EP2349833A2 - Dispositif de réglage pour aéronef, combinaison d'un dispositif de réglage et d'une fonction de détection des erreurs d'un dispositif de réglage, système de réglage à tolérance d'erreurs et procédé de reconfiguration du système de réglage - Google Patents

Dispositif de réglage pour aéronef, combinaison d'un dispositif de réglage et d'une fonction de détection des erreurs d'un dispositif de réglage, système de réglage à tolérance d'erreurs et procédé de reconfiguration du système de réglage

Info

Publication number
EP2349833A2
EP2349833A2 EP09740276A EP09740276A EP2349833A2 EP 2349833 A2 EP2349833 A2 EP 2349833A2 EP 09740276 A EP09740276 A EP 09740276A EP 09740276 A EP09740276 A EP 09740276A EP 2349833 A2 EP2349833 A2 EP 2349833A2
Authority
EP
European Patent Office
Prior art keywords
load
load sensor
adjustment
flap
sensor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP09740276A
Other languages
German (de)
English (en)
Inventor
Martin Recksiek
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Operations GmbH
Original Assignee
Airbus Operations GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Operations GmbH filed Critical Airbus Operations GmbH
Publication of EP2349833A2 publication Critical patent/EP2349833A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00—Aircraft indicators or protectors not otherwise provided for
    • B64D45/0005—Devices specially adapted to indicate the position of a movable element of the aircraft, e.g. landing gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
    • B64D45/00—Aircraft indicators or protectors not otherwise provided for
    • B64D45/0005—Devices specially adapted to indicate the position of a movable element of the aircraft, e.g. landing gear
    • B64D2045/001—Devices specially adapted to indicate the position of a movable element of the aircraft, e.g. landing gear for indicating symmetry of flaps deflection

Definitions

  • the invention relates to an adjustment device of an aircraft, combination of an adjustment device and an adjustment device error detection function, fault-tolerant positioning system and method for reconfiguration of the positioning system.
  • the adjustment flap is generally an adjustable aerodynamic flap of an aircraft and may in particular be a high-lift flap.
  • the adjusting system may in particular be a high-lift system of an aircraft.
  • the object of the invention is to provide an adjusting device for coupling to an adjusting flap of an aircraft, a combination of an adjusting device with a Verstellvoriquess procurerkennungsfunktion, a fault-tolerant control system and a method for reconfiguration of a control system, with the or with a minimum of equipment costs occurring in the high-lift system Localized fault and can be done with the efficient system degradation to compensate for the occurring error.
  • an adjusting device or adjusting device for coupling to an adjusting flap of an aircraft, comprising:
  • a first load sensor disposed on the input side of the actuator for detecting the load occurring on the input side of the actuator due to the operation of the adjustment flap
  • a second load sensor disposed on the output side of the actuator for detecting the load occurring on the output side of the actuator due to the operation of the adjustment flap.
  • the first load sensor and the second load sensor are functionally connected to an adjustment device error detection function for transmitting the sensor values determined by the load sensors in order to monitor the functional state of the adjustment device.
  • an adjustment device error detection function for transmitting the sensor values determined by the load sensors in order to monitor the functional state of the adjustment device.
  • the adjusting devices In the arrangement of two or more than two adjusting devices on a flap, it may be provided that only one of the adjusting devices according to the invention is designed with two load sensors.
  • the at least one further adjusting device can be designed such that it has only one of the two load sensors or none of the load sensors.
  • the adjusting device according to the invention can be used at least as one of a plurality of adjusting devices of a high-lift system for distributing front edge flaps or trailing edge flap.
  • the adjustment kinematics can be embodied in particular as “track kinematics” or as “dropped kinematics”.
  • the adjusting device is designed as a carriage, which is guided via an actuator on a rail ("track").
  • the valve is coupled via a drive rod to the carriage, wherein Preferably, a first joint, the drive rod to the carriage and a second joint coupling the drive rod to the valve.
  • the actuator is designed as a rotary actuator.
  • a combination of such an adjustment device and an adjustment device error detection function is provided.
  • the adjusting device has an actuator and an adjustment kinematics for the kinematic coupling of the actuator to the adjustment flap.
  • the adjusting device can also have a gear via which the power generated by the drive device is transmitted to the actuator.
  • the adjusting device can be coupled to a control and monitoring device for actuating the same.
  • the adjusting device has:
  • a first load sensor disposed on the input side of the actuator for detecting the load occurring on the input side of the actuator due to the operation of the adjustment flap
  • a second load sensor disposed on the output side of the actuator for detecting the load occurring on the output side of the actuator due to the operation of the adjustment flap.
  • the first load sensor and the second load sensor are functionally connected to the Verstellvoriquess-error detection function for receiving the sensor values determined by the load sensors to assign the adjustment device a fault condition when predetermined criteria are met in response to these sensor values.
  • the Verstellvorricht-Fehiererkennungsfunktion is designed such that it can monitor the functional state of the adjustment.
  • the Verstellvoriquess error detection function may be designed such that in this the sensor values of the first and the second load sensor are each compared with at least one threshold and exceeding or falling below this limit by the signal values of the first and the second load sensor to determine the Error condition of the adjusting device is used.
  • the recliner error detection function may be configured such that in a case where the first load sensor and the second load sensor respectively detect the undershooting of a no-load threshold, the recliner error detection function of the respective recliner indicates the state of inoperability (error case A) and thus assigns an error state.
  • the load limit value may be undershot if the first load sensor transmits a sensor signal to the adjustment device fault detection function which indicates a load which is less than 1/5 of that at the location of the first load sensor Operational load is defined, and the second load sensor indicates a load that is defined under 1/5 of that in the location of the second load sensor as the maximum operating load or actually occurs in normal operation.
  • a maximum operating load may be dictated by the design of the wing or the aircraft.
  • An adjustment device can therefore be assigned an error state if the first load sensor transmits a sensor signal to the adjustment device fault detection function which falls below a no-load limit whose value is less than 1/5 of the maximum predetermined or actual operating load at the location of the first load.
  • the second load sensor transmits a sensor signal to the Verstellvoriquesscompromisingerkennungsfunktion, which falls below a no-load limit, whose value is less than 1/5 of the maximum predetermined or actual operating load at the location of the first load sensor value is. Furthermore, it can be provided in particular that the state of the inability to function is assigned, if at the same time as falling below the load-limit value, the condition is fulfilled that the aircraft is on the ground.
  • the variator fault detection function may be configured such that in another case, herein also referred to as Case B, the variator misalignment function assigns an error state to an adjuster due to a clamp case when the second load sensor generates a signal value corresponding to a load L 2 and transmitted to the variator error detection function, which is a predetermined one Limit value corresponding to an operating load at the location of the second load sensor, and when the load L 1 measured by the first load sensor is in the operating range of the input side of the respective adjustment kinematics corresponding to the load L 2 measured by the second load sensor.
  • Case B the variator misalignment function assigns an error state to an adjuster due to a clamp case when the second load sensor generates a signal value corresponding to a load L 2 and transmitted to the variator error detection function, which is a predetermined one Limit value corresponding to an operating load at the location of the second load sensor, and when the load L 1 measured by the first load sensor is in the operating range of the input side of the respective adjustment kinematic
  • the recliner fault detection function may be configured such that in another case, as shown in the case C, the recliner fault detection function of the respective recliner device will be in an error condition due to a stuck case of the actuator or a transmission part related to the mechanical transmission chain between the first load Sensor and the second load sensor when the signal value of a load L 1 of the input side generated by the first load sensor exceeds a value for the operating range of the input side of the respective displacement kinematic, nominally the adjuster error detection function from that of the second load sensor. Sensor measured load L 2 determined.
  • the load L 1 measured by the first load sensor is more than twice as large as the load L 2 measured by the second load sensor, taking into account the ratio of the actuator.
  • the recliner error detection function may be configured such that in a case (D), the adjuster error detection function of an actuator or a transmission part located between the first load sensor and the second load sensor, an error state due to a state of a limited Assigns efficiency when the Verstellvoridess- fault detection function determines that the determined with the first load sensor load exceeds a predetermined limit and the load detected with the second load sensor falls below a predetermined limit, or if the
  • a position sensor for detecting the position of the vertical flap can generally be arranged on the adjusting kinematics.
  • a fault-tolerant control system with at least one flap which can be adjusted on one of the wings of an aircraft and with a control and monitoring device, comprising adjusting devices controlled by the control and monitoring device, at least one of which is assigned to each flap ,
  • At least one or at least two may be arranged at a respective flap of a wing and spaced from each other in the spanwise direction of the flap and which is coupled to a drive connection. It can be provided that several or the respectively connected to an adjusting flap adjusting devices are each coupled to a separate drive device or that the adjustment of all the flaps of a control system or high-lift system are coupled to a drive device, in particular centrally and e.g. may be located in the fuselage of the aircraft, the propulsion device being connected to the adjustment devices of each wing via a drive train, such as a drive train. a rotary shaft is mechanically coupled to the actuation thereof.
  • At least one adjusting device of a flap is formed according to one of the embodiments of the invention and comprises: a first load sensor on the input side of the actuator for detecting a load and a second load sensor on the output side of the actuator for detecting a load.
  • the fault-tolerant control system further has a control and monitoring device, which is functionally connected to the load sensors and is configured in such a way that, on the basis of the signals transmitted by the load sensors, it can assign an error state to the control devices associated with a flap.
  • the fault-tolerant control system may in particular comprise drive devices, of which in each case one of the at least one adjusting device is assigned in each case to a flap which is functionally connected to a control and monitoring device controlling the latter, and each comprising: two drive motors, two brake devices, wherein the drive motors is associated with at least one brake device for stopping the output of the respective drive motor.
  • the adjusting devices can be coupled via a respective drive connection to one of the flap associated drive device. Furthermore, at least two adjusting devices can be connected to each flap and spaced from one another in the spanwise direction of the flap.
  • a drive device can be assigned to each flap.
  • the drive device coupled to at least one adjusting device has at least one braking device and the control and monitoring device has:
  • a monitoring function that generates and sends a command signal to at least one brake device and optionally in addition to a differential lock for actuating the same when the monitoring function of the adjustment device has assigned an error state.
  • the control and monitoring device of the fault tolerant control system may also include:
  • a monitoring function that generates and sends a command signal to at least one brake device (Ba, Bb) for actuating the same when the monitoring function of the adjusting device due to the Comparison of position sensors on two different adjustment devices of a flap determines different adjustment states that exceeds a predetermined level.
  • the latter can in particular have a high-lift system reconfiguration function which is functionally connected to an adjuster error detection function and which generates commands for controlling the adjusters in response to error states transmitted thereto by the adjuster error detection function affected.
  • the actuator or the transmission gear can be formed from a rotary actuator or from a linear drive.
  • the two drive motors used may be electric drive motors.
  • two drive motors can be used, one of which is an electric drive motor and the other is a hydraulic drive motor.
  • the at least one drive motor may be a hydraulic drive motor.
  • a method for reconfiguring a high-lift system with adjustable adjustment flaps is provided with the steps:
  • Figure 1 is a schematic representation of an embodiment of the high-lift system Verstellklappen invention, of which two are provided for each wing, with adjusting devices for actuating the adjustment, wherein the adjusting devices each at least one actuator and each at least one located on the input side first load sensor and on the Output side of the at least one actuator located second load sensor and wherein the adjusting devices are driven by a central drive motor and coupled thereto a rotary shaft;
  • FIG. 2 shows an enlarged view of the part of the high-lift system according to FIG. 1 provided for the right wing seen in the aircraft longitudinal axis;
  • FIG. 3a shows an embodiment of an adjusting device according to the invention, in which the load sensor arranged on the output side thereof is designed as a torque sensor;
  • Figure 3b shows an embodiment of an adjusting device according to the invention, in which the load sensor arranged on the output side thereof is designed as a force sensor;
  • Figure 4a shows an embodiment of an adjusting device according to the invention, in which the load sensor arranged on the output side thereof is designed as a force sensor and in which the two load sensors are functionally connected to a local data concentrator; and
  • Figure 4b shows an embodiment of an adjustment device according to the invention, in which the arranged on the output side of the same load sensor is designed as a force sensor and in which the two load sensors is functionally connected directly to a central control and monitoring device.
  • FIG. 1 shows an embodiment of the high-lift system 1 according to the invention for adjusting at least one landing flap on each wing.
  • FIG. 1 shows two flaps per wing, which is not shown in the representation of FIG. shown. In detail, an inner landing flap A1 and an outer flap A2 on a first wing and an inner flap B1 and an outer flap B2 on a second wing are shown. In the high-lift system according to the invention, one or more than two landing flaps per wing can also be provided.
  • the high-lift system 1 is operated and controlled via a pilot interface, which in particular has an actuating member 3 such as an actuating lever.
  • the actuator 3 is functionally coupled to a control and monitoring device 5, which transmits control commands via a control line 8 for controlling a central drive unit 7.
  • the control and monitoring device 5 is a central control and monitoring device 5, ie it has control and monitoring functions for several and in particular all adjusting devices A11, A12, B11, B12, A21, A22, B21, B22
  • the central, ie arranged in the trunk area drive unit 7 may be formed with one or more drive motors.
  • the drive unit 7 has two drive motors Ma, Mb, which can be realized, for example, by a hydraulic motor and an electric drive.
  • the drive unit 7 can have at least one brake device assigned to the drive motors Ma, Mb, which can each be actuated by a command signal of the control and monitoring device 5.
  • the drive unit 7 has two brake devices Ba, Bb, which can each be actuated by a command signal of the control and monitoring device 5.
  • the at least one brake device is operatively connected to the control and monitoring device 5, which can actuate the brake device at predetermined conditions and thus lock the rotary shaft drive trains 11, 12. In the case of a defect of the drive motor or one of several drive motors, this can be switched off by the central drive unit 7 or a drive motor control associated with the at least one drive motor.
  • the central drive unit 7 can, as shown in Figure 1, have a differential which is coupled to the output sides of the hydraulic motor Ma and the electric motor Mb such that the respectively provided by the hydraulic motor H and the electric motor outputs are summed and to drive - Rotary shafts 11, 12 are transmitted.
  • FIG. 1 In the exemplary embodiment of the high-lift system according to the invention shown in FIG.
  • two brake devices Ba, Bb are furthermore provided, which are functionally connected to the control and monitoring device 5.
  • the control and monitoring device 5 is listed such that it can operate at predetermined conditions, the brake devices Ba, Bb and thus the rotary shaft drive trains 11, 12 can lock. If one of the two drive motors, for example the hydraulic motor H or the electric drive E in the illustrated embodiment, is switched off, the central drive unit 7 will be summed due to the differential, which is designed to summate the respective powers provided by the hydraulic motor H and the electric motor, a reduced by the amount of the off drive motor power.
  • the central drive unit 7 To the central drive unit 7 are a total of two drive rotary shafts 11, 12 each coupled to actuate the at least one flap A1, A2 and B1, B2 per wing.
  • the two drive rotary shafts 11, 12 are coupled to the central drive unit 7 and are synchronized with each other.
  • the central drive unit 7 sets the drive rotary shafts 11, 12 in rotation for the purpose of actuating movements of the adjusting devices of the respective flap coupled thereto.
  • a load limiter or torque limiter T may be integrated.
  • At least one adjusting device for adjusting the same is coupled to each flap A1, A2 or B1, B2.
  • two adjustment devices are arranged on each flap, specifically the adjusting devices A11, A12 or B11, B12 on the inner flaps A1 and B1 and the adjusting devices A21 on the outer flaps A2, B2. A22 or B21, B22.
  • the at least one Adjustment device, each actuates a flap, is called in the following adjustment.
  • the adjusting devices A11, A12, B11, B12, A21, A22, B21, B22 are described, the components of different adjusting devices having the same function being provided with the same reference in each adjusting device.
  • A12, B11, B12, A21, A22, B21, B22 has an actuator or a transmission gear 20, an adjustment kinematics VK for kinematic coupling of the actuator 20 to the adjustment flap and optionally a position sensor 22, a transmission 25 and at least two load sensors 31, 32 on.
  • the transmission 25 With the transmission 25, the movement of the respective drive shaft 11, 12 is converted into a movement of a drive member or drive member 24 which is coupled to the actuator 20 to transmit an input member 20a or a downdrive link on the input side of the actuator 20 an input movement ,
  • the adjustment kinematics VK can be used, for example, as a track-carriage adjustment device with a carriage which can be moved on a track to which the respective flap is coupled, or as a dropped-hinge adjustment device with a fixed flap. Pivotable rotary lever, to which the respective flap is coupled, be formed.
  • the actuator or the transmission gear 20 is mechanically coupled to the respective drive rotary shafts 11, 12 and converts a rotational movement of the respective drive rotary shafts 11, 12 into an adjustment movement of the flap region, which is connected to the respective adjusting devices A11, A12, B11, B12, A21, A22, B21, B22 is coupled.
  • a position sensor 22 is arranged on each adjustment device A11, A12, B11, B12, A21, A22, B21, B22 of a flap, which determines the current position of the respective flap and this position value via a line, not shown to the control and monitoring device 5 sends.
  • the actuator 20 has on its output side an output element or an output lever 20b, which is coupled to a flap-side coupling device 27 for coupling the actuator 20 with the respective adjustment flap and transmits due to a input at its input side via the input element 20a Movement of a movement of the flap-side coupling device 27 for adjusting the respective flap A1, A2, B1, B2 from.
  • the input element 20a and the output element 20b are designed as mechanical functional parts.
  • the input element 20a or the output or transmission element 20b may be designed in particular as a rotary shaft and / or as a tension-pressure rod.
  • the input member 20a is a torque or power transmitting member that introduces a mechanical power into the actuator while the output member 20b transmits the torque generated by the actuator 20 or the force generated by the actuator 20 to the coupling device 27 and thus to the flapper. Between the input member 20a and the output member 20b is thus a mechanical transmission mechanism with a translation function.
  • an asymmetry sensor 23 may be arranged, which is also connected via a line not shown functionally connected to the control and monitoring device 5 and via this line a current value to the control and Monitoring device 5 sends, which states whether the ends of the rotary shaft drive trains 11 and 12 are rotated within a predetermined range or whether an asymmetric rotational position of the drive rotary shafts 11 and 12 is given.
  • a wing end region brake WTB can be arranged on each drive rotary shafts 11 and 12, which can block the respective drive train 11 or 12 when actuated.
  • the one diegelend Schemes- brake WTB is arranged in particular at a point of the drive rotary shafts 11 and 12, which is located in an outer region of the respective wing.
  • Each of the diegelend Schemes brakes WTB is connected via a line, also not shown functionally connected to the control and monitoring device 5 and can be controlled and actuated by the control and monitoring device 5 via this line.
  • the normal initial state of the wing end region brake WTB is a non-actuated state in which they do not interfere with the rotation of the drive rotary shafts 11 and 12, respectively.
  • the wing end portion brakes WTB may be operated to lock the respective associated drive rotation shafts 11 and 12, respectively.
  • the flap-side coupling device 27 may be formed in particular by a rotatable adjusting lever and the actuator by a rotary actuator or rotary actuator.
  • the flap-side coupling device 27 of a combination of a car and an this coupled lever or a rod and in this case the actuator may be formed in particular a spindle drive.
  • the carriage is mounted movably on a guide track (track) mounted on the main wing.
  • the flap is guided with a main wing arranged flap guide, which may be formed from a lever arrangement or a guideway.
  • each adjusting device A11, A12, A21, A22, B11, B12, B21, B22 comprises a first load sensor S11-a, S12-a, S21-a, S22-a, also generally designated by the reference character S1, and a second load sensor S11-b, S12-b, S21-b, S22-b, also generally designated by the reference numeral S2, on.
  • the first load sensor S11-a, S12-a, S21-a, S22-a and / or the second load sensor S11-b, S12-b, S21-b, S22-b may or may not have a torque Be a sensor or a force sensor.
  • the first load sensor S11-a, S12-a, S21-a, S22-a is generally provided on the input side 31 thereof and can be connected to the respective drive element 26 and / or to the input element 20a of the respective actuator 20 and / or a coupling between the drive element 26 and the input member 20a may be arranged.
  • the first load sensor S11-a, S12-a, S21-a, S22-a is configured to detect the load occurring due to the operation of the central drive unit 7, which is applied to the input side of the actuator 20 or the input member the actuator 20 is transmitted or impressed.
  • the second load sensor S11-b, S12-b, S21-b, S22-b can be connected to the output element 20b of the respective actuator 20 and / or to the respective flap-side coupling device 27 and / or to a coupling between the output element 20b and Coupling device 27 may be arranged.
  • the second load sensor S11-b, S12-b, S21-b, S22-b is configured to detect the load occurring due to the operation of the central drive unit 7, which is applied to the output side of the actuator 20 or to the output member transmitted to the actuator 20 or the flap-side coupling device 27 is impressed.
  • the first load sensor S11-a, S12-a, S21-a, S22-a and the second load sensor S11-b, S12-b, S21-b, S22-b is each functional via a line, not shown
  • An adjustment device evaluation function of an adjustment device monitoring function 40 is connected and sends via this line a current signal value for the amount of each detected load to the Verstellvoriquess- monitoring function 40.
  • the Verstellvoriquess monitoring function 40 or individual functions thereof may or may be part of the central control and monitoring device 5.
  • the adjustment device monitoring function 40 or individual functions thereof may also be part of a local and thus remote control and monitoring device 41, which is arranged in the vicinity of the actuator 20 or the flap-associated actuators 20.
  • a decentralized control and monitoring device 41 on each adjusting device or on a group of adjusting devices can be provided, in particular, in a high-lift system which is driven in a decentralized manner.
  • the adjusting devices instead of being driven by a central drive unit 7, the adjusting devices are each driven by a drive device which is commanded specifically by the central control and monitoring device 5 but is not mechanically coupled to drive devices which are connected to other adjustment flaps.
  • the other functions of the adjustment device monitoring function 40 may be implemented in the central control and monitoring device 5.
  • Such a decentralized control and monitoring device 41 may be mounted on the main wing and located at different positions in the spanwise direction.
  • the distributed control and monitoring device 41 Seen in the spanwise direction arranged in a span portion of the main wing, in which ei de flaps extends.
  • a decentralized control and monitoring device 41 for the actuators 20 are each provided a flap, so that in the embodiment of Figure 1 on each wing two decentralized control and monitoring device 41 are arranged.
  • a decentralized control and monitoring device 41 in which the Verstellvoridess- monitoring function 40 is implemented also on each actuator 20 and in particular on a support member of the respective adjustment device may be arranged.
  • a decentralized control and monitoring device 41 may be provided for several adjusting devices
  • the two load sensors of the adjustment device can be functionally connected to a local data concentrator RDC (FIG. 4a) or functionally connected directly to a central control and monitoring device (FIG. 4b).
  • a local data concentrator RDC which is arranged locally in the vicinity of the respective at least one adjusting device, can be provided for the at least one adjusting device connected to one adjusting flap in each case.
  • the recliner evaluation function and / or the recliner error detection function may be implemented in the local data concentrator RDC.
  • the adjuster monitoring function 40 includes an adjuster evaluation function and an adjuster error detection function.
  • the Verstellvorrichtaustechnischstechnik receives the signals of the load sensors and evaluates them, i. this determines corresponding load values from the sensor signals.
  • the adjuster error detection function may be part of the remote control and monitoring device 41 or the central control and monitoring device 5.
  • the adjuster error detection function may be used be associated with a high-lift system reconfiguration function, which may also be integrated in the remote control and monitoring device 41 or the central control and monitoring device 5.
  • a high-lift system reconfiguration function generates from the assignment of at least one error state to one or more adjustment devices, if necessary, reconfiguration commands to one or more adjustment devices in order to compensate for the respective error corresponding to the at least one error state.
  • Such Rekonfiugrations commands may include switching off an adjustment.
  • a reconfiguration command may also include that an adjustment device is no longer controlled.
  • Such a reconfiguration command can be sent to FIG. 5 so that it takes into account such a non-control command in the control of adjusting devices.
  • the high lift system may e.g. be designed by redundancy of components of the adjusting devices such that certain errors can be tolerated and in their occurrence no commands are transmitted to adjusting.
  • the high lift system reconfiguration function takes into account the error condition of all the adjusting devices in the formation of such commands.
  • the decentralized control and monitoring device 41 can be embodied such that it itself generates such commands as switching off the respective associated adjusting device; however, a central high lift system reconfiguration function is integrated in the central control and monitoring device 5 which takes into account the effects for other adjustment devices and then generates further reconfiguration commands for other adjustment devices.
  • the first load sensor S11-a, S12-a, S21-a, S22-a and the second load sensor S11-b, S12-b, S21-b, S22-b are functional with an adjuster error detection function for Receiving the sensor values determined by the load sensors connected to assign an error state of the adjusting device.
  • the sensor values of the first and second load sensor are each compared with at least one threshold and exceeding or falling below this limit by the signal values of the first and second load sensor is used to determine the error state of the adjustment.
  • the Verstellvoriquess error detection function can use the transfer function of this each associated actuator 20 and / or have stored. In this, the efficiency of the actuator and depending on the design of the actuator whose transmission ratio.
  • the adjustment device error detection function can be set up to identify the following error cases:
  • a loadless limit value or noload limit value can be preset to determine a substantially no-load state on the input side 31 or the output side 32 of the respective actuator 20, which is assumed to be the case when load sensor values occur under the load lot Limit no load or at least no operating load on the input side 31 and the output side 32 of the respective actuator 20 acts or is applied.
  • the load-free limit value may in particular be 1/5 of the maximum operating load of the actuator or the load occurring on the input side 31 or the output side 32 of the actuator, and in particular 1/5.
  • the load limit value may also be provided for checking that the load limit value is undershot, that the first load sensor S11-a, S12-a, S21-a, S22-a transmits a sensor signal to the adjustment device fault detection function, which indicates a load that is below 1/5 is defined at the location of the first load sensor as the maximum operating load, and the second load sensor S11-b, S12-b, S21-b, S22-b indicates a load that is less than 1/5 of the location of the second load sensor is defined as maximum operating load.
  • the Verstellvoraires- fault detection function checks whether the aircraft is in a mode in which this error is not critical.
  • the query or condition can be decisive, whether the aircraft is on the ground. If, therefore, the sensor signals are not undershot and, at the same time, the aircraft is not in a critical state, a measure for reconfiguring the high-lift system, which may also consist in the respective adjusting devices A11, A12, B11, B12, A21, A22, B21, B22 is deactivated and no longer activated.
  • the Verstellvoriquess error detection function can also for an error case B of a terminal case on the output side 32 of an adjustment A11, A12, B11, B12, A21, A22, B21, B22 of the flap, ie on the output member 20b and / or on the flap-side coupling device 27 and / or the flap guide, in which the entire drive torque is applied to the affected adjustment station.
  • error case B of a terminal case on the output side 32 of an adjustment A11, A12, B11, B12, A21, A22, B21, B22 of the flap, ie on the output member 20b and / or on the flap-side coupling device 27 and / or the flap guide, in which the entire drive torque is applied to the affected adjustment station.
  • this In the event of a fault, this generally leads to a case of a damper. If such a clamping case occurs, this can lead to an overload and as a result to a breakage of the Drive train lead.
  • the sum of the forces and / or torques generated by those actuators is applied to the output side of the actuator, which are connected via respective adjusting devices A11, A12, B11, B12, A21, A22, B21, B22 to the respective flap.
  • the second load sensor S2 generates a signal value corresponding to a load L 2 and transmits it to the variator fault detection function which exceeds a predetermined threshold value of an operating load at the location of the second load sensor S2 equivalent.
  • it may be provided as a condition that the operating load and in particular the maximum operating load and in particular the maximum permissible operating load for which the relevant actuator is provided are exceeded.
  • the maximum allowable operating load is the upper limit of the range within which the operation of the actuator is provided and, in particular, the area on the output side 32. This means that according to this range forces and / or moments in components of the output side 32 are permitted. This range of forces and / or moments is admitted in particular on that component of the output side 32 on which the second load sensor S11-b, S12-b, S21-b, S22-b is arranged.
  • the maximum operating load is the maximum permissible force or the maximum permissible torque at this point.
  • variable "i" is the ratio that the actuator implements between input side 31 and output side 32
  • the constant "ki" is an amount that is an area around the respectively determined value
  • the constant ki may be 15% of the maximum operating load permitted at the input side 31 and, in particular, at the location of the first load sensor S11-a, S12-a, S21-a, S22-a or actually occurring in normal operation ,
  • the adjusting device fault detection function generally assigns a clamping case to the output side 32 of an adjusting device A11, A12, B11, B12, A21, A22, B21, B22 or an adjusting kinematics VK of the associated adjusting flap, if
  • the second load sensor S2 when the second load sensor S2 generates a signal value corresponding to a load L 2 and transmits it to the adjustment device fault detection function, which exceeds a predetermined limit, which corresponds to an operating load at the location of the second load sensor S2, wherein it is provided in particular that the load L 2 exceeds a predetermined maximum load, ie when L 2 > I 1113x , and
  • the pinch position of the actuator or a part of the respective displacement device located between S1 and S2 can be determined when the load L 1 measured by the first load sensor S1 has an operating range of the input side (31 ) exceeds the respective displacement kinematics (VK), which is nominally the load (L 2 ) measured by the second load sensor (S2).
  • VK displacement kinematics
  • the load L 1 measured by the first load sensor S 1 is more than twice as large as the load L 2 measured by the second load sensor S 2 , taking into account the ratio of the actuator 20 Adjustment of a terminal case of the actuator 20 is assigned when the first load sensor S1 determines a load value L1, for the condition
  • condition L - ⁇ - ⁇ k of the error case B
  • the constant k 2 is greater than the constant k 1 .
  • the constant k 2 is greater than the constant K 1 and especially twice as large as the constant ⁇ .
  • the recliner error detection function may also have a function of detecting or associating an error case D of deterioration in efficiency and e.g. a Reiberhöhung in the actuator 20 and generally a state of limited performance of each of the actuator or a transmission part, which is located between the first load sensor S1 and the second load sensor S2 occurs.
  • the adjuster failure detection function assigns the actuator 20 or a transmission part located between the first load sensor S1 and the second load sensor S2 to a state of limited performance when it has a ratio - out of that of the first load.
  • Sensor S1 respectively
  • L 2 measured load value L 1 and the second load sensor S2 respectively measured load value L 2 forms and determines if this ratio falls below a predetermined threshold k 3 .
  • the limit k 3 can be
  • Ratio is a nominal load ratio, which is intact
  • Reformulations of the former formula can be used.
  • the variator fault detection function may have a function whereby, upon satisfaction of certain conditions mentioned below, the first load sensor S1 may receive a mechanical sensor error, e.g. a so-called sensor disconnect, referred to in this context as an error case E, can be assigned.
  • a mechanical sensor error e.g. a so-called sensor disconnect
  • the Verstellvoriquess- fault detection function determines that the first load sensor S1 falls below a predetermined no-load signal value and the second load sensor S2 exceeds a predetermined load signal value indicating a load.
  • the no-load signal value can be defined in particular as described with regard to the error case A.
  • the adjuster error detection function may have a function that the load signal value to be exceeded by the second load sensor S2 to meet the above condition depending on the respective actuation of the actuator and / or the size and / or type of actuation of the actuator Actuator at this skillful command signal.
  • the Verstellvoriquess-error detection function may have a function to be assigned to the second load sensor S2, a mechanical sensor error and in particular a so-called sensor disconnect on the fulfillment of certain, hereinafter mentioned in relation to the error case E in the reverse manner to be defined conditions can (error F).
  • error F a mechanical sensor error and in particular a so-called sensor disconnect on the fulfillment of certain, hereinafter mentioned in relation to the error case E in the reverse manner to be defined conditions.
  • error F a mechanical sensor error and in particular a so-called sensor disconnect on the fulfillment of certain, hereinafter mentioned in relation to the error case E in the reverse manner to be defined conditions.
  • error F a mechanical sensor error and in particular a so-called sensor disconnect on the fulfillment of certain, hereinafter mentioned in relation to the error case E in the reverse manner to be defined conditions.
  • error F a mechanical sensor error and in particular a so-called sensor disconnect on the fulfillment of certain, hereinafter mentioned in relation to the error case E in the reverse manner to be defined conditions.
  • error F
  • the Verstellvoriquess- fault detection function may have a function that the of the first load Sensor S1 to meet the above-mentioned condition to be exceeded load signal value as a function of the respective actuation of the actuator and / or depending on the size and / or type of the sent to actuate the actuator sent to this command signal.
  • the high lift system reconfiguration function may be initiated to reconfigure the high lift system to a secure system configuration depending on the fault cases identified by the recliner fault detection function or due to the assignment of fault conditions to a component or component combinations.
  • the adjusting flap which is symmetrically arranged with respect to the adjustment flap, which is symmetrical with respect to the aircraft longitudinal axis, is no longer actuated.
  • a brake provided in the actuator 20 for this case is actuated for locking the adjustment flap in its current adjustment state.
  • the actuators are driven by a common rotary shaft 11, 12 and the respective components of the adjusting kinematics VK are equipped with a failsafe mechanism, the high-lift system reconfiguration function may be provided, the relevant adjusting device being further actuated.
  • a central, i.e. driven by rotary shafts 11, 12 driven high-lift system can be provided in an unacceptable deviation of the determined by the control and monitoring device 5 target positions of the detected by means of the position sensors 22 actual positions that the control and monitoring device 5 or the high lift system reconfiguration function actuation Signal to a dieset WTB and to the at least one brake device Ba, Bb for locking both shaft strands 11, 12th
  • the high-lift system reconfiguration function can be designed such that the signal value L1_RW for an applied load determined by the first load sensor S1_RW of the right-hand wing is compared with the signal value which the first load sensor S1_LW has at the position symmetrical to the aforementioned adjustment device Adjustment of the left wing generated.
  • the adjuster error detection function may be e.g. Allocate a terminal case even at low loads of the respective right flap, if the determined in each case due to the signal values L1_RW, L1_LW loads LI, L2 differ by a minimum amount. In order to assign this terminal case, so must the condition
  • the difference can be constant or determined depending on the load.
  • a clamping case can be determined for each left flap.

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  • Engineering & Computer Science (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Transmission Devices (AREA)
  • Retarders (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Safety Devices In Control Systems (AREA)

Abstract

L'invention concerne un dispositif de réglage (A11, A12, B11, B12, A21, A22, B21, B22) destiné à être couplé à un volet de réglage (A1, A2; B1, B2) d'un aéronef, avec un actionneur (20), avec une cinématique de réglage (VK) destinée à assurer le couplage cinématique entre l'actionneur (20) et le volet de réglage (A1, A2; B1, B2) et avec une transmission (25). Le dispositif de réglage (A11, A12, B11, B12, A21, A22, B21, B22) peut être couplé à un dispositif de commande et de surveillance (5) destiné à l'actionner. Le dispositif de réglage comprend : un premier capteur de charge (S1; S11-a, S12-a, S21-a, S22-a) qui est monté sur le côté d'entrée (31) de l'actionneur (20) afin de détecter la charge présente sur le côté d'entrée de l'actionneur (20) en raison de l'actionnement du volet de réglage (A1, A2; B1, B2) et un deuxième capteur de charge (S2; S11-b, S12-b, S21-b, S22-b) qui est monté sur le côté de sortie (32) de l'actionneur (20) afin de détecter la charge présente sur le côté de sortie (32) de l'actionneur (20) en raison de l'actionnement du volet de réglage (A1, A2; B1, B2). Le premier capteur de charge (S1; S11-a, S12-a, S21-a, S22-a) et le deuxième capteur de charge (S2; S11-b, S12-b, S21-b, S22-b) sont reliés fonctionnellement à une fonction de détection des erreurs du dispositif de réglage qui reçoit les valeurs détectées par les capteurs de charge afin d'attribuer un état d'erreur au dispositif de réglage. L'invention concerne en outre une combinaison d'un dispositif de réglage et d'une fonction de détection des erreurs d'un dispositif de réglage, un système de réglage à tolérance d'erreurs et un procédé de reconfiguration d'un système de réglage.
EP09740276A 2008-10-22 2009-10-22 Dispositif de réglage pour aéronef, combinaison d'un dispositif de réglage et d'une fonction de détection des erreurs d'un dispositif de réglage, système de réglage à tolérance d'erreurs et procédé de reconfiguration du système de réglage Withdrawn EP2349833A2 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102008052754A DE102008052754A1 (de) 2008-10-22 2008-10-22 Verstellvorrichtung zur Ankopplung an eine Verstellklappe eines Flugzeugs, fehlertolerantes Stellsystem und Verfahren zur Rekonfiguration eines Stellsystems
US11448708P 2008-11-14 2008-11-14
PCT/EP2009/007571 WO2010046111A2 (fr) 2008-10-22 2009-10-22 Dispositif de réglage pour aéronef, combinaison d'un dispositif de réglage et d'une fonction de détection des erreurs d'un dispositif de réglage, système de réglage à tolérance d'erreurs et procédé de reconfiguration du système de réglage

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EP2349833A2 true EP2349833A2 (fr) 2011-08-03

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EP09740276A Withdrawn EP2349833A2 (fr) 2008-10-22 2009-10-22 Dispositif de réglage pour aéronef, combinaison d'un dispositif de réglage et d'une fonction de détection des erreurs d'un dispositif de réglage, système de réglage à tolérance d'erreurs et procédé de reconfiguration du système de réglage

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US (1) US20110255968A1 (fr)
EP (1) EP2349833A2 (fr)
JP (1) JP2012506336A (fr)
CN (1) CN102196964B (fr)
BR (1) BRPI0919762A2 (fr)
CA (1) CA2741362A1 (fr)
DE (1) DE102008052754A1 (fr)
RU (1) RU2011120362A (fr)
WO (1) WO2010046111A2 (fr)

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US20110255968A1 (en) 2011-10-20
BRPI0919762A2 (pt) 2015-12-08
RU2011120362A (ru) 2012-11-27
CA2741362A1 (fr) 2010-04-29
DE102008052754A1 (de) 2010-05-06
CN102196964A (zh) 2011-09-21
CN102196964B (zh) 2017-01-18
WO2010046111A2 (fr) 2010-04-29
WO2010046111A3 (fr) 2010-07-29
JP2012506336A (ja) 2012-03-15

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