ACTUATOR ARRANGEMENT AND WING ARRANGEMENT FOR AN AIRCRAFT

Description

[0001] The invention relates to an actuator arrangement for a wing assembly of an aircraft. Furthermore, the invention relates to a wing assembly and an aircraft equipped with said actuator arrangement.

[0002] Aircraft may have multifunctional control devices on flaps sometimes known as flaperons. These multifunctional control devices can be used as roll control surfaces, variable camber and differential flap setting surfaces, flatter control surfaces, lateral trim surfaces, etc. There is challenge in integrating the multifunctional control actuators into the flap structure due to the limited space or constraints, for example. Other topics include load carrying capability and structure flap stiffness. Furthermore, the system installation and the flight-test installation integration have proven to cause high effort. Today a lot of additional blister fairings and additional reinforcements of the flap structure are used for the integration of the actuators. This is associated with additional drag and weight.

[0003] EP 0 303 458 A2 discloses an actuator arrangement for a wing assembly of an aircraft with a high-lift device support that movably supports a flap such that the flap is movable between a fully retracted position and a fully extended position.

[0004] EP 3 539 864 A1 discloses an auxiliary support system for a flap coupled to a wing of an aircraft. The auxiliary support system comprises a base fixed relative to the wing. The auxiliary support system comprises a track arm attached to the flap.

[0005] EP 0 239 138 A2 discloses aileron-supported split flaps and ground speed spoilers collectively referred to as aerodynamic lifting or braking devices. The actuating mechanism for the aerodynamic lifting or braking device allows the latter to rotate with the supporting aileron as the latter is moved up and down when the lifting or braking device is in its stowed position. When the lifting or braking device is in its extended position, up and down aileron movements will cause the aerodynamic lifting or braking device to translate, but the lifting or braking device will remain in the extended position, irrespective of aileron movement.

[0006] US 2005 / 011 994 A1 discloses a trailing edge device configured to carry out multiple functions. An airfoil includes a first portion and a second portion, at least a part of the second portion being positioned aft of the first portion, with the second portion being movable relative to the first portion between a neutral position, a plurality of upward positions, and a plurality of downward positions. An actuator is operatively coupled between the first and second portions to move the second portion relative to the first portion.

[0007] CN 110 562 437 A discloses an aircraft actuating device, which comprises an actuator, a swing rod, a control surface and a wing box. The actuator is fixed in the control surface and drives the control surface to perform pose movement. The actuator is arranged in the control surface, so that the actuating space of the control surface can be shortened, the width of the wing box is increased, the rigidity of the wing box is improved, the span length of the airplane can be properly increased, the aspect ratio of the wing box is improved, the lift-drag ratio is improved, and the economy of the airplane is improved.

[0008] EP 3 584 154 A1 discloses an aircraft wing with a groove wherein a flap carriage is mounted. The flap carriage can be displaced along the groove. A flap is pivotably attached to the flap carriage. The flap can be displaced with the flap carriage. An actuator displaces the flap carriage along the groove as needed.

[0009] GB 558 048 A discloses a control system for aircraft with trailing-edge extension flaps and ailerons. When the flap is extended rearward, upward movement of the aileron automatically operates a spoiler, either on the wing or flap, to improve control and roll effectiveness. The mechanism uses cams, levers, and linkages so that the spoiler deploys only when the flap is extended, and it can also be triggered by undercarriage loading or brake application.

[0010] US 2 222 915 A discloses a mechanism for actuating aircraft ailerons when they are mounted on a flap or auxiliary wing. The system allows both the flap extension and the aileron to operate independently. The mechanism uses a series of pivotally connected links with rotatable sprocket wheels (or similar rotary bodies) linked by chains or rods. These transmit movement from an actuating lever in the main wing to the aileron, regardless of flap position.

[0011] US 2 156 403 A discloses improved lateral control surfaces for airplanes using a double flap system. The design combines an upper aileron-type flap with a smaller lower flap that opens forward from the trailing edge of the upper flap. This arrangement increases lift and rolling moment beyond conventional single or double flaps, while simplifying construction by allowing the upper flap to remain strong and rigid.

[0012] It is the object of the invention to improve aerodynamic properties of aircraft, preferably reducing drag and weight.

[0013] The object is achieved by the subject-matter of the independent claim 1.

[0014] Preferred embodiments are subject-matter of the dependent claims.

[0015] Preferably, in a front view, the control actuator assembly is arranged relative to the high-lift device support such that due to the axial alignment the control actuator assembly and the high-lift device support at least partially overlap when viewed along the longitudinal axis.

[0016] Preferably, the control actuator assembly, in an installed position, is arranged relative to the high-lift device support such that in a top-down view, or in a top-down view and a lateral view, the control actuator assembly and the high-lift device are in axial alignment along a longitudinal axis of the high-lift device support.

[0017] Preferably, the high-lift device is configured as a flap or a slat. Preferably, the control surface is configured as an aileron, an elevator, or a spoiler.

[0018] Preferably, the control actuator assembly is arranged on the same side of the high-lift device as the high-lift device support in the installed position.

[0019] Preferably, the control actuator assembly is arranged below high-lift device and the control surface in an installed position.

[0020] The control actuator assembly is arranged aft of the high-lift device support in the installed position.

[0021] The control actuator assembly is mounted to the high-lift device so as to be movable together with the high-lift device.

[0022] Preferably, the control actuator assembly is mechanically coupled to the control surface via a transmission member.

[0023] Preferably, the control actuator assembly includes a rotatory actuator that has a rotatable lever member that is operatively coupled, preferably via the transmission member, to the control surface.

[0024] Preferably, the lever member is directly mechanically coupled to the transmission member. Preferably, the transmission member is directly mechanically coupled to a lever portion of the control surface.

[0025] Preferably, the transmission member is mechanically coupled to the control actuator assembly and / or the control surface and / or the rotatable lever via trunnion.

[0026] Preferably, the high-lift device support comprises a support fairing that extends along the longitudinal direction of the high-lift device support, wherein the support fairing covers the control actuator assembly such that at least in the fully retracted position, the control actuator is at least partially, preferably mostly, preferably fully covered by the support fairing.

[0027] Preferably, the control actuator assembly comprises a first control actuator and a second control actuator that are operatively coupled to a first control surface and to a different second control surface via a first transmission member and second transmission member, respectively, for individually controlling the deflection of the first and second control surfaces.

[0028] Preferably, the first control actuator or the second control actuator includes an offset member that is configured such that the first and second transmission members do not mechanically block each other.

[0029] The high-lift device support comprises a track member that is configured to support and guide the high-lift device along a movement path between the fully retracted position and the fully extended position.

[0030] Preferably, the high-lift device comprises a bracket member that engages the high-lift support device, preferably the track member.

[0031] Preferably, the actuator arrangement, further comprises a deployment actuator that is configured to drive the high-lift device from the fully retracted position to the fully extended position and vice versa.

[0032] Preferably, the track member includes a track cam, and the bracket member is operatively coupled to the high-lift device so as to tilt the high-lift device in accordance with a bracket member location in the track cam.

[0033] The invention provides a wing assembly for an aircraft comprising a wing box and an installed previously described actuator arrangement.

[0034] Preferably, the high-lift device support is arranged on a bottom side of the wing assembly.

[0035] The invention provides an aircraft comprising a preferred actuator arrangement and / or a preferred wing assembly.

[0036] One idea is to locate the multicontrol surface actuators behind the flap tracks or flap supports. Such an actuator position generally does not increase the fairing size due to the fairing tail cone currently not being used for structural or system components.

[0037] In some embodiments this will also work with actuated movable fairings with kinematic linkages. In this case the actuators may still be attached to the high-lift device and drive the multicontrol surfaces on each side of the fairing.

[0038] In some embodiments the movable fairing may be directly attached to the flap. In some embodiments a movable fairing cover may be attached to the flap. In some embodiments the multicontrol surfaces actuator is integrated into the fairing. In some embodiments two electro servo actuators may be present for each control surface, preferably on the inboard and / or the outboard side of the actuators.

[0039] In some embodiments a rotatory actuator drives a multifunctional control surface. In some embodiments the connection between the rotatory actuator and the control surface is done with a tension / compression strut. It is also possible to use linear actuators instead of rotatory actuators. The actuators can be powered by electric, hydraulic, mechanical or any other suitable energy source that is present on an aircraft.

[0040] In some embodiments the actuator is attached with a cantilever beam or other means of structure to the flap. In some embodiments the attachment of the tension / compression strut to the control surface is done with a trunnion concept to transfer the rotation to the control surface. In some embodiments the trunnion is crossing the fairing shape with a simple hole, which may simplify the sealing principle.

[0041] Preferably, the arrangement can be realized with one, two or a higher number of actuators, which can be connected to the multifunctional control surfaces outside of the fairing.

[0042] In some embodiments a solution is realized with one or two actuators behind the tracks / supports connected to one control surface.

[0043] In some embodiments the actuator arrangement can be used with a high-lift system with flap track fairings, which are equipped with multifunctional control devices, such as flaperons, mini trailing edge devices (miniTEDs) or any other multifunctional trailing edge device.

[0044] The ideas disclosed herein allow better integration of the actuator into the wing, thereby improving the overall drag, weight, and performance of the aircraft. The integration allows to avoid or at least reduce blister fairings underneath the multifunctional control devices. Furthermore, structural reinforcements in the multifunctional control devices may be reduced or avoided. In some embodiments it is possible to avoid an increase in the width of the flap track fairings (FTFs) or flap support fairings (FSFs). In some embodiments the presented arrangement in general can avoid an increase in the depth of the fairings. A side-by-side arrangement of the multifunctional control actuators and the flap tracks can be avoided, thereby avoiding a significant impact on fairing width.

[0045] It should be noted that not all advantages must be achieved at the same time or with the same intensity.

[0046] Embodiments of the invention are described in more detail with reference to the accompanying schematic drawings that are listed below Fig. 1depicts a side view of an embodiment of an aircraft; Fig. 2partially depicts a perspective view of an embodiment of a wing assembly; Fig. 3depicts a top view in a fully retracted position; and Fig. 4depicts a top view in a fully extended position.

[0047] Referring to Fig. 1 an aircraft 10 is depicted. The aircraft 10 comprises a fuselage 12 to which a pair of wings 14 is attached. An engine 16 is suspended from each wing 14.

[0048] In a manner known per se, the wing 14 is configured in the form of a wing assembly 18 that typically includes a wing box to which a number of attachment parts are mounted. Here, the wing assembly 18 comprises an actuator arrangement 20.

[0049] Referring to Fig. 2, the actuator arrangement 20 includes a high-lift device support 22. The high-lift device support 22 supports a high-lift device 24, such as a flap. The high-lift device 24 can be moved between a fully retracted position and a fully extended position by a deployment actuator (not shown).

[0050] The high-lift device support 22 extends in a longitudinal direction L that is substantially parallel to the forward-aft direction of the aircraft 10.

[0051] The high-lift device support 22 includes a track member 26. The track member 26 is arranged substantially parallel to the longitudinal direction.

[0052] The track member 26 may include a plurality of track cams 28. The track cam 28 is arranged on a lateral side of the track member 26. The track cam 28 may be formed as a U-shaped groove, wherein the groove bottom is oriented in a vertical direction.

[0053] The high-lift device support 22 comprises a support fairing 30. The support fairing 30 is aerodynamically shaped and covers the track member 26 typically from three sides (lateral inboard / outboard and bottom). The support fairing 30 substantially extends parallel to the longitudinal direction. Part of the support fairing 30 is omitted in Fig. 2 for visibility reasons.

[0054] The high-lift device 24 includes a support strut portion 32. The support strut portion 32 is arranged on the bottom side of the high-lift device 24 and protrudes towards the high-lift device support 22, preferably towards the track member 26.

[0055] The high-lift device 24 includes a bracket member 34. The bracket member 34 is configured to engage the high-lift device support 22. Preferably, the bracket member 34 engages the track member 26. The bracket member 34 may comprise a plurality of rollers 36 that run on the track member 26, preferably inside the track cams 28.

[0056] The track member 26 in cooperation with the bracket member 34 may determine the tilt of the high-lift device 24, preferably based on the track cam 28.

[0057] The actuator arrangement 20 includes a plurality of control surfaces 40.

[0058] The control surface 40 is supported by the high-lift device 24. The control surface 40 may be configured as an elevator, as an aileron, or as a spoiler. The control surface 40 includes a control lever portion 42. The control lever portion 42 protrudes downward from the bottom side of the control surface 40 and towards aft.

[0059] As an example, the actuator arrangement 20 may include a first and second control surface 44, 45. The first and second control surfaces 44, 45 are individually supported by the high-lift device 24. The first and second control surfaces 44, 45 are preferably aligned along a spanwise direction.

[0060] The actuator arrangement 20 includes a control actuator assembly 46. The control actuator assembly 46 is arranged in axial alignment with the high-lift device support 22, preferably with the track member 26, along the longitudinal direction.

[0061] In other words, the control actuator assembly 46 is preferably partially covered from view by the high-lift device support 22, when viewed from the front along the longitudinal direction.

[0062] The control actuator assembly 46 is mounted to the high-lift device 24 by a cantilever member 48. The cantilever member 48 is arranged to be in alignment with the track member 26 and preferably extends such that the control actuator assembly 46 is in axial alignment with the track member 26. The control actuator assembly 46 is preferably arranged within the support fairing 30 and preferably aftward of the track member 26.

[0063] As an example, the control actuator assembly 46 includes a first and second actuator 50, 52. For sake of brevity only the first actuator 50 is described in more detail. The second actuator 52 is configured identically.

[0064] The first actuator 50 is configured as a rotatory actuator. The first actuator 50 includes a lever member 54. The lever member 54 is mechanically coupled to a transmission member 56 via a trunnion 58. The transmission member 56 is preferably configured as a strut member.

[0065] The transmission member 56 is mechanically coupled to the first control surface 42, preferably via the control lever portion 42. The transmission member 56 is coupled to the first control surface 42 via another trunnion 58.

[0066] The transmission member 56 is mechanically coupled in such a manner that different rotations may be compensated and drive force can be transmitted from the first actuator 50 to the first control surface 42, so as to control the deflection of the first control surface 42.

[0067] The first actuator 50 may include an offset member 55. The offset member 55 arranges the lever member 54 such that during their respective movement / rotation, the first and second actuators 50, 52 do not block each other.

[0068] The control actuator assembly 46 may include a mounting member 54. The mounting member 54 mounts the first and second actuators 50, 52 together as a single unit.

[0069] Referring to Fig. 3 and 4, the operation of the control actuator assembly 46 is described in more detail. In Fig. 3 and Fig. 4 the drawing is oriented such that the forward direction F of the aircraft 10 is towards the top of the page and the aft direction A of the aircraft 10 is towards the bottom of the page.

[0070] Starting with Fig. 3, the high-lift device 24 is in the fully retracted position. The control actuator assembly 46 is positioned in axial alignment with the track member 26 and adjacent thereto with a minimal distance. The control actuator assembly 46 preferably fully accommodated within the support fairing 30. The control actuator assembly 46 is able to control the deflection of the control surfaces 40.

[0071] When the high-lift device 24 gets extended by the deployment actuator, say to an intermediate position, the control actuator assembly 46 moves substantially along the longitudinal direction and the distance between the track member 26 increases.

[0072] During extending the high-lift device 24, the high-lift device 24 gets tilted in accordance with the position of the bracket member 34 on the track member 26. The control actuator assembly 46 may also follow the movement, preferably tilt, of the high-lift device 24.

[0073] The position of the control actuator assembly 46 relative to the control surfaces 40 does not change during this movement so that the control surfaces 40 are not deflected due to extending and retracting the high-lift device 24. At each intermediated position of the high-lift device 24 between the fully retracted and extended positions, the control actuator assembly 46 is configured to control the deflection of the control surfaces 40.

[0074] Referring to Fig. 4, the high-lift device 24 is fully extended. The control actuator assembly 46 was moved within the support 30 and preferably stayed in the support fairing 30.

[0075] In some embodiments, the high-lift device support 22 may also tilt during the extension of the high-lift device 24. In this case, the control actuator assembly 46 also follows this movement.

[0076] With the measures described herein drag and weight of an aircraft (10) may be reduced by a specific actuator arrangement (20). In this arrangement, the high-lift device support (22) that supports and guides movement of a high-lift device (24), such as a flap, is in axial alignment with a control actuator assembly (46) that controls one or more control surfaces (40). With this a single support fairing (30) is sufficient for covering both the track member (26) and the control actuator assembly (46), thereby allowing for reduced drag and weight.List of reference signs:

[0077] 10aircraft 12fuselage 14wing 16engine 18wing assembly 20actuator arrangement 22high-lift device support 24high-lift device 26track member 28track cam 30support fairing 32support strut portion 34bracket member 36rollers 40control surface 42control lever portion 44first control surface 45second control surface 46control actuator assembly 48cantilever member 50first actuator 52second actuator 54lever member 55offset member 56transmission member 58trunnion Aaft direction Fforward direction Llongitudinal direction

Claims

1. An actuator arrangement (20) for a wing assembly (18) of an aircraft (10), the arrangement comprising: - a high-lift device support (22) comprising a track member (22) that is configured to movably support and guide a high-lift device (24) along a movement path such that the high-lift device (24) is movable between a fully retracted position and a fully extended position; - at least one control surface (40) that is movably supported by the high-lift device (24); and - at least one control actuator assembly (46) that is operatively coupled the control surface (40) for controlling the deflection of the control surface (40), wherein the at least one control actuator assembly (46) is mounted to the high-lift device (24) by a cantilever member (48), and the cantilever member (48) is arranged to be in alignment with the track member (26) and extends such that the control actuator assembly (46) is in axial alignment with the track member (26), wherein the control actuator assembly (46), in an installed position, is arranged relative to the high-lift device support (22) such that the control actuator assembly (46) and the high-lift device (24) are in axial alignment along a longitudinal axis of the high-lift device support (22), wherein the control actuator assembly (46) is arranged aft of the high-lift device support (22) in the installed position, wherein the control actuator assembly (46) is mounted to the high-lift device (24) so as to be movable together with the high-lift device (24).

2. The actuator arrangement (20) according to claim 1, wherein the control actuator assembly (46) is arranged on the same side of the high-lift device (24) as the high-lift device support (22) in the installed position.

3. The actuator arrangement (20) according to any of the preceding claims, wherein the control actuator assembly (46) is mechanically coupled to the control surface (40) via a transmission member (56).

4. The actuator arrangement (20) according to any of the preceding claims, wherein the control actuator assembly (46) includes a rotatory actuator that has a rotatable lever member (54) that is operatively coupled, preferably via the transmission member (56), to the control surface (40).

5. The actuator arrangement (20) according to any of the claims 3 or 4, wherein the transmission member (56) is mechanically coupled to the control actuator assembly (46) and / or the control surface (40) and / or the rotatable lever member (54) via trunnion.

6. The actuator arrangement (20) according to any of the preceding claims, wherein the high-lift device support (22) comprises a support fairing (30) that extends along the longitudinal direction of the high-lift device support (22), wherein the support fairing (30) covers the control actuator assembly (46) such that at least in the fully retracted position, the control actuator assembly (46) is at least partially, preferably mostly, preferably fully covered by the support fairing (30).

7. The actuator arrangement (20) according to any of the preceding claims, wherein the control actuator assembly (46) comprises a first control actuator (50) and a second control actuator (52) that are operatively coupled to a first control surface (44) and to a different second control surface (45) via a first transmission member and second transmission member, respectively, for individually controlling the deflection of the first and second control surfaces (44, 45).

8. The actuator arrangement (20) according to claim 7, wherein the first control actuator (50) or the second control actuator (50) includes an offset member (55) that is configured such that the first and second transmission members do not mechanically block each other.

9. The actuator arrangement (20) according to any of the preceding claims, wherein the high-lift device (24) comprises a bracket member (34) that engages the high-lift support device (22), preferably the track member (26).

10. The actuator arrangement (20) according to any of the preceding claims, further comprising a deployment actuator that is configured to drive the high-lift device (24) from the fully retracted position to the fully extended position and vice versa.

11. A wing assembly (18) for an aircraft (10) comprising a wing box and an installed actuator arrangement (20) according to any of the preceding claims.

12. An aircraft (10) comprising an actuator arrangement (20) according to any of the claims 1 to 10 and / or a wing assembly (18) according to claim 11.