Hybrid Wing Flap Actuation for Hydraulic and Electrical Failures
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Solution Overview
Problem
Conventional trailing edge wing flap systems are rendered inoperable by partial or complete failures of hydraulic or electrical systems, leaving aircraft unable to control wing flap positions.
Innovation Solution
The distributed trailing edge wing flap system incorporates a hydromechanical actuator and an electromechanical actuator, coupled by a shaft, with an alternate control unit, allowing operation via pressurized hydraulic fluid, electric motor, or alternate control in case of system failures, ensuring continuous flap control.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a single hydraulic or electrical actuator system is used to control wing flaps, then the system structure is simple, but the system becomes inoperable upon partial or complete failures of the hydraulic or electrical systems
Solution Approach 1:
The actuator system is segmented into two independent actuator assemblies (first and second actuators), each capable of independently controlling the flight control surface. This segmentation allows the system to maintain functionality even if one actuator fails, as the other actuator can continue to operate the flap control surface.
Solution Approach 2:
Each actuator assembly has distinct local qualities - the first actuator is configured for hydraulic actuation while the second actuator is configured for electrical actuation. This local differentiation in actuation mechanisms ensures that a failure in one system (hydraulic or electrical) does not necessarily incapacitate the entire flap control system.
2Reliability
If redundant actuator assemblies are implemented to ensure continuous operation, then system reliability improves, but device complexity increases
Solution Approach 1:
Both actuator assemblies are designed to perform the same universal function of controlling the flight control surface, but through different actuation principles (hydraulic and electrical). This multi-functionality allows the system to achieve redundancy without requiring completely different control mechanisms, thereby limiting the increase in complexity.
Solution Approach 2:
A common output mechanism serves as an intermediary that receives actuation from either the first or second actuator assembly and translates it into unified motion of the flight control surface. This intermediary component allows the system to maintain simplicity in the control output while accommodating complexity in the redundant actuation inputs.
3Reliability
If dual actuator systems with different actuation principles are used, then resistance to system failures increases, but manufacturing and system integration becomes more difficult
Solution Approach 1:
The system dynamically selects which actuator assembly to use based on operational conditions and system status. This dynamic approach allows the system to adapt to failures or maintenance needs by switching between hydraulic and electrical actuation modes, simplifying the integration process as the system can leverage existing infrastructure for either actuation type.
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
Ensures continuous operation and control of wing flaps even in the event of system failures, maintaining aircraft stability and functionality.
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 connected to a first electrical system of the aircraft
Data Source
Figure 1
Figure 2A
Figure 2B~2C
AI summary
Distributed trailing edge wing flap systems are described. An example wing flap system for an aircraft includes a flap, a first actuator, a second actuator, and a shaft. 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 actuator is 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 second actuator is to move the flap relative to the fixed trailing edge. The second actuator is actuatable via an electric motor of the second actuator connected to a first electrical system of the aircraft. The shaft operatively couples the first actuator to the second actuator. The first and second actuators are actuatable via the shaft.