Distributed Wing Flap Actuation with Hydromechanical Clutch
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Solution Overview
Problem
Conventional trailing edge wing flap systems are rendered inoperable in the event of a partial or complete failure of hydraulic or electrical systems, leaving aircraft without the ability to change or control wing flap positions.
Innovation Solution
The distributed trailing edge wing flap system incorporates a hydromechanical actuator and an electromechanical actuator, with a hydromechanical clutch that allows the system to switch between hydraulic and electrical power sources, ensuring continuous operation even in the event of hydraulic system failure.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a single hydraulic actuator system is used for wing flap control, then the system structure is simple, but the system becomes inoperable upon hydraulic system failure
Solution Approach 1:
The patent combines a hydraulic actuator and an electric actuator into a single integrated wing flap control system. The hydraulic actuator provides primary actuation during normal operation, while the electric actuator serves as a backup. Both actuators are merged through a common mechanical linkage system that can receive input from either actuator, ensuring continuous operability even if one system fails.
Solution Approach 2:
The actuator system is designed with multi-functionality where the same mechanical linkage and control system can operate with either hydraulic or electric actuation. The system can universally accept input from different power sources (hydraulic pressure or electric motor) and translate it into flap movement, providing redundancy without requiring completely separate control systems.
2Reliability
If redundant actuator systems are implemented for failure protection, then system reliability improves, but device complexity increases
Solution Approach 1:
The patent introduces a hydraulic-mechanical intermediary system that couples the hydraulic and electric actuators to the flap mechanism. This intermediary linkage system allows either actuator to independently control the flap position without requiring complex electronic control systems or switching mechanisms. The mechanical intermediary simplifies the integration of redundant actuators by providing a direct physical connection that automatically accepts input from either power source.
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
This solution ensures the wing flaps can be reliably controlled and positioned, maintaining aircraft maneuverability and safety by providing alternative actuation mechanisms in case of system failures.
Implementation Method 1
The first actuator is actuatable via pressurized hydraulic fluid to be supplied from a hydraulic system of the aircraft to the first actuator via a hydraulic module operatively coupled to the first actuator
Implementation Method 2
The second actuator is actuatable via an electric motor of the second actuator
Data Source
AI summary
Distributed trailing edge wing flap systems are described. An example wing flap system for an aircraft includes a flap and first and second actuators. The flap is movable between a deployed position and a retracted position relative to a fixed trailing edge of a wing of the aircraft. The first and second actuators are configured to move the flap relative to the fixed trailing edge. The first actuator is actuatable via pressurized hydraulic fluid to be supplied from a hydraulic system of the aircraft to the first actuator via a hydraulic module operatively coupled to the first actuator. The first actuator is operatively coupled to a first shaft. The second actuator is actuatable via an electric motor of the second actuator. The electric motor is operatively coupled to an electrical system of the aircraft. The second actuator is operatively coupled to a second shaft. The first and second shafts are selectively operatively couplable via a clutch operatively positioned between the first and second shafts. The clutch is actuatable between a disengaged position in which the second shaft is operatively uncoupled from the first shaft and an engaged position in which the second shaft is operatively coupled to the first shaft.