Systems and methods for detecting jam of flap of wing of aircraft

Abstract

To provide: systems and methods for detecting a jam in relation to a support member for a flap of a wing of an aircraft; and a jam detection system for a mid-idler support member of a flap of a wing of an aircraft.SOLUTION: A jam detection system (100) for a flap (106) of a wing of an aircraft includes a linkage (116) coupled to the flap (106) and a support member (108) of the wing, and a sensor (118) configured to detect a position of at least a portion of the linkage (116). The sensor (118) is further configured to compare the position of the at least a portion of the linkage (116) to a jam threshold to determine if a jam condition exists. The linkage (116) can also be coupled to a carriage (114) movably coupled to the support member (108).SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] Embodiments of the present disclosure generally relate to systems and methods for detecting flap jams in aircraft wings.

Background Art

[0002] A typical aircraft includes wings with control surfaces such as flaps. For example, a wing includes a flap movably connected to a body.

[0003] Flaps are generally connected to a plurality of support members. For example, they are connected to a plurality of main support members, or to two main support members and optional intermediate idler support members provided therebetween. The main support members include actuators configured to drive the movement of the flap between a stowed position and an extended position, while the intermediate idler support members generally do not include actuators.

[0004] When a jam occurs in a main support member, often a skew occurs in the deploying flap, with one side of the flap extending or retracting more than the other side. Some known aircraft include a skew detection system that detects the skew. As another example, a torque limiter of the actuator stops the operation before the skew is detected.

[0005] However, when a jam occurs in an idler support member between the main support members, skew rarely or never occurs, so existing skew detection systems cannot detect the jam. Thus, when a jam occurs in such an intermediate idler support member, the actuators on both sides may continue to push at maximum output, causing a large load to be almost instantaneously applied to the flap, which may damage structures such as the support members and / or the flap.

[0006] One possible solution is to design the flap and idler support members to be sized, shaped, and configured to withstand such extreme loads, thereby activating the torque brake setting before the primary structure is damaged. However, such a design could result in a very large weight.

[0007] Some types of wings, with their long and thin flaps, require intermediate idler support members to control low-speed and high-speed distortion in the inner flap. Attempting to design such wings without intermediate idler support members can lead to increased distortion and a decrease in aerodynamic performance.

[0008] Simply put, certain types of wings can use support members that are less susceptible to jamming, but their size, bulk, and weight may be too large depending on the type of aircraft. [Overview of the Initiative]

[0009] An efficient and effective system and method are needed for detecting jams related to support members for aircraft wing flaps. Furthermore, a jam detection system for intermediate idler support members of aircraft wing flaps is required.

[0010] With these needs in mind, several embodiments of the present disclosure provide a jam detection system for the flaps of an aircraft wing. The jam detection system includes a link mechanism connected to the flaps and support members of the wing, and a sensor configured to detect the position of at least a portion of the link mechanism. The sensor is further configured to compare the position of the at least portion of the link mechanism with a jam threshold in order to determine whether a jam condition has occurred. In at least one embodiment, the link mechanism is further connected to a carriage that is movably connected to the support member.

[0011] In at least one embodiment, the sensor is further configured to output a jam signal when it detects that the position of the portion of the link mechanism is greater than or equal to the jam threshold. Upon receiving the jam signal, the control unit is configured to stop one or more actuators configured to move the flap between a retracted position and an extended position.

[0012] As an example, the support member is an intermediate idler support member located between the first main support member and the second main support member. As a further example, the support member does not include an actuator.

[0013] In at least one embodiment, the sensor is a rotary variable displacement transducer configured to detect the angular position of at least a portion of the link mechanism. In at least one other embodiment, the sensor is a linear variable displacement transducer configured to detect the linear position of at least a portion of the link mechanism.

[0014] In at least one embodiment, the link mechanism includes a first link arm pivotally connected to a bracket of the support member, a second link arm pivotally connected to the first link arm, and a third link arm pivotally connected to the second link arm and the flap. In a further example, the third link arm is connected by a spherical bearing to a carriage movably connected to the support member. In at least one embodiment, the sensor is configured to detect the angular position of the first link arm.

[0015] Some embodiments of the present disclosure provide a method for detecting jams in the flaps of an aircraft wing. The jam detection method includes detecting the position of at least a portion of a link mechanism connected to the flaps and support members of the wing using a sensor, and comparing the position of the at least portion of the link mechanism with a jam threshold using the sensor to determine whether a jam condition has occurred.

[0016] Some embodiments of this disclosure provide an aircraft comprising a wing having flaps and support members, and a jam detection system described herein. [Brief explanation of the drawing]

[0017] [Figure 1] This is a schematic block diagram of an aircraft jam detection system according to one embodiment of the present disclosure. [Figure 2] This is a forward perspective view of an aircraft according to one embodiment of the present disclosure. [Figure 3] This is a plan view of a portion of a wing according to one embodiment of the present disclosure. [Figure 4] This is a side view of a support member connected to a flap according to one embodiment of the present disclosure. [Figure 5] This is a side view of a jam detection system connected to a support member and a flap in a storage position, according to one embodiment of the present disclosure. [Figure 6] This is a side perspective view of the intermediate body of a third link arm passing through a spherical bearing rotatably held within a ring joint extending from the housing of a carriage, according to one embodiment of the present disclosure. [Figure 7] This is a side view of a jam detection system connected to a support member and a flap in the fully extended position, according to one embodiment of the present disclosure. [Figure 8] This is a side view of a jam detection system connected to a support member and a flap in a first jammed state, according to one embodiment of the present disclosure. [Figure 9] This is a side view of a jam detection system connected to a support member and a flap in a second jammed state, according to one embodiment of the present disclosure. [Figure 10] This is a side view of a jam detection system connected to a support member and a flap according to one embodiment of the present disclosure. [Figure 11] This is a flowchart of a jam detection method according to one embodiment of the present disclosure. [Modes for carrying out the invention]

[0018] The above summary and the following detailed description of several embodiments will be better understood by reference to the accompanying drawings. In this specification, the singular form of an element or step does not necessarily exclude the presence of a plurality of such elements or steps. Also, by stating "one embodiment", it is not intended to exclude the existence of other embodiments that incorporate the features described in that embodiment. Further, unless otherwise stated, an embodiment "comprising" or "having" one or more elements with a particular characteristic may include additional elements that do not have that characteristic.

[0019] Embodiments of the present disclosure provide a jam detection system for a flap support member. In at least one embodiment, the jam detection system is configured for a mid-idler support and includes a sensor such as a rotary or linear variable displacement transducer coupled to a linkage mechanism, which may be a kinematic four-bar linkage including one or more bars. The system is configured to detect a jam in the support member during flap operation by being mounted to both the flap and the carriage, which are connected via the linkage mechanism such that a slight relative movement detectable by the sensor can occur. During normal operation, the relative movement between the flap and the carriage is minimal and does not exceed a predetermined jam detection threshold.

[0020] Embodiments of the present disclosure are configured to detect and notify (e.g., output a signal indicative of) a jam in a support member such as a mid-idler support for a flap. Embodiments of the present disclosure provide a system and method for reducing the load on a primary structure (e.g., a flap and flap support member) and improving the sensitivity associated with jam detection.

[0021] In at least one embodiment, the sensor is a rotary variable displacement transducer mounted on a kinematic four-bar linkage. The linkage is attached to the carriage using a spherical bearing and is attached to the flap using a hinge. The carriage and the flap are attached to each other by two links, enabling relative deflections that can be sensed by the sensor. The system accurately detects any off-nominal deflections due to jamming and quickly stops the flap's operation before the torque brake load, which combines the flap and the idler support member, is fully generated.

[0022] In at least one embodiment, the sensor measures the angle of the first link arm. During normal operation, the first link arm moves in one rotational direction. However, when jamming occurs, the first link arm reverses its rotational direction and assumes an angle different from what is expected. The sensor detects this difference in rotation (e.g., by the difference in angle) to detect when jamming has occurred and to distinguish cases of jamming from the expected minor fluctuations that occur in one or more link members during normal operation. (This avoids accidentally activating the sensor when no jamming is present.) Regarding jamming during storage or extension, the first link arm clearly measures and senses this difference at any point during the stroke.

[0023] In one example, the sensor can be programmed to recognize the expected normal position according to the flap's placement or can compare it with the other flap on the opposite side of the aircraft. When jamming occurs in one track, the measured values of the sensors on both sides of the aircraft differ from each other, indicating that jamming has occurred.

[0024] Furthermore, unlike conventional known solutions, the systems and methods described herein are small and lightweight, and have no, minimal, or reduced impact on aircraft performance. These systems allow for the adoption of a main-auxiliary-main configuration in long, thin flaps of small wings in plan view, while avoiding, minimizing, or reducing performance disadvantages, and may even allow for longer flaps. Additionally, by using these systems in the main support members of flaps, jams or pin failures in conventional flap carriages can be quickly detected.

[0025] Figure 1 shows a schematic block diagram of a jam detection system 100 for an aircraft 102 according to one embodiment of the present disclosure. The aircraft 102 includes wings, such as a wing 104. The wing 104 includes a flap 106 and a support member 108 connected to the flap 106. In at least one example, the support member 108 is an intermediate idler support member. In another example, the support member 108 is a main support member.

[0026] The support member 108 includes a bracket 110 having a track 112. A carriage 114 having one or more rollers is movably connected to the track 112. For example, the one or more rollers are movably mounted on the track 112 or movably mounted inside the track.

[0027] The jam detection system 100 includes a link mechanism 116, which is connected to a flap 106 and to a carriage 114 that is movably connected to a support member 108. The link mechanism 116 includes one or more bars, arms, rods, etc. A sensor 118 is configured to detect the position of the link mechanism 116, such as its position relative to the support member 108. In at least one example, the sensor 118 is a rotary variable displacement transducer configured to detect the angular position of at least a portion of the link mechanism 116. In another example, the sensor 118 is a linear variable displacement transducer configured to detect the linear position of at least a portion of the link mechanism 116. In yet another example, the sensor 118 is an encoder configured to detect one or more of the angular position, linear position, etc., of the link mechanism 116.

[0028] Sensor 118 is communicated with control unit 120, for example, by one or more wireless or wired connections. Control unit 120 is configured to control the operation of flap 106, for example, by controlling the movement of flap 106 between the retracted position and the extended position. Control unit 120 also communicates with one or more actuators connected to the flap, for example, by one or more wireless or wired connections. For example, control unit 120 communicates with actuators of the main support member connected to flap 106. Support member 108 may or may not include actuators. For example, support member 108 may be an intermediate idler support member without actuators. In an arbitrary configuration, support member 108 may be a main support member including actuators.

[0029] The control unit 120 can be located in various places on the aircraft 102. For example, the control unit 120 can be located within the wing 104. As a further example, the control unit 120 can be located within an actuator connected to the flap 106. As another example, the control unit 120 can be located away from the wing 104, such as within the fuselage of the aircraft 102.

[0030] During operation, the flap 106 moves between the retracted and extended positions by, for example, one or more actuators connected to the flap 106. Since the link mechanism 116 is connected to the support member 108 and the flap 106, when the flap 106 moves, the link mechanism 116 moves in response. This movement of the link mechanism 116 is detected by the sensor 118. Data about the normal movement of the flap 106 (i.e., the expected movement when there is no jam) is stored in the memory of the control unit 120 or in memory used for communication with the control unit. The normal movement of the flap 106 is calibrated with the known movement of the link mechanism 116. When the sensor 118 detects such normal movement (for example, a deviation of 1% or less from a predetermined normal movement, or a movement smaller than a predetermined jam threshold), the sensor 118 refrains from outputting a jam signal to the control unit 120. In addition, the pilot may be notified that an abnormality has occurred in the flap drive system, allowing them to take appropriate countermeasures.

[0031] On the other hand, if the sensor 118 detects movement of the link mechanism 116 that exceeds a predetermined jam threshold (for example, angular or linear motion of a part of the link mechanism 116 that exceeds a predetermined jam threshold), the sensor 118 outputs a jam signal 122 to the control unit 120. The control unit 120 receives this jam signal 122. Upon receiving the jam signal 122, the control unit 120 stops the movement of the flap 106 by stopping the operation of one or more actuators connected to the flap 106. In this way, damage to the support member 108, the flap 106, or other parts of the wing 104 is prevented, minimized, or reduced.

[0032] As described herein, a jam detection system 100 for the flap 106 of the wing 104 of an aircraft 102 includes a link mechanism 116 connected to both the flap 106 on the wing 104 and a carriage 114 that is movably connected to a support member 108. A sensor 118 is configured to detect the position of at least a portion of the link mechanism 116. The sensor 118 is further configured to compare the position of the at least portion of the link mechanism 116 with a jam threshold in order to determine whether a jam condition has occurred. If the position of the portion of the link mechanism is greater than or equal to the jam threshold, the sensor 118 outputs a jam signal to a control unit 120, which causes the control unit to stop one or more actuators configured to move the flap between a retracted position and an extended position.

[0033] In this specification, terms such as “control unit,” “central processing unit,” “CPU,” and “computer” include any processor-based or microprocessor-based system, including systems using microcontrollers, reduced instruction set computers (RISC), application-specific integrated circuits (ASICs), logic circuits, and other circuits or processors having hardware, software, or combinations thereof capable of performing the functions described herein. These are merely examples and do not limit the definition and / or meaning of such terms. For example, control unit 120 may be or include one or more processors configured to control operation as described herein.

[0034] The control unit 120 is configured to execute a set of instructions stored in one or more data storage devices or elements (e.g., one or more memories) in order to process data. For example, the control unit 120 may include or be connected to one or more memories. The data storage device may also store data or other information as desired or required. The data storage device may be in the form of a source of information within the processing machine or a physical memory element.

[0035] The above set of instructions includes a variety of commands that instruct the control unit 120, as a processing machine, to perform specific operations, such as methods and processes according to various embodiments of the subject matter described herein. The above set of instructions may be in the form of a software program. The software may take various forms, such as system software or application software. Furthermore, the software may take the form of a collection of individual programs, a subset of programs within a larger program, or a part of a program. The software may also include, for example, modular programming in the form of object-oriented programming. The processing of input data by the processing machine may be done in response to user commands, in response to the results of previous processing, or in response to requests from other processing machines.

[0036] The drawings of the embodiments herein show one or more control units or processing units, such as control unit 120. Such processing units or control units may represent circuits, circuitry, or parts thereof that can be implemented as hardware having relevant instructions (e.g., software stored in tangible, non-temporary computer-readable storage media such as computer hard drives, ROMs, or RAMs) that perform the operations described herein. The hardware may include, for example, state machine circuitry incorporated into the hardware to perform the functions described herein. In any configuration, the hardware may include one or more logic-based devices, such as microprocessors, processors, or controllers, and / or electronic circuits connected thereto. In any configuration, control unit 120 may be a processing circuitry composed of, for example, one or more field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), or microprocessors. The circuits in various embodiments may be configured to execute one or more algorithms for performing the functions described herein. One or more of the above algorithms may include embodiments of the examples disclosed herein, whether or not they are expressly shown in the flowchart or method.

[0037] In this specification, “software” and “firmware” are synonymous and include any computer program stored in a data storage device (e.g., one or more memories) for execution by a computer, such memories include RAM memory, ROM memory, EPROM memory, EEPROM memory, and non-volatile RAM (NVRAM) memory. The above types of data storage devices are merely examples and do not limit the types of memory that can be used to store computer programs.

[0038] Figure 2 shows a forward perspective view of an aircraft 102 according to one embodiment of the present disclosure. The aircraft 102 includes a propulsion system 130, which may include, for example, two turbofan engines 132. In an optional configuration, the propulsion system 130 may include more engines 132 than shown. The engines 132 are mounted, for example, on the wings 104 of the aircraft 102. In other examples, the engines 132 may be mounted on the fuselage 134 and / or the tail 136. The tail 136 may also support a horizontal stabilizer 138 and a vertical stabilizer 140. The fuselage of the aircraft 102 defines a cabin inside, which may include a cockpit 142, one or more work sections (e.g., a galley, an employee baggage area, etc.), and one or more passenger sections (e.g., a first-class section, a business-class section, an economy-class section, etc.).

[0039] The aircraft 102 shown in Figure 2 is merely an example. The aircraft 102 may have different sizes, shapes, and configurations than those shown.

[0040] Figure 3 shows a partial plan view of a wing 104 according to one embodiment of the present disclosure. The wing 104 includes a body 150 and a flap 106 movablely connected to the body 150. In at least one embodiment, the flap 106 is an inboard flap. In any configuration, the flap 106 can be an outboard flap.

[0041] The flap 106 is connected to the main body 150 via a plurality of support members 108a, 108b, and 108c. For example, support member 108a is a first (e.g., outer) main support member, support member 108b is an intermediate idler support member, and support member 108c is a second (e.g., inner) main support member. Long and thin flaps (inner, intermediate, or outer flaps) often include an intermediate idler support member so that the distortion is adjusted over the entire stroke. In at least one embodiment, each of support members 108a and 108c includes an actuator, while support member 108b does not have an actuator. Alternatively, support member 108b may include an actuator. Referring to Figures 1 to 3, the jam detection system 100 is connected to one of the support members 108a, 108b, or 108c. For example, the jam detection system 100 is connected to the support member 108b. In at least one other embodiment, one jam detection system 100 can be connected to each of two or more of the support members 108a, 108b, and 108c. For example, one jam detection system 100 can be connected to each of the support members 108a, 108b, and 108c.

[0042] Figure 4 shows a side view of a support member 108a connected to a flap 106 according to one embodiment of the present disclosure. The support member 108c can be connected to the flap 106 in the same manner as shown in Figure 4.

[0043] The support member 108a includes a bracket 110 attached to (for example, fixed to) the main body 150 (shown in Figure 3). The bracket 110 includes a track 112. The carriage 114 includes one or more rollers 152 that are movably mounted inside the track 112. The carriage 114 also includes a pivot member 154 (for example, a shaft, roller, etc.) that is movably connected to an actuator 156. The carriage 114 is further pivotally connected to the lower surface 107 of the flap 106 via one or more pivot members or hinges, etc.

[0044] Referring to Figures 1 to 4, the actuator 156 of the support member 108a (or optionally support member 108c) drives the movement of the flap 106 between the retracted position and the extended position. The control unit 120 controls the operation of the actuator 156 that drives the movement of the flap 106.

[0045] Figure 5 shows a side view of a jam detection system 100 connected to a support member 108 and a flap 106 in a retracted position, according to one embodiment of the present disclosure. The support member 108 is, for example, one of the support members 108a, 108b, and 108c shown in Figure 3. For example, the support member 108 is support member 108b, which is an intermediate idler support member without an actuator.

[0046] The carriage 114 includes a housing 160 containing rollers 162 that are movable within the track 112, the housing including a defined section between a front end 164 and a rear end 166. A pivot hinge 168 extends upward from the housing 160 and is pivotally connected via a pivot arm 172 to a pivot hinge 170 of the corresponding flap 106. The carriage 114 may also be pivotally connected to the flap 106 via one or more pivot hinges 170 and pivot arms 172 than shown.

[0047] As described above, the jam detection system 100 includes a link mechanism 116. In at least one embodiment, the link mechanism 116 includes a first link arm 180 having a first end 182 and a second end 184. The first link arm 180 can be a straight rod, beam, column, etc. The first end 182 is pivotally connected to a fixed portion of the bracket 110, for example, a fixing member 186 (for example, a fin, bracket part, prong, or main body of the bracket 110). The first end 182 is pivotally connected to the bracket 110 via a pivot shaft, pin, etc.

[0048] The second end 184 of the first link arm 180 is pivotally connected to the first end 187 of the second link arm 188. The second link arm 188 can be a straight rod, beam, column, etc. The second end 190 of the second link arm 188 is pivotally connected to the first end 192 of the third link arm 194, and the third link arm can also be a straight rod, beam, column, etc. The third link arm 194 includes an intermediate body 196 between the first end 192 and the second end 198. The intermediate body 196 extends through a spherical bearing 200, which is rotatably held within a ring joint 202 extending from the housing 160 of the carriage 114. The second end 198 of the third link arm 194 is pivotally connected to a part of the flap 106 via, for example, a fin, bracket, prong, or body.

[0049] In at least one embodiment, the sensor 118 is connected to the first link arm 180. For example, the sensor 118 is connected between the first end 182 of the first link arm 180 and a fixing member 186. The sensor 118 can be fixed to the first end 182. In any configuration, the sensor 118 can be fixed to the fixing member 186. In at least one other embodiment, the sensor 118 can be fixed between the first end 182 and the second end 184 of the first link arm 180.

[0050] In at least one embodiment, the sensor 118 is a rotary variable displacement transducer configured to detect the angular position of the first link arm 180 at all points within the range between the retracted position and the fully extended position of the flap 106 as shown in Figure 5. Thus, the sensor 118 is configured to detect the position of at least a portion of the link mechanism 116 throughout the entire range of movement of the flap 106 between the retracted position and the fully extended position, thereby detecting the relative position between the flap 106 and the support member 108.

[0051] Sensor 118 is configured to distinguish between the normal movement of the link mechanism 116 when the flap moves and movements that deviate from this normal movement. For example, sensor 118 can be programmed to recognize the normal movement of the flap 106 between the retracted position (as shown in Figure 5) and the fully extended position, and movements that deviate from this normal movement and indicate a jammed state. Sensor 118 is calibrated to recognize normal movement and identify deviations from this normal movement. For example, if the angular position of the first link arm 180 is outside a predetermined jam threshold of ±5 degrees from the calibrated normal movement, sensor 118 outputs a jam signal 122 to the control unit 120 (shown in Figure 1), and the control unit then stops the operation of one or more actuators that drive the movement of the flap 106. In any configuration, the predetermined jam threshold can be greater than or less than ±5 degrees. For example, the predetermined jam threshold can be ±1 degree. As another example, the predetermined jam threshold can be ±3 degrees. As another example, the predetermined jam threshold can be set to ±6 degrees.

[0052] As illustrated and explained in Figure 5, the sensor 118, such as a rotary variable displacement transducer, is configured to detect the angular position of a part of the link mechanism 116, for example, the angular position of the first link arm 180, in order to determine whether or not a jam condition has occurred. If the angular position of a part of the link mechanism 116 is smaller than a predetermined jam threshold, the sensor 118 does not output a jam signal 122. On the other hand, if the angular position of a part of the link mechanism 116 is greater than or equal to the predetermined jam threshold, the sensor 118 outputs a jam signal 122 to the control unit 120, and the control unit stops the actuator 156 (shown in Figure 4), thereby eliminating or reducing the possibility of damage to the flap 106, the support member 108, and / or other parts of the wing 104.

[0053] Thus, the sensor 118 is configured to detect the angular motion of the first link arm 180. In any configuration, the sensor 118 can be positioned on the support member 108 and / or on various other parts of the link mechanism 116. Alternatively, the sensor 118 can be positioned to detect the angular position of other parts of the link mechanism 116, such as the second link arm 188 or the third link arm 194. In yet another embodiment, the sensor 118 can be a linear variable displacement transducer configured to detect the linear position of a portion of the link mechanism 116, such as a telescopic link arm or a portion including it.

[0054] Figure 6 is a side perspective view of the intermediate body portion 196 of the third link arm 194, which passes through a spherical bearing 200 rotatably held within a ring coupling 202 extending from the housing 160 of the carriage 114. The spherical bearing 200 is rotatably mounted to the ring coupling 202, thereby movably connecting the third link arm 194 to the carriage 114, allowing the third link arm 194 to rotate with various degrees of freedom relative to the carriage 114. Referring to Figures 5 and 6, the link mechanism 116 is directly connected to the carriage 114 by the spherical bearing 200, and indirectly connected to the carriage 114 via the second end portion 198 of the third link arm 194, which is pivotally connected to the flap 106. Alternatively, the third link arm 194 does not have to be connected to the carriage 114 via the spherical bearing 200.

[0055] Figure 7 shows a side view of a jam detection system 100 connected to a support member 108 and a flap 106 in the fully extended position, according to one embodiment of the present disclosure. Referring to Figures 1, 5, and 7, the sensor 118 is configured to detect the position (e.g., angular position) of at least a portion of the link mechanism 116 throughout the entire range of movement of the flap 106 (e.g., the entire range between the retracted position shown in Figure 5 and the fully extended position shown in Figure 7) in order to determine whether a jam exists in the flap 106. As described above, the sensor 118 compares the position of at least a portion of the link mechanism 116 with a jam threshold. If the position of a portion of the link mechanism 116 is greater than or equal to the jam threshold, the sensor 118 outputs a jam signal 122 to the control unit 120, which in turn stops the actuator 156 (shown in Figure 3).

[0056] Figures 5 to 7 show the movement of the flap under normal conditions. In other words, Figures 5 to 7 show the movement of the flap when no jamming occurs.

[0057] Figure 8 shows a side view of a jam detection system 100 connected to a support member 108 and a flap in a first jammed state, according to one embodiment of the present disclosure. Figure 9 shows a side view of a jam detection system 100 connected to a support member 108 and a flap in a second jammed state, according to one embodiment of the present disclosure. The jammed state shown in Figure 8 occurs at 80% of the stroke when the flap is extended. The jammed state shown in Figure 9 occurs at 50% of the stroke when the flap is retracted. Figures 8 and 9 show examples of jammed states. Note that various other jammed states may occur in the retracted position and the fully extended position. The dashed line 116' represents the expected position of the link mechanism 116 when the flap 106 moves (the position recognized by the sensor 118).

[0058] Referring to Figures 1, 8, and 9, the sensor 118 detects the position of the first link arm 180 and compares this position with the expected position 180'. An angular difference θ exists between the first link arm 180 at its actual position and the first link arm at the expected position 180'. If this angular difference θ is greater than or equal to the jam threshold, as shown in Figure 8, for example, the sensor 118 outputs a jam signal 122, as described herein.

[0059] Figure 10 shows a side view of a jam detection system 100 connected to a support member 108 and a flap 106 according to one embodiment of the present disclosure. In this embodiment, the sensor 118 is a linear variable displacement transducer configured to detect the linear position of a portion of a link mechanism 116 connected to the support member 108, such as a link arm 188. The link arm 188 can be a telescopic arm configured to change its length by extension or retraction. The sensor 118 detects the changing length of the link arm 188 through the range of motion of the flap 106 to determine if a jam is present, and compares this length with a jam threshold.

[0060] Figure 11 shows a flowchart of a jam detection method according to one embodiment of the present disclosure. Referring to Figures 1 to 11, in 300, for example, one or more actuators 156 move the flap 106 between a retracted position and a fully extended position (for example, from the retracted position to the fully extended position, from the fully extended position to the retracted position, and through all points in between). In 302, a sensor 118 detects the position of the flap 106 and at least a portion of the link mechanism 116 connected to the support member 108. In 304, the sensor 118 determines whether the position of the portion of the link mechanism 116 is greater than or equal to a predetermined jam threshold (for example, by comparing the position with a predetermined jam threshold). If it is not greater than or equal to the threshold, the method proceeds to 306, and the sensor 118 refrains from outputting a jam signal 122.

[0061] If the position of the above-mentioned portion of the link mechanism 116 is above a predetermined jam threshold, the method proceeds from 304 to 308, where the sensor 118 outputs a jam signal 122 to the control unit 120. Upon receiving the jam signal 122, the control unit 120 stops one or more of the actuators 156.

[0062] Furthermore, this disclosure includes embodiments as specified below.

[0063] Note 1. A jam detection system for the wing flaps of an aircraft, A link mechanism connected to the flaps and support members of the wing, A jam detection system comprising a sensor configured to detect the position of at least a portion of the link mechanism, the sensor further configured to compare the position of the at least portion of the link mechanism with a jam threshold in order to determine whether a jam condition has occurred.

[0064] Note 2. The jam detection system according to Note 1, wherein the link mechanism is further connected to a carriage that is movably connected to the support member.

[0065] Note 3. The jam detection system according to Note 1 or 2, wherein the sensor is further configured to output a jam signal when it detects that the position of the part of the link mechanism is greater than or equal to the jam threshold, and the control unit is configured to stop one or more actuators configured to move the flap between a retracted position and an extended position when it receives the jam signal.

[0066] Note 4. The jam detection system according to any one of Notes 1 to 3, wherein the support member is an intermediate idler support member located between the first main support member and the second main support member.

[0067] Note 5. The jam detection system according to any one of Notes 1 to 4, wherein the support member does not include an actuator.

[0068] Note 6. The jam detection system according to any one of Notes 1 to 5, wherein the sensor is a rotary variable displacement transducer configured to detect the angular position of at least a portion of the link mechanism.

[0069] Note 7. The jam detection system according to any one of Notes 1 to 5, wherein the sensor is a linear variable displacement transducer configured to detect the linear position of at least a portion of the link mechanism.

[0070] Note 8. The aforementioned link mechanism is, A first link arm is pivotally connected to the bracket of the support member, A second link arm is pivotally connected to the first link arm, A jam detection system according to any one of the appendices 1 to 7, comprising the second link arm and a third link arm pivotally connected to the flap.

[0071] Note 9. The jam detection system according to Note 8, wherein the third link arm is connected by a spherical bearing to a carriage that is movably connected to the support member.

[0072] Note 10. The jam detection system according to Note 8 or 9, wherein the sensor is configured to detect the angular position of the first link arm.

[0073] Appendix 11. A method for detecting a jam in the wing flaps of an aircraft, The position of at least a portion of the link mechanism connected to the flap and support member of the wing is detected by a sensor, A method comprising comparing the position of at least a portion of the link mechanism with a jam threshold using the sensor to determine whether a jam condition has occurred.

[0074] Note 12. The jam detection method according to Note 11, wherein the link mechanism is further connected to a carriage that is movably connected to the support member.

[0075] Note 13. The sensor outputs a jam signal when the position of the part of the link mechanism is above the jam threshold. The jam detection method according to Appendix 11 or 12, further comprising: in response to receiving the jam signal, stopping one or more actuators configured to move the flap between a retracted position and an extended position by a control unit.

[0076] Note 14. The jam detection method according to any one of Notes 11 to 13, wherein the support member is an intermediate idler support member located between the first main support member and the second main support member, and the intermediate idler support member is not equipped with an actuator.

[0077] Note 15. The jam detection method according to any one of Notes 11 to 14, wherein the detection includes detecting the angular position of at least a portion of the link mechanism.

[0078] Note 16. The jam detection method according to any one of Notes 11 to 14, wherein the detection includes detecting the linear position of at least a portion of the link mechanism.

[0079] Note 17. The aforementioned link mechanism is A first link arm is pivotally connected to the bracket of the support member, A second link arm is pivotally connected to the first link arm, A jam detection method according to any one of appendices 11 to 16, comprising the second link arm and a third link arm pivotally connected to the flap.

[0080] Note 18. The jam detection method according to Note 17, wherein the third link arm is connected by a spherical bearing to a carriage that is movably connected to the support member.

[0081] Note 19. The jam detection method according to Note 17 or 18, wherein the detection includes detecting the angular position of the first link arm.

[0082] Note 20. A wing having flaps and support members, An aircraft including a jam detection system, The jam detection system is A link mechanism connected to the flap, the support member, and the carriage movably connected to the support member, A sensor configured to detect the position of at least a portion of the link mechanism, and further configured to compare the position of the at least portion of the link mechanism with a jam threshold in order to determine whether a jam condition has occurred, An aircraft comprising a control unit that communicates with the sensor, the sensor further configured to output a jam signal when the position of the part of the link mechanism is greater than or equal to the jam threshold, and the control unit configured to stop one or more actuators configured to move the flap between a retracted position and an extended position when it receives the jam signal.

[0083] As described herein, embodiments of the present disclosure provide efficient and effective systems and methods for detecting jams associated with support members for aircraft wing flaps. Furthermore, embodiments of the present disclosure provide jam detection systems and methods suitable for intermediate idler support members of aircraft wing flaps.

[0084] The embodiments of this disclosure may be described using various terms relating to space and direction, such as top, bottom, underside, center, side, horizontal, vertical, and front, but these terms are used only in relation to the orientation shown in the drawings. Such orientations may change due to inversion, rotation, etc., so that the upper part becomes the lower part, or vice versa, or the horizontal direction becomes the vertical direction.

[0085] In this specification, any structure, limitation, or element “configured” to perform a particular process or operation is one that has been specifically constructed, built, or adapted to a manner suitable for that process or operation. For clarity and to avoid any doubt, anything that can merely be modified to perform the process or operation is not considered “configured” to perform the process or operation as used herein.

[0086] Furthermore, the above description is intended as an example and should not be interpreted restrictively. For example, the embodiments (and / or aspects thereof) described above can be used in combination with each other. Also, many modifications are possible to adapt these teachings to specific situations or materials without departing from the scope of the various embodiments of this disclosure. The dimensions and types of materials described herein are for the purpose of defining the parameters of the various embodiments of this disclosure, and these embodiments are not restrictive but merely illustrative. Also, many other embodiments will be apparent to those skilled in the art upon consideration of the above description. Accordingly, the scope of the various embodiments of this disclosure should be determined by referring to the appended claims in conjunction with the scope of equivalents permitted therein. In the appended claims and the detailed description herein, the terms “including” and “being” are used to mean the same as “equipment” and “in,” respectively. Also, terms such as “first,” “second,” and “third” are used merely as designations and do not impose any numerical requirements on the subject matter referred to therein.

[0087] This specification discloses, by example, various embodiments of the disclosure, including the best mode, and enables those skilled in the art to implement various embodiments of the disclosure, including the fabrication and use of any apparatus or system, and the execution of the incorporated methods. The patentable scope of various embodiments of the disclosure is defined by the claims and may include other examples that those skilled in the art may conceive. Such other examples should be considered to be included in the claims if they have components identical to the language of the claims, or if they contain equivalent components that differ only non-essentially from the language of the claims.

Claims

1. 1. A system for detecting jams in a wing flap of an aircraft, comprising: a linkage mechanism connected to the flap and a support member of the wing; a sensor configured to detect a position of at least a portion of the linkage, the sensor further configured to compare the position of the at least a portion of the linkage to a jam threshold to determine if a jam condition has occurred.

2. The jam detection system of claim 1 , wherein the linkage is further coupled to a carriage that is movably coupled to the support member.

3. 3. The jam detection system of claim 1, wherein the sensor is further configured to output a jam signal in response to the position of the portion of the linkage being equal to or greater than the jam threshold, and wherein a control unit is configured to stop one or more actuators configured to move the flap between a retracted position and an extended position in response to receiving the jam signal.

4. 3. The jam detection system of claim 1, wherein the support member is an intermediate idler support member between a first main support member and a second main support member.

5. The jam detection system according to claim 1 or 2, wherein the support member does not include an actuator.

6. 3. The jam detection system of claim 1, wherein the sensor is a rotary sensor configured to detect an angular position of the at least a portion of the linkage.

7. The jam detection system of claim 1 or 2, wherein the sensor is a linear sensor configured to detect a linear position of the at least a portion of the linkage.

8. The link mechanism includes: a first link arm pivotally connected to a bracket of the support member; a second link arm pivotally connected to the first link arm; 3. The jam detection system of claim 1, further comprising a third link arm pivotally connected to the second link arm and the flap.

9. 9. The jam detection system of claim 8, wherein the third link arm is connected by a spherical bearing to a carriage that is movably connected to the support member.

10. The jam detection system of claim 8 , wherein the sensor is configured to detect an angular position of the first link arm.

11. 1. A method for detecting jamming of a wing flap of an aircraft, comprising: detecting with a sensor the position of at least a portion of a linkage coupled to the flap and a support member of the wing; comparing, by the sensor, the position of the at least a portion of the linkage to a jam threshold to determine if a jam condition has occurred.

12. The link mechanism is further connected to a carriage that is movably connected to the support member. The jam detection method according to claim 11 , wherein

13. outputting a jam signal by the sensor in response to the position of the portion of the linkage being equal to or greater than the jam threshold; 13. The method of claim 11 or 12, further comprising: in response to receiving the jam signal, stopping, by a control unit, one or more actuators configured to move the flap between a retracted position and an extended position.

14. 13. The jam detection method of claim 11 or 12, wherein the support member is an intermediate idler support member between a first main support member and a second main support member, and the intermediate idler support member does not include an actuator.

15. 13. The method of claim 11 or 12, wherein the detecting includes detecting an angular position of the at least a portion of the linkage.

16. 13. The method of claim 11 or 12, wherein said detecting comprises detecting a linear position of said at least a portion of said linkage.

17. The link mechanism includes: a first link arm pivotally connected to a bracket of the support member; a second link arm pivotally connected to the first link arm; 13. The method of claim 11 or 12, including a third link arm pivotally connected to the second link arm and the flap.

18. 18. The method of claim 17, wherein the third link arm is connected by a spherical bearing to a carriage that is movably connected to the support member.

19. 18. The method of claim 17, wherein the detecting includes detecting an angular position of the first link arm.

20. a wing having a flap and a support member; a jam detection system, The jam detection system includes: a linkage mechanism connected to the flap, the support member, and a carriage movably connected to the support member; a sensor configured to detect a position of at least a portion of the linkage and further configured to compare the position of the at least a portion of the linkage to a jam threshold to determine if a jam condition has occurred; a control unit in communication with the sensor, the sensor further configured to output a jam signal in response to a position of the portion of the linkage being equal to or greater than the jam threshold, and the control unit configured to stop one or more actuators configured to move the flap between a retracted position and an extended position in response to receiving the jam signal.

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