Drive arrangement for powering a movable flow device of an aircraft

Abstract

The invention relates to a drive arrangement (2) for driving a movable flow device (4) of an aircraft. The drive arrangement comprises a single actuator (10) comprising a longitudinal transmission element (48), a first support element (12), and a second support element (18). The longitudinal transmission element of the single actuator (10) is configured to be oriented transversely to an extension direction of the movable flow device (4), is configured to be mounted on a fixed support structure (6) of the aircraft, and is configured to act on the first and second support elements (12, 18) such that the movable flow device (4) is movable between extended and retracted positions relative to the fixed support structure (6). The invention also relates to a drive system, a high-lift system, an aircraft wing, an aircraft, and a method for actuating a movable flow device.

Description

AREA OF INVENTION

[0001] The present invention relates generally to systems for movable flow devices. In particular, the invention relates to a drive arrangement for driving a movable flow device of an aircraft, a drive system comprising a plurality of drive arrangements, a high-lift system, an aircraft wing, an aircraft, and a method for actuating a movable flow device. BACKGROUND OF THE INVENTION

[0002] Movable flow device systems are typically used in an aircraft to switch between a takeoff / landing configuration and a cruise configuration of the wing. A flow device can be a fixed component or a movable mechanism that is extended when needed. Examples of flow devices include movable high-lift devices, which may include flaps or leading-edge slats. Flaps (usually located on the trailing edge of an aircraft wing) and leading-edge slats (usually located on the leading edge of an aircraft wing) can increase the lift that an aircraft's wing can generate at lower speeds when extended.To keep takeoff and landing speeds as low as possible, highly efficient flaps and slats can be positioned in various ways: when extended, they alter the airflow, allowing the wing to generate more lift at lower speeds; for high-speed flight, they are retracted to reduce drag. Flap or slat actuation systems are usually centrally operated, with mechanical transmission shafts running along the wing and driving the slats or flaps through a central drive unit. This mechanical linkage synchronizes the flaps between the left and right wings and between the inner and outer flaps / slats on both wings.

[0003] Another possibility is differential adjustment at the leading edge and / or the trailing edge (e.g., due to a differential flap adjustment function or the need to actuate the devices sequentially, as with Krueger flaps, to prevent a fault mode where all devices lock in one position). However, this has been shown to lead to a complex component design. SUMMARY OF THE INVENTION

[0004] It can be considered an object of the invention to provide further improved drive systems for a flow device of an aircraft. This object of the present invention is achieved by the subject matter of the independent claims; further embodiments are contained in the dependent claims.

[0005] The provision includes a propulsion arrangement, a propulsion system, a high-lift system, an aircraft wing, an aircraft and a method according to the features of the independent claims.

[0006] According to one aspect of the invention, a drive arrangement is provided for powering a movable flow device of an aircraft. The drive arrangement comprises a single actuator, which includes a longitudinal transmission element having a first end and a second end. The longitudinal transmission element of the single actuator is configured to be oriented transversely to an extension direction of the movable flow device, and the single actuator is further configured to be mounted on a fixed support structure of an aircraft. The drive arrangement further comprises a first support element having a first end and a second end, the first end of which can be mounted on a first section of the fixed support structure of the aircraft and the second end of which can be mounted on a first section of a movable flow device.The drive assembly further comprises a second support element with a first end and a second end, the first end of which can be mounted to a second section of the aircraft's fixed support structure and the second end of which can be mounted to a second section of the movable flow device. The single actuator is configured to act on the first and second support elements, allowing the movable flow device to move between extended and retracted positions relative to the fixed support structure.

[0007] The drive arrangement according to the invention can be viewed as an approach to providing an improved architecture for a decentralized single-slat or flap drive system. For example, to ensure symmetry and uniform movement of all flap or slat surfaces, the individually driven flaps or slats are centrally controlled and monitored.

[0008] The architecture was simplified by including only a single actuator per moving flow device in the drive arrangement.

[0009] Fewer parts lead to better physical integration, weight savings at the system level, reduced installation time, and lower system drag, which in turn reduces the power required to operate the high-lift system. It will likely also lower costs.

[0010] Reducing the number of required actuators from, for example, two to one per device improves the integration of the actuation system into the severely limited space available in the thin wing. This improved architecture could also be used in a high-lift system at the wingtip leading edge.

[0011] As a further advantage, the use of only one actuator eliminates a specific fault scenario that could lead to active tilting of the device. This occurs in a setup with two actuators per device, where one actuator has experienced a separation or failure, e.g., on the input side, but still supports the device, while the opposite actuator continues to move. In the drive arrangement according to the invention, this scenario is eliminated by the architecture, since a separation on both sides of the single actuator is detected and only results in passive tilting of the device due to air loads. A "movable flow device" can also be referred to as a movable flow body and a movable high-lift device. A movable flow device includes, for example, flaps and leading-edge slats (such as Krueger flaps) of an aircraft wing.Flaps and leading-edge slats can be configured to move between extended and retracted positions at the leading or trailing edge of the wing. The direction of movement, also called the extension or deployment direction, can be perpendicular to the transverse axis, i.e., parallel to the longitudinal axis of the aircraft if the wings are arranged at right angles. However, since aircraft wings are usually mounted at a slight aft angle, the extension direction can be defined as parallel to the wing chord. The axis of extension of the movable airflow device can, for example, form an angle of 0 to 45 degrees with the longitudinal axis of the aircraft.

[0012] The "single actuator" is configured to have its longitudinal transmission element aligned transversely to the extension direction of the movable flow device. For example, the longitudinal transmission element of the single actuator is aligned in the spanwise direction along the spar of the aircraft wing. In other words, the longitudinal transmission element of the single actuator can be arranged essentially parallel to the longitudinal side of the movable flow device.

[0013] Furthermore, the individual actuator is configured for mounting on a fixed support structure of the aircraft. The individual actuator can, for example, be a linear drive that enables linear actuation of the longitudinal transmission element. Linear drives can operate, for example, by converting rotary motion into linear motion.

[0014] A "longitudinal transmission element" typically refers to a component or mechanism that facilitates the transmission of force or motion along a longitudinal axis. This can include various devices such as drive shafts or pushrods. For example, a longitudinal transmission element can transmit force or motion along a straight path. The term "longitudinal" indicates that the transmission or motion occurs along the length of the element, rather than laterally or rotationally.

[0015] The single actuator is configured to drive or act upon the two support elements and can thereby move the movable flow device.

[0016] The "first and second support elements" each have a first end and a second end and can be mounted at their first ends to different sections, i.e., a first and a second section of a fixed supporting structure of the aircraft, and at their second ends to different sections, i.e., a first and a second section of the movable flow device. The support elements can also be referred to as support stations or support levers. The support elements can be rigid and are, for example, fixed rods or bars that can be mounted at the specified points and connect the movable flow device to the supporting structure of the aircraft. Optionally, the support elements can include a gear segment that can engage with a straight rack on the longitudinal transmission element. The longitudinal transmission element of each actuator can be connected at its right or left end (i.e.,(with its first or second end) to the support elements. Consequently, a mechanical connection can exist between the driven support elements, ensuring synchronous movement, i.e., synchronous extension of the movable flow device. However, in an arrangement with intermediate elements, such as connecting rods, there may be a kinematic difference between the left and right extension of the support elements, which could be compensated for by the fastening principle to the device and / or the flexibility of the device.

[0017] According to one embodiment, the drive arrangement further comprises an electric motor that activates the individual actuator and two motor control electronics units (MCEs) coupled to the electric motor. The MCEs are connected to one or more flight control computers (FCC(s)).

[0018] The electric motor can be a redundant electric motor. For example, a redundant brushless DC motor can be used, connected to two local motor control units and powered—for example, but not necessarily—by two HVDC electrical systems of the aircraft. The redundant sides of the motor drive a single motor output shaft. This configuration allows the devices to continue functioning even if one electrical system, one MCE, or one winding of the electric motor fails.

[0019] The drive arrangement can be viewed as a single leading-edge slat drive architecture as a subsystem for each leading-edge slat in a leading-edge high-lift system. However, it could also be used for a single flap drive system in a trailing-edge high-lift system.

[0020] This means that each high-lift device can be individually controlled by the central flight control computers, which command the local propulsion units. Synchronization between the devices per wing, or between the left (LH) and right (RH) wings, is achieved electronically through appropriate control and monitoring via the FCC(s). In the case of a high-lift system with multiple devices, such a decentralized architecture allows non-failing pairs to remain fully functional even after certain failures of other pairs.

[0021] In one embodiment, the drive arrangement further comprises at least one position sensor and / or at least one load sensor.

[0022] For control and monitoring, each drive arrangement includes at least one position sensor, for example at least one electrically redundant position sensor, optionally two electrically redundant position sensors, in the actuator, which measures the push / pull rod position, i.e. the position of the longitudinal transmission element; furthermore, the drive arrangement may include at least one, for example two, electrically redundant load sensor(s) arranged on two opposite sides of the actuator, e.g. in the direction of the support elements.

[0023] According to one embodiment, the single actuator is configured to drive the longitudinal transmission element in a translational or rotational movement (also referred to as displacement or rotational movement). In one example, a redundant electric motor can be connected to the actuator; for instance, a redundant electric motor can be coupled to the actuator.

[0024] In an actuation system, energy, such as electrical energy supplied by a redundant electric motor, can be converted into motion. The actuator can—via its longitudinal transmission element—convert one motion into another; for example, rotation about one axis can be converted into rotation about another axis or into translation. The actuator can also convert translational motion into rotational motion or into another translational motion. Translational motion refers to movement along a straight path, such as the movement of a piston in a cylinder, while rotational motion involves turning around an axis, such as the rotation of a motor shaft. The actuator can be designed to perform one of these types of motion, depending on the application.

[0025] The transmission element can be connected to the two support elements, and consequently, movement can be transmitted to the support elements and to the movable flow device.

[0026] In another variant, the longitudinal transmission element, when it rotates, could, for example, drive two pinions of a typical rack-and-pinion arrangement on the leading edge or flap support (e.g., the support elements); as a further example, it could also drive a support element bearing arrangement in a coupling.

[0027] According to another embodiment, the drive arrangement further comprises at least one normally closed brake (PoB) for braking either a translational or a rotational movement of the longitudinal transmission element of the individual actuator. In a preferred embodiment, the drive arrangement comprises two PoBs for safety reasons.

[0028] Two normally closed brakes can be used in the architecture for the braking function of the actuator outputs due to redundancy requirements for safety. For example, the normally closed brakes can be arranged on each side, i.e., on two opposite sides, of the through-drive actuator outputs. In an advantageous arrangement, each power-on brake (PoB) comprises two solenoids that hold the brake open and are connected to the two MCEs.

[0029] In one embodiment, the drive arrangement further comprises a rack and pinion element, wherein the individual actuator is configured to act on the support elements via the rack and / or pinion element or a gear segment. The rack can be a translational rack and the pinion can be a rotating pinion element. For example, the rack comprises a number of teeth, and the rotating pinion element is a pinion segment. In another example, the rotating pinion element is a pinion.

[0030] In one embodiment, the pinion element is arranged on the longitudinal transmission element and the rack is arranged on the support elements.

[0031] In another embodiment, the rack is arranged on the longitudinal transmission element and the pinion is arranged on the support elements.

[0032] Consequently, there can be a translational rack on the actuator side and a rotating pinion on the kinematic side. It is possible for a rotational output movement of the actuator to drive a pinion, which in turn can drive a rack of a leading-edge slat. In one example, the single actuator is used to control the support elements through a combination of translational and rotational movement.

[0033] For example, the rack can engage with a rotating pinion element or pinion segment. The pinion can be mounted on a shaft and rotate as the rack moves. This rotational movement can be perpendicular to the direction of movement of the rack. The rotational movement of the pinion element can then be used to actuate or control the support elements. Depending on the design, the support elements could pivot, lift, or perform other actions in response to the rotational movement transmitted by the pinion element.

[0034] This combination of translational movement via the rack and pinion and rotational movement via the pinion element enables the individual actuator to effectively control the support elements.

[0035] In one embodiment, the single actuator is configured to act on the first and second support elements in such a way that the support elements perform a pivoting movement.

[0036] For example, if the transmission element is moved by the actuator in a linear direction parallel to the fixed support structure, so that the first support element is pulled towards the actuator while the second support element is pushed away from the actuator, the two support elements can perform a pivoting movement.

[0037] The actuator's movement can enable the support elements to pivot or rotate around a fixed point (such as the connection point with the fixed support structure). Thus, the actuator can induce the desired pivoting motion in the support elements. Such a pivoting motion of the support elements could serve various purposes, such as positioning components like a movable flow device. In a preferred embodiment, a movable flow device is moved between retracted and extended positions relative to a fixed support structure.

[0038] In a further embodiment, the drive arrangement further comprises a first connecting rod with a first end and a second end, and a second connecting rod with a first end and a second end. The first end of the first connecting rod is coupled to the first support element, and the second end of the first connecting rod is coupled to the first end of the longitudinal transmission element of the individual actuator. The first end of the second connecting rod is coupled to the second end of the longitudinal transmission element of the individual actuator, and the second end of the second connecting rod is coupled to the second support element, so that the individual actuator acts on the support elements via the connecting rods.

[0039] The connecting rods are rigid and are connected between the support elements to the longitudinal transmission element of the individual actuator. Their other ends are mounted to the support elements. When the actuator moves the connecting rods, the support elements move, which in turn move the connected flow device.

[0040] In one example, the connecting rods are linked to the support elements via a coupling. With this arrangement, a kinematic difference may exist between the left and right extension of the support elements, which could be compensated for by the mounting principle on the device and / or the flexibility of the device. In another example, the connecting rods are designed as a rack and pinion and connect to the support elements via a pinion segment.

[0041] Thus, a mechanical connection via push / pull rods can exist between the two driven support elements, ensuring synchronous extension. In other words, this architecture can maintain a mechanical connection between the two support elements to synchronize the movement at two stations of the movable flow device.

[0042] Instead of transmitting motion directly, the actuator can generate a rotary motion. The actuator's rotary output can be transferred to a pinion, which rotates when driven by the actuator. The pinion's rotation can mesh with a rack, which is a straight or curved gear with teeth along its length. As the pinion rotates, it moves the rack either forward or backward along its path.

[0043] The rack can be part of a rail system connected to the support elements. When the rack moves due to the rotation of the pinion, it transmits movement to the support elements.

[0044] Thus, the support elements probably control or adjust the position of the movable flow device.

[0045] According to one embodiment, a drive arrangement is provided in which a load path from the electric motor to the individual actuator is a single load path or a double load path.

[0046] The individual actuator can use a single load path design, with the exception of a redundant electric motor and its connection to, for example, a nut acting on a ball screw or a pinion acting on a rack. This load path from the motor to the nut or from the motor to the pinion can be doubled (and a reduction gear could potentially be included in between). Such a design within the actuator would have the advantage that if one load path were to slip (e.g., the nut to one side of the motor), the other load path would still hold the actuator in position.

[0047] Another option could be a single load path connection to the motor, which would then require a fast system response time via the FCC to close the brakes in such a fault condition. The two load paths to the motor described above are advantageous.

[0048] According to one aspect, a propulsion system is provided that comprises a multitude of propulsion arrangements as described here, wherein the propulsion arrangements are independent of one another, so that individual movable flow devices can move independently. The propulsion system can be referred to as a decentralized propulsion system or as a single-flap or single-lead-slat propulsion system. This means that each high-lift device or propulsion arrangement can be individually controlled by the central flight control computers (FCCs), which command the local propulsion units. Synchronization between the devices per wing or between the left and right wings is achieved electronically through appropriate control and monitoring via the FCCs.According to one aspect, a high-lift system is provided that includes at least one drive system as described herein and / or at least one drive assembly as described herein and at least one movable flow device coupled to the at least one drive system and / or the at least one drive assembly. As an example, a distributed leading-edge high-lift system architecture is provided that includes at least one drive system comprising at least one drive assembly with a single actuator per device.

[0049] In the case of a high-lift system with multiple devices, a decentralized architecture, as described here, allows, for example, non-failing pairs to remain fully functional after certain failure scenarios. According to another aspect, an aircraft wing is provided that includes at least one high-lift system as described here, wherein the high-lift system is located on a leading-edge and / or trailing-edge region of the aircraft wing.

[0050] According to another aspect, an aircraft is provided which includes at least one aircraft wing as described here and / or at least one high-lift system as described here and / or at least one propulsion system as described here and / or at least one propulsion arrangement as described here.

[0051] According to a further aspect, a method for actuating a movable flow device of an aircraft using the drive arrangement described herein is provided. In one step of the method, a single actuator is provided, comprising a longitudinal transmission element, the longitudinal transmission element having a first end and a second end. In a further step, a first support element is provided, having a first end and a second end, and mountable at its first end to a first section of a fixed support structure and at its second end to a first section of the movable flow device. In yet another step, a second support element is provided, having a first end and a second end, and mountable at its first end to a second section of the fixed support structure and at its second end to a second section of the movable flow device.

[0052] The longitudinal transmission element of the individual actuator is configured to be oriented transversely to the extension direction of the movable flow device. The individual actuator is configured to be mountable to the aircraft's fixed support structure and acts on the first and second support elements, allowing the movable flow device to move between an extended and retracted position relative to the fixed support structure. The process steps can be performed in the specified sequence. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] The present invention is described below in conjunction with the following drawing figures, wherein identical numbers denote identical elements and wherein: Fig. Figure 1 shows a schematic representation of a drive arrangement for driving a movable flow device of an aircraft. Fig. Figure 2 shows a schematic representation of the in Fig. 1 drive arrangement shown in a second position. Fig. Figure 3 shows a schematic representation of one variant of the drive arrangement. Fig. Figure 4 shows a schematic representation of load paths from the motor to the actuator. Fig. Figure 5 shows an aircraft with a high-lift system. Fig. Figure 6 shows a flow diagram of a method for actuating a movable flow device. DETAILED DESCRIPTION OF EXECUTION FORMS

[0054] The representations and illustrations in the drawings are schematic and not to scale. A better understanding of the arrangement, system, and procedure described above can be obtained by reviewing the illustrations attached to this application together with a review of the following detailed description.

[0055] Fig. Figure 1 shows a drive assembly 2 for driving a movable flow device 4 of an aircraft 50. The drive assembly 2 comprises a single linear actuator 10, which is mounted on a fixed support structure 6 of an aircraft wing 52 and includes a longitudinal transmission element 48. The drive assembly further comprises two rigid support elements (indicated by dashed lines), namely a first support element 12 and a second support element 18. The first support element 12 is mounted at its first end 14 on a first section of a fixed support structure 6 of the wing 52 of an aircraft 50 and at its second end 16 on a first section of a movable flow device 4. Similarly, the second support element 18 is mounted at its first end 20 on a second section of the fixed support structure 6 and at its second end 22 on a second section of the movable flow device 4.

[0056] Two rigid connecting rods 28, 34 are provided between the support elements 12, 18. The connecting rods are connected via a coupling to both the support elements 12, 18 and to the ends 46, 47 of the longitudinal transmission element 48 of the individual actuator 10. In particular, a first end 30 of the first connecting rod 28 is coupled to the first support element 12, and a second end 32 of the first connecting rod 28 is coupled to the first end 46 of the longitudinal transmission element 48. On the other side of the linear actuator 10, a first end 36 of the second connecting rod 34 is coupled to the second end 47 of the longitudinal transmission element 48 of the actuator 10, and a second end 38 of the second connecting rod 34 is coupled to the second support element 18.

[0057] Two motor control electronics units (MCEs) 26 are shown, coupled to a redundant electric motor 24. The redundant electric motor 24 activates the single linear actuator 10. The actuator 10 transmits a movement along the longitudinal axis and can consequently move the connecting rods 28, 34 via its longitudinal transmission element 48. The connecting rods 28, 34 move the support elements 12, 18, and the support elements 12, 18 can thus move the connected movable flow device 4.

[0058] Additionally, two load sensors 44 are shown. The two load sensors 44 are arranged on two opposite sides of the actuator 10. The load sensors 44 can measure the force exerted on the longitudinal transmission element 48. Two normally closed brakes (PoBs) 40 are provided, which can brake a translational movement of the individual actuator 10. Finally, a position sensor 42 is provided in the actuator 10, which measures the push / pull rod position, i.e., the position of the longitudinal transmission element 48.

[0059] The normally closed brakes (PoBs) 40 are used to brake the function of the actuator 10 due to redundancy requirements for safety. The normally closed brakes 40 are located on each side of the outputs of the through-drive actuator 10. Each PoB 40 comprises two solenoids (not shown) that hold the brake open and are connected to the two MCEs 26. The MCEs 26 are connected to a flight control computer (not shown).

[0060] In this example, the two support elements 12, 18 can perform a pivoting movement, thereby bringing the movable flow device 4 into an extended position. For better understanding, the figure shows Fig. 2 a schematic representation of the in Fig. Figure 1 shows the drive arrangement in a second, extended position. The longitudinal transmission element 48 has been moved to the right, so that the connecting rods 28, 34 are pulled or pushed and now appear slightly bent at the connection point of their first or second end 36, 32, where they are coupled to the transmission element 48. The two support elements 12, 18 are pivoted downwards, and the flow device 4 is now in a further extended position relative to the fixed support structure 6.

[0061] Fig. Figure 3 shows a schematic representation of a variant of the drive arrangement 2, in which the individual actuator 10 acts on the support elements 12, 18 via a translational rack 41 and a rotating pinion 39. In particular, it shows Fig. Three translational racks 41 on the actuator side and rotating pinion segments 39 on the kinematic side. In this case, the actuator drives 10 racks 41, which are connected on both sides to the longitudinal transmission element 48 of the actuator. The racks 41 engage with rotating pinion segments 39. The pinion segments 39 are mounted on the support elements 12, 18 and rotate when the racks 41 move. The rotational movement of the pinion segments 39 is then used to actuate or control the support elements 12, 18. As described in relation to Fig. As explained in Figure 1, the support elements 12, 18 perform a pivoting movement in response to the rotational movement transmitted by the pinion segments 39.

[0062] Fig. Figure 4 shows a load path 25 from the electric motor 24 to the single actuator 10, either as a single load path (shown on the right) or as a double load path (shown on the left). Additionally, two normally closed brakes 40 are provided on both sides of the actuator.

[0063] The single actuator 10 usually uses a single load path design 25 as in the example shown on the right. Fig. Figure 4 is shown. In this example, however, the single load path connection 25 to the motor 24 requires a fast response time of the system via the FCC (not shown) to close the brakes 40 in such a fault case.

[0064] In the example on the left side of Fig. In figure 4, the load path 25 is doubled, and a reduction gear is arranged between it (not shown). Such a configuration within the actuator 10 has the advantage that if one load path 25 slips (e.g., a nut to one side of the motor), the other load path 25 would still hold the actuator 10 in position.

[0065] Fig. Figure 5 shows an aircraft 50 with a high-lift system comprising a propulsion arrangement 2, as above in relation to the Fig. 1 to 3 explained. The aircraft 50 comprises an aircraft wing 52 with a leading edge 54 and a trailing edge 56, wherein the high-lift system is arranged at the leading edge 54 of the aircraft wing 52.

[0066] Fig. Figure 6 shows a flow diagram of a method 200 for actuating a movable flow device of an aircraft, for example using the drive arrangement 2, as above in relation to the Fig.Steps 1 to 3 are explained. Step 202 comprises providing a single actuator with a longitudinal transmission element, wherein the longitudinal transmission element has a first end and a second end. A further step 204 of the method comprises providing a first support element with a first end and a second end, the first end of which can be mounted to a first section of a fixed support structure and the second end of which can be mounted to a first section of the movable flow device. A further step 206 comprises providing a second support element with a first end and a second end, the first end of which can be mounted to a second section of the fixed support structure and the second end of which can be mounted to a second section of the movable flow device.The single actuator is configured to be oriented transversely to the extension direction of the movable flow device and is configured to be mountable to the aircraft's fixed support structure. The single actuator is further configured to act on the first and second support elements, allowing the movable flow device to move between an extended and retracted position relative to the fixed support structure. REFERENCE MARK 2 Drive arrangement 4 movable flow devices 6 fixed supporting structures 10 individual actuators 12 first support element 14 first end of the first support element 16 second end of the first support element 18 second support element 20 first end of the second support element 22 second end of the second support element 24 Electric motor 25 Load path 26 Engine Control Electronics (MCE) 28 first connecting rod 30 first end of the first connecting rod 32 second end of the first connecting rod 34 second connecting rod 36 first end of the second connecting rod 38 second end of the second connecting rod 39 pinion element 40 Normally Closed Brake (PoB) 41 Rack and pinion 42 Position sensor 44 Load sensor 46 first end of the longitudinal transfer element 47 second end of the longitudinal transmission element 48 Longitudinal transmission element 50 aircraft 52 aircraft wings 54 Leading edge 56 trailing edge

Claims

[1] Drive arrangement (2) for driving a movable flow device (4) of an aircraft (50), comprising: - a single actuator (10) comprising a longitudinal transmission element (48), wherein the longitudinal transmission element (48) has a first end (46) and a second end (47), - a first support element (12) having a first end (14) and a second end (16) which can be mounted with the first end (14) on a first section of a fixed support structure (6) of the aircraft and with the second end (16) on a first section of the movable flow device (4), and - a second support element (18) having a first end (20) and a second end (22) which can be mounted with the first end (20) on a second section of the fixed support structure (6) of the aircraft and with the second end (22) on a second section of the movable flow device (4), wherein the longitudinal transmission element (48) of the individual actuator (10) is configured to be oriented transversely to an extension direction of the movable flow device (4), wherein the individual actuator (10) is configured to be mounted on the fixed support structure (6) of the aircraft (50), and wherein the individual actuator (10) is configured to act on the first and second support elements (12, 18) such that the movable flow device (4) is movable between extended or retracted positions relative to the fixed support structure (6). [2] Drive arrangement (2) according to claim 1, further comprising: - a redundant electric motor (24), - two motor control electronics (MCE) (26) coupled to the redundant electric motor (24) and connected to at least one flight control computer (FCC), wherein the single actuator (10) is activated by the redundant electric motor (24). [3] Drive arrangement (2) according to claim 1 or 2, further comprising at least one position sensor (42) in the actuator and / or at least one load sensor (44) arranged on two opposite sides of the actuator. [4] Drive arrangement (2) according to one of the preceding claims, wherein the individual actuator (10) is configured to drive the longitudinal transmission element (48) into a translational or a rotational movement. [5] Drive arrangement (2) according to claim 4, further comprising two normally closed brakes (40) for braking either the translational movement or the rotational movement of the longitudinal transmission element (48) of the individual actuator (10). [6] Drive arrangement (2) according to one of the preceding claims, further comprising a rack (41) and a pinion element (39), wherein the individual actuator (10) is configured to act on the support elements (12, 18) via the rack (41) and the pinion element (39). [7] Drive arrangement (2) according to claim 6, wherein the pinion element (39) is arranged on the longitudinal transmission element (48) and the rack (41) is arranged on the support elements (12, 18), or wherein the rack (41) is arranged on the longitudinal transmission element (48) and the pinion element (39) is arranged on the support elements (12, 18). [8] Drive arrangement according to one of the preceding claims, wherein the individual actuator (10) is configured to act on the first and second support elements (12, 18) such that the support elements perform a pivoting movement. [9] Drive arrangement (2) according to any one of the preceding claims, further comprising: - a first connecting rod (28) having a first end (30) and a second end (32), - a second connecting rod (34) having a first end (36) and a second end (38), wherein the first end (30) of the first connecting rod (28) is coupled to the first support element (12), wherein the second end (32) of the first connecting rod (28) is coupled to the first end of the longitudinal transmission element (46) of the single actuator (10), wherein the first end (36) of the second connecting rod (34) is coupled to the second end of the longitudinal transmission element (47) of the single actuator (10), wherein the second end of the second connecting rod (38) is coupled to the second support element (18), such that the individual actuator (10) acts on the support elements (12, 18) via the connecting rods (28, 34). [10] Drive arrangement (2) according to one of the preceding claims, wherein a load path (25) from the electric motor (24) to the individual actuator (10) is a single load path or a double load path. [11] A drive system comprising a plurality of drive arrangements (2) according to one of the preceding claims, wherein the drive arrangements (2) are independent of each other, such that individual movable flow devices (4) are movable independently of each other. [12] A high-buoyancy system comprising at least one drive system according to claim 11 and / or at least one drive arrangement (2) according to any one of claims 1 to 10, and at least one movable flow device (4) coupled to the at least one drive system and / or the at least one drive arrangement (2). [13] An aircraft wing (52) comprising at least one high-lift system according to claim 12, wherein the high-lift system is arranged on a leading edge region and / or on a trailing edge region of the aircraft wing (52). [14] An aircraft (50) comprising at least one aircraft wing (52) according to claim 13 and / or at least one high-lift system according to claim 12 and / or at least one propulsion system according to claim 11 and / or at least one propulsion arrangement (2) according to any one of claims 1 to 10. [15] A method (200) for actuating a movable flow device of an aircraft using the drive arrangement according to any one of claims 1 to 10, comprising the following steps: - Providing (202) a single actuator comprising a longitudinal transmission element, wherein the longitudinal transmission element has a first end and a second end, - Providing (204) a first support element having a first end and a second end which can be mounted at the first end to a first section of a fixed support structure and at the second end to a first section of the movable flow device, and - Providing (206) a second support element having a first end and a second end which can be mounted with the first end to a second section of the fixed support structure and with the second end to a second section of the movable flow device, wherein the individual actuator is configured to be aligned transversely to an extension direction of the movable flow device, wherein the individual actuator is configured to be mountable on the fixed support structure of the aircraft, and wherein the individual actuator acts on the first and second support elements in such a way that the movable flow device is movable between an extended or retracted position relative to the fixed support structure.

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