Distributed Flap Actuation Architecture Without Central Power Drive
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Solution Overview
Problem
Conventional aircraft flap actuation systems with fuselage-mounted power drive units are heavy, complex, and prone to failure, necessitating a more efficient and reliable mechanism for controlling flap translation and rotation.
Innovation Solution
A mechanical architecture for a distributed flap actuation system utilizing common mechanical blocks, including dual channel motors, actuators, gearboxes, and brakes, which eliminates the need for a fuselage-mounted power drive unit and reduces system complexity and weight, while ensuring redundancy and fault tolerance through dual electrical systems.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Force
If a fuselage-mounted power drive unit is used for flap actuation, then the system can provide sufficient torque for flap control, but the system becomes heavy and complex
Solution Approach 1:
The system divides the single fuselage-mounted power drive into multiple distributed actuation units, with each unit containing its own motor and gearbox. This segmentation eliminates the need for a large central power drive while providing sufficient torque locally at each flap actuation point, thereby reducing overall system complexity and weight.
Solution Approach 2:
The invention extracts the power drive function from the fuselage-mounted central location and distributes it to individual actuation units at each flap. This extraction eliminates the complex transmission system (torque tubes, joints) that would be required to deliver power from the fuselage to the wing flaps, significantly simplifying the overall system architecture.
2Power
If a fuselage-mounted power drive unit with transmission system is used, then power can be delivered to flaps, but the system becomes heavy and prone to failure
Solution Approach 1:
By segmenting the power delivery system into independent distributed actuation units, each unit operates autonomously without relying on a central power drive or complex transmission system. This segmentation eliminates the single point of failure in the transmission system and improves overall system reliability, while each unit still delivers sufficient power to its respective flap.
3Device complexity
If a distributed actuation system with modular components is used, then system complexity is reduced, but torque transfer efficiency may be compromised
Solution Approach 1:
The invention extracts the torque transfer function from complex mechanical transmission systems and delivers it directly through shaft connections from the gearbox output to the actuator. This direct connection eliminates intermediate transmission components that would cause energy loss, thereby maintaining high torque transfer efficiency while preserving the simplicity of the distributed modular architecture.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The system provides efficient, lightweight, and reliable control of flap translation and rotation, enhancing aircraft performance and reducing failure risks, with improved gearbox efficiency and brake capacity management.
Implementation Method 1
The first actuation unit includes a motor, a first actuator for translating and rotating a flap
Implementation Method 2
a first gearbox to transfer and increase torque from the motor to the first actuator
Implementation Method 3
a first gearbox to transfer and increase torque from the motor to the first actuator
Implementation Method 4
a first brake configured to hold the flap in place
Data Source
AI summary
A mechanical architecture is provided for aircraft distributed flap actuation and includes a shaft and first and second actuation units. The first actuation unit includes a motor, a first actuator for translating and rotating a flap and being connected to a first side of the flap, a first gearbox to transfer and increase torque from the motor to the first actuator and a first brake configured to hold the flap in place. The second actuation unit includes a second actuator that receives the torque from the first gearbox via the shaft for translating and rotating the flap and being connected to a second side of the flap, a second gearbox that receives the torque from the first gearbox via the shaft and reduces the torque and a second brake receptive of the torque from the second gearbox and configured to hold the flap in place through the second actuator.