due to limited installation space and the angled wing leading edge, it is often necessary to adjust the direction of the transmission using bevel gears. This represents a significant weight disadvantage and is also not feasible with very thin wing profiles.

[0011] Against this background, the present invention aims to provide a solution for synchronizing the movement and / or position of components of an aircraft.

[0012] This problem is solved by the system with the features of independent claim 1 and by the system with the features of independent claim 2. Advantageous embodiments of the invention are the subject of the dependent claims.

[0013] According to the invention, the electronic unit is further configured to detect a first actual value assigned to the first component and a second actual value assigned to the second component, and the electronic unit is further configured to form a first control deviation from a setpoint and the first actual value and a second control deviation from the setpoint and the second actual value. where the first component value comprises or represents the first control deviation and the second component value comprises or represents the second control deviation.

[0014] According to the invention, it is alternatively provided that the system has a first position sensor, wherein the first position sensor is designed and arranged to detect a position of the first component and to generate a first position value from it. wherein the system has a second position sensor, wherein the second position sensor is designed and arranged to detect a position of the second component and to generate a second position value from it, where the first component value comprises or represents the first position value and the second component value comprises or represents the second position value.

[0015] Preferably, the first and / or the second component each have a sensor, wherein the respective sensor is designed and arranged to detect a movement and / or position of the respective component.

[0016] Preferably, the first component is a first actuator of a buoyancy aid and the second component is a second actuator of the buoyancy aid, or the first component is a first actuator group of one buoyancy aid and the second component is a second actuator group of another buoyancy aid.

[0017] Preferably, the comparison is carried out by calculating a difference.

[0018] Preferably, the change in movement and / or position is achieved by accelerating, decelerating and / or stopping the first and / or second component.

[0019] Preferably, the electronic unit is further configured to synchronize the movement and / or position of the first and second components.

[0020] It may also be provided that the electronic unit is further designed to synchronize the movement and / or position of more than two components.

[0021] The invention also relates to an aircraft, in particular an airplane, with a system according to the invention.

[0022] Preferably, synchronization compensates for tolerances and asymmetrical states that may occur during operational use.

[0023] The term "control" should preferably be interpreted broadly and preferably includes both control and / or regulation.

[0024] Preferably, two actuators are synchronized on a common structural element of an aircraft, particularly an airplane. It is also conceivable that several lift-enhancing devices, such as aircraft flaps, are synchronized with each other. Synchronization of actuators on a high-lift flap or the synchronization of several high-lift flaps is also conceivable.

[0025] Preferably, synchronization takes place between at least two actuators, at least two lift aids or flaps, and / or between at least two drive stations. Preferably, the actuators or actuator groups can be individually controlled and / or operated.

[0026] It is conceivable that sensor signals from one or more position sensors could be used at the actuators or at a lift aid or flap. It is also conceivable that, based on a comparison of position commands, actuator positions, and / or flap positions, the actuator control variable could be individually adjusted to compensate for any position differences.

[0027] It is conceivable that any type of kinematics, such as track kinematics, dropped-hinge kinematics, and / or any type of actuators, such as linear actuators, rotary actuators, hydraulic and / or electrical actuators, are used.

[0028] Advantageously, the system according to the invention can prevent asynchrony between lift-enhancing devices, such as flaps, and / or between drive units in a high-lift system. This preferably leads to increased system robustness. If asynchrony is too great, the lift-enhancing devices and / or the drive units are preferably locked to prevent damage to the aircraft structure and / or uncontrollable flight conditions. In the worst case, asynchrony can lead to an aborted flight, for example, if the asynchrony is detected during takeoff, or to a landing at increased speed, since the high-lift capabilities are limited after locking. It is conceivable that a locked state leads to subsequent maintenance work. Preferably, the invention compensates for operational fluctuations that lead to asynchrony.Preferably, the invention makes the operation of a high-buoyancy system with individually controlled and / or actuated buoyancy aids, e.g. flaps and / or actuators, more robust.

[0029] Preferably, the invention synchronizes individual station and / or flap drives. This advantageously eliminates the need for mechanical synchronization of actuators and / or lift aids, resulting in a significant weight saving. The invention also advantageously solves installation problems in wings with limited installation space.

[0030] With regard to the approval requirements, the invention advantageously represents an alternative solution to the mechanical synchronization described therein.

[0031] Preferably, the speed of both actuators and / or both buoyancy aids is adjusted.

[0032] Preferably, an actuator and / or a buoyancy aid is accelerated or decelerated until a position difference is compensated for.

[0033] It is conceivable that variable gain amplification is used.

[0034] It should be noted here that the terms "a" and "an" do not necessarily refer to exactly one of the elements, although this is a possible interpretation, but can also denote a plurality of elements. Likewise, the use of the plural also includes the presence of the element in question in the singular, and conversely, the singular also includes several of the elements in question. Furthermore, all features of the invention described herein can be combined with one another or claimed separately from one another as desired.

[0035] Further advantages, features, and effects of the present invention will become apparent from the following description of preferred embodiments with reference to the figures, in which identical or similar components or elements are designated by the same reference numerals. These figures show: Fig. 1: a block diagram of components of a first embodiment of a system according to the invention. Fig. 2: a block diagram of a second embodiment of a system according to the invention.

[0036] The examples refer to a high-lift system with at least one flap on each wing, arranged symmetrically to each other. Each flap is driven by at least two actuators. The actuators can be driven independently of each other.

[0037] Each actuator is coupled to a sensor that transmits the actuator's position as an electrical signal to at least one electronic unit.

[0038] In Fig. Figure 1 shows position control loops 1R and 2R for the actuators A1R and A2R. Each position control loop 1R and 2R comprises a controller R1R and R2R, respectively.

[0039] The synchronization control loops S1R and S2R each include a synchronization controller SR1 and SR2.

[0040] Likewise, in Fig. 1 The position control loops 1L and 2L and the synchronization control loops S1L and S2L are indicated.

[0041] The position control loops 1R, 2R and 1L, 2L are additionally synchronized via the synchronization control loop S, which includes a synchronization controller SR.

[0042] The sensor signal y1, y2 of each actuator of at least one flap is compared with a common control command w by calculating the difference. This can be part of a position control loop for controlling the actuator. That is, the control error of each actuator is used.

[0043] To synchronize two actuators, the control deviations e1 and e2 of the two actuators are compared by calculating the difference between their deviations. Based on this difference, the speed of both actuators is adjusted; that is, the leading actuator is slowed down, while the lagging actuator is accelerated.

[0044] In Fig. Figure 2 shows position control loops 1R and 2R for the actuators A1R and A2R. Position control loops 1R and 2R each comprise a controller R1R and R2R, respectively.

[0045] The synchronization control loops S1R and S2R each include a synchronization controller SR1 and SR2.

[0046] Likewise, in Fig. 2 the position control loops 1L and 2L as well as the synchronization control loops S1L and S2L are indicated.

[0047] The position control loops 1R and 2R each control the position for an actuator A1R and A2R.

[0048] Position control loops 1L and 2L each control the position for an actuator A1L and A2L.

[0049] Actuators A1R and A2R are actuators of a right valve, and actuators A1L and A2L are actuators of a left valve.

[0050] The synchronization control loop S uses position sensors PR and PL to synchronize the right and left flaps.

[0051] For synchronization, an additional position sensor, PR and PL, is used for each flap. This position sensor, PR or PL, is coupled to the respective flap and positioned between the application points of the respective actuators A1R and A2R or A1L and A2L. The position sensor PR or PL provides an electrical flap position signal to at least one electronic unit.

[0052] The flap position signal from the PR or PL position sensors is compared by calculating the difference between the two signals. Based on this difference, the flap speed is adjusted; that is, a flap that is ahead of the flap position sensor signal is slowed down, while a flap that is lagging behind is accelerated. This is achieved by outputting the target position wR for 1R and 2R, and the target position wL for 1L and 2L.

Claims

[1] System for controlling the movement and / or position of components of an aircraft comprising a first movable component, a second movable component and an electronic unit, wherein the electronic unit is configured to detect and / or determine a first component value assigned to the first component and a second component value assigned to the second component, wherein the first and second component values ​​each comprise a movement and / or position value, wherein the electronic unit is further configured to compare the first and second component values ​​and, on this basis, to change the movement and / or position of the first and / or second component. characterized by , that the electronic unit is further configured to detect a first actual value assigned to the first component and a second actual value assigned to the second component, and that the electronic unit is further configured to generate a first control deviation (e1) from a setpoint (wR, wL) and the first actual value and a second control deviation (e2) from the setpoint (wR, wL) and the second actual value, where the first component value comprises or represents the first control difference (e1) and the second component value comprises or represents the second control difference (e2). [2] System for controlling the movement and / or position of components of an aircraft comprising a first movable component, a second movable component and an electronic unit, wherein the electronic unit is configured to detect and / or determine a first component value assigned to the first component and a second component value assigned to the second component, wherein the first and second component values ​​each comprise a position value, wherein the electronic unit is further designed to compare the first and second component values ​​and, on this basis, to change the movement and / or position of the first and / or second component. characterized by , that the system has a first position sensor (PR), wherein the first position sensor (PR) is designed and arranged to detect a position of the first component and to generate a first position value from it, wherein the system has a second position sensor (PL), wherein the second position sensor (PL) is designed and arranged to detect a position of the second component and to generate a second position value from it, where the first component value comprises or represents the first position value and the second component value comprises or represents the second position value. [3] System according to any one of the preceding claims, characterized by that the first and / or the second component each have a sensor (PR, PL), wherein the respective sensor (PR, PL) is designed and arranged to detect a movement and / or position of the respective component. [4] System according to any one of the preceding claims, characterized by, that the first component is a first actuator (A1R) of a buoyancy aid and the second component is a second actuator (A2R) of the buoyancy aid, or that the first component is a first actuator group (A1R, A2R) of one buoyancy aid and the second component is a second actuator group (A1L, A2L) of another buoyancy aid. [5] System according to any one of the preceding claims, characterized by , that the comparison is done by forming a difference (e1, e2). [6] System according to any one of the preceding claims, characterized by , that the change in movement and / or position is achieved by accelerating, decelerating and / or stopping the first and / or second component. [7] System according to any one of the preceding claims, characterized by that the electronic unit is further designed to synchronize the movement and / or position of the first and second components. [8] Aircraft, in particular airplane, with a system according to any of the preceding claims.

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