DE102013206059B4 - System and method for operating a flap on a wing of an aircraft and method for functional testing - Google Patents

Abstract

System for actuating a control flap on a wing of an aircraft, comprising - at least two first actuator devices (GRA1, GRA3), which, viewed in the span direction, are coupled to the control flap in two areas located far apart from one another, - at least two second actuator devices (GRA2, GRA4), wherein exactly one second actuator device (GRA2, GRA4) is assigned to a first actuator device (GRA1, GRA3) and is coupled to the control flap, - a braking device (B1, B2, B3, B4) on each of the at least two first and at least two second actuator devices (GRA1, GRA2, GRA3, GRA4), with the actuation of which an adjustment state of the respective actuator device (GRA1, GRA2, GRA3, GRA4) can be locked, - a system drive device (SAV) with a drive motor (PCU), a braking device (B_PCU) assigned to the drive motor (PCU), drive transmission devices (TS1, TS2) which couple the drive motor (PCU) to the first actuator devices (GRA1, GRA3) in order to transmit the output power of the drive motor (PCU) to the first and second actuator devices (GRA1, GRA2, GRA3, GRA4), wherein the drive transmission devices (TS1, TS2) are coupled exclusively to the first actuator devices (GRA1, GRA3) and there is no direct coupling connection between the drive transmission devices (TS1, TS2) and the second actuator devices (GRA2, GRA2), and with a torque limiter (TL1, TL2) for limiting the torque transmitted from the drive motor (PCU) to a first actuator device (GRA1, GRA3), wherein each of the at least two actuator devices (GRA1, GRA3) is assigned a torque limiter (TL1, TL2).

Description

The invention relates to a system and method for actuating a control flap on a wing of an aircraft and to methods for detecting a fault in a drive transmission device of such a system or for detecting a blocked actuator device in such a system, in particular a method for checking the function of such a system.

It is generally known from the state of the art that the individual high-lift surfaces, also called slats or trailing edge flaps, are adjusted by a system with a central motor. The central motor drives a drive shaft running along the wing, which transmits the drive torque to the individual actuators on the slats or trailing edge flaps.

The high-lift system can be designed in such a way that predetermined errors that occur in the system can be compensated without endangering the safety of the aircraft. For this purpose, the installation of brakes and sensors to detect an error and/or secondary load-bearing elements is provided in particular to hold the high-lift surfaces in a defined position. If two actuators are coupled to an adjustable flap and each actuator is equipped with an individual load path, the other actuator can lock the high-lift surface in its current position to compensate for a structural failure of one of the two actuators. If several control flaps on the same wing are adjusted with two actuators each with a single load path, a secondary flap connecting strut can be provided which couples the two high-lift flaps in such a way that if an actuator of a control flap fails, the control flap is held by the other control flap via this flap connecting strut, so that the load of the defective control flap is transferred to the adjacent control flap.

In this high-lift system, the secondary flap connecting strut forms a second load path in the event that an actuator fails, i.e. is defective. During normal operation, the system is held in position by brakes in the central drive. If, for example, a transmission shaft breaks, the system is stopped by the safety brakes ('wing tip brakes') located on the outside of the right and left wings.

A generic system is made of EN 10 2007 063 157 A1 known.

The EP 2 039 605 A2 shows an aircraft high-lift system with a drive unit for operating the high-lift systems of the half-wings and with at least one overload protection device to avoid undesirably high operating torques in the half-wing systems, the overload protection device having a comparison device by means of which the instantaneous values of the operating torques of the half-wing systems are compared. Actuators are provided on the landing flaps. If the torque difference between the torques acting in the half-wing shafts becomes greater, a mechanical brake is triggered. A drive unit is provided and drives a central shaft which is connected to a branching gear, and a mechanically acting torque limiter is integrated in the branching gear.

The EN 10 2007 023 394 A1 shows a method and a device for error detection in the load path of a spindle actuator which is intended to actuate an aerodynamically effective surface, wherein the spindle actuator has a redundant load path.

The WO 2012 /045 796 A1 shows a system for an aircraft wing with movable flaps and a drive device.

The EN 10 2007 027 137 A1 shows a drive system for landing flaps or slats, which has a braking unit.

The object of the invention is to provide a system and a method for actuating a flap on a wing for an aircraft, with which the safety of a flap actuation system can be improved. Further objects consist in providing methods for functional testing of the system.

These objects are achieved with the features of the independent claims. Advantageous embodiments of the invention are the subject of subclaims.

However, the invention is generally applicable to the flaps of an aircraft and also to systems in which the power is transmitted to the flaps hydraulically or electrically and preferably via a central motor. A flap essentially refers to an aerodynamically effective surface, preferably a wing element of an aircraft, whereby the wing element influences the flow behavior of the wing by changing its position. Examples of the wing elements described are landing flaps. Aerodynamically effective surfaces can be controlled by an actuator, hereinafter also referred to as actuator. drive device, can experience a purely rotary position change, or a translational position change. In conjunction with a swivel mechanism, a swivel movement around a swivel point starting from the translational position change is also conceivable.

In general, the system according to the invention and the method according to the invention can provide that the control flaps can be controlled and operated independently of one another by a system drive device and a system drive device. In this case, in a system with two control flaps per wing, it can be provided that they can be controlled and operated independently of one another by the system drive device and the system drive device, in particular the inner landing flap can be moved independently of the outer one, and the outer flap can be moved independently of the inner control flap.

The actuation of the control flaps can be carried out using actuator devices, e.g. with electrically controlled servo actuators and actuating cylinders coupled to them, which are driven via a hydraulic system. In the broadest sense, an actuator device creates a mechanical coupling between a drive and an aerodynamically effective surface, e.g. a control flap. Depending on the design, a rotary movement can also be converted into a translatory movement in the actuating unit.

The invention is based on an actuation system for a flap on a wing of an aircraft with at least two first and two second actuator devices, also referred to as actuators. Each first actuator device is assigned a second actuator device. The second actuator device thus forms a type of redundancy for the first actuator device to which it is assigned. The first and second actuator devices have braking devices, with the actuation of which an adjustment state of the respective actuator device can be locked.

A braking device is generally understood to be a locking device with which an adjustment state of the actuator device and thus of the entire control flap can be locked. In general, a brake describes a component by means of which a fixed connection or a slip or freewheel can be selectively established between a fixed element, for example a housing or an aircraft wing, and a rotatable element, for example a shaft. Brakes can generally be designed as positive or frictional. With a positive brake, the rotatable element is connected to the fixed element by a contour engagement of the two components. When the positive brake is open, the rotatable element can move freely relative to the fixed element. Positive brakes are particularly suitable for transmitting high torques in a comparatively small installation space. Depending on the application, a counter movement to the force introduction direction may be necessary in order to open a positive brake under load. This is because the interlocking contours can jam under the influence of load. A positive-locking brake offers a finite number of positions in which a positive lock can be achieved. The number of different positions for creating a positive lock depends on the design of the contour of the rotatable element and the stationary element in the area of the brake. In contrast to positive-locking brakes, friction-locking brakes offer the advantage that they are easy to manufacture on the one hand and allow a well-controlled slip between the rotatable element and the stationary element on the other. In addition, friction-locking brakes offer the possibility of holding the rotatable element firmly in any position relative to the stationary element. In the closed state, a defined maximum torque can be transmitted between the rotatable element and the stationary element. An open state is understood to mean any state of a brake that is not closed. The brakes or braking devices in the system according to the invention for actuating a control flap are preferably designed as friction-locking brakes.

The invention is further based on a system drive device which comprises a drive motor with a braking device associated with this drive motor. The drive motor transmits the output power to a drive transmission device, in particular in the form of a drive shaft, which transmits the drive power to actuator devices attached to the control flap. In this case, the drive shaft is coupled exclusively to the first actuator devices and there is no direct coupling connection between the drive shaft and the second actuator devices. Thus, a direct transmission of the drive power of the drive shaft only takes place to the first actuator devices (active load path) and an indirect transmission of the drive power, namely via the first actuator devices and the control flap, to the second actuator devices (passive load path). In the exemplary case of two first and two second actuator devices and a simultaneous transmission of the drive power to The system thus comprises the first two actuator devices, one active load path and two passive load paths.

Furthermore, the system can be designed in such a way that it can control at least one control flap with the actuation system according to the invention and can compensate for an error in the system drive device independently, i.e. mechanically decoupled from another control flap.

The drive transmission devices may have a control function for controlling each actuator device and may have an electrical or hydraulic coupling of the drive motor for transmitting the drive power.

The drive transmission devices can have drive shafts for mechanically coupling the drive motor to the actuator devices, so that the actuating movement of the drive motor is transmitted mechanically, e.g. via drive shafts, to the coupled actuator devices.

One embodiment of the system according to the invention is characterized in that angle of rotation sensors and torque sensors are provided in the active load path, i.e. on the first actuator devices. Only angle of rotation sensors are provided in the passive load path, i.e. on the second actuator devices. The angle of rotation sensors are used to detect whether the drive shaft is properly connected to the first actuator devices and whether there is any breakage there. On the other hand, it can be detected whether there is a breakage in the coupling between the second actuator devices and the control flap.

The torque sensors are used to detect whether the drive power transmitted by the drive shaft can be absorbed by the first actuator devices. If the transmitted drive power cannot be absorbed by the first actuator devices, there is a blockage in the first actuator device. To avoid destruction of the system drive device in the event of a blockage, a torque limiter coupled to the drive shaft, in particular between the drive motor and the first actuator device, is used to absorb power that cannot be dissipated to the first actuator device.

A sensor is generally understood to be a technical component that can measure defined physical or chemical properties quantitatively or qualitatively. The sensors can work optically, inductively or in some other electronic way.

An embodiment of the system according to the invention is further characterized in that interfaces to an evaluation and control unit are present. The evaluation and control unit is designed in such a way that, depending on the information transmitted by the braking devices, angle of rotation and torque sensors and torque limiters, certain states, namely "disconnect", "jam" or "o.k." can be determined for the individual actuator devices and assigned to the actuator devices. The "disconnect" state means the presence of a break in the relevant load path. The "jam" state means the presence of a blockage in the respective load path or the respective actuator device. The "o.k." state means that the respective load path is functioning properly.

In a further embodiment, the system according to the invention is designed such that in the event of a malfunction in the actuating system, the actuator devices of this control flap or the control flap itself are no longer controlled.

In particular, the system according to the invention is designed in a further embodiment such that in the "Disconnect" state in an active load path, i.e. on a first actuator device, the braking device in the associated passive load path, i.e. on the associated second actuator device, is actuated. The faulty active load path is thus intercepted.

In a further embodiment, the system according to the invention is designed such that in the "disconnect" state, i.e. when a break occurs, in a passive load path, i.e. on a second actuator device, the braking device assigned to the drive motor is actuated. The passive load path is thus intercepted.

In a further embodiment, the system according to the invention is designed such that in the "jam" state, i.e. when there is a blockage in an active load path, i.e. on a first actuator device, the braking device of the second actuator device assigned to this first actuator device is actuated. In particular, when there is a blockage in an active load path, the speed limiter is triggered. The active load path is thus intercepted.

In a further embodiment, the system according to the invention is designed in such a way that in the “Jam” state, i.e. when a blockage occurs, ckierung, in a passive load path, i.e. on a second actuator device, the braking device of this second actuator device is actuated. In particular, if a passive load path is blocked, the speed limiter is triggered. The passive load path is thus intercepted.

The control flaps of the system and method according to the invention can in particular be high-lift flaps.

The invention represents a solution in particular for the case in which a secondary flap connecting strut is not provided due to system requirements, such as the adjustability of different angles of attack of different flaps of a wing.

• - Betätigung der Bremsvorrichtung der ersten Stellantriebsvorrichtungen,
• - Öffnen der Bremsvorrichtung der zweiten Stellantriebsvorrichtung,
• - Betätigung der Stellantriebsvorrichtung mittels einer Systemantriebsvorrichtung.

In the method according to the invention for actuating a control flap on a wing of an aircraft, which is actuated by at least two first actuator devices, each with a second actuator device assigned to it, wherein each actuator device is assigned a braking device, with the actuation of which an adjustment state of the respective actuator device can be locked, the following steps are provided:

• - actuation of the braking device of the first actuator devices,
• - Opening the braking device of the second actuator device,
• - Actuation of the actuator device by means of a system drive device.

During operation, the brake devices assigned to the second actuator devices remain open, i.e. the respective brakes are not activated. In other words, when the brake is deactivated, the respective actuator devices do not transfer any load to the control flap or cannot take any load from the control flap. The brakes of the first actuator devices are always activated or operated during operation, i.e. closed, so that a load can be transferred to the control flap. This arrangement ensures that the individual actuator devices cannot become distorted with one another, in particular between the first and the second actuator devices assigned to them.

1. a) Betätigung der Bremsvorrichtung einer ausgewählten ersten Stellantriebsvorrichtung,
2. b) Öffnen der Bremsvorrichtungen der zweiten Stellantriebsvorrichtungen,
3. c) Betätigen der Stellantriebsvorrichtungen mittels Anlegen einer Drehzahl an die Antriebsübertragungsvorrichtung durch den Antriebsmotor,
4. d) Überprüfen des Anliegens einer Drehzahl an der in Schritt a) ausgewählten ersten Stellantriebsvorrichtung sowie der dieser ersten Stellantriebsvorrichtung zugeordneten zweiten Stellantriebsvorrichtung mittels der jeweiligen Drehwinkelsensoren,
5. e) Überprüfen des Anliegens eines Drehmoments an der in Schritt a) ausgewählten ersten Stellantriebsvorrichtung mittels des jeweiligen Drehmomentsensors,
6. f) Zuordnen des Zustands „ok“ für die in Schritt a) ausgewählte erste Stellantriebsvorrichtungen sowie für die dieser ersten Stellantriebsvorrichtung zugeordneten zweiten Stellantriebsvorrichtung beim Anliegen einer Drehzahl an der jeweiligen ersten und zweiten Stellantriebsvorrichtung,
   • - Zuordnen des Zustands „Disconnect“ für die in Schritt a) ausgewählte erste Stellantriebsvorrichtung, wenn an dieser Stellantriebsvorrichtung eine Drehzahl anliegt und an der dieser zugeordneten zweiten Stellantriebsvorrichtung keine Drehzahl anliegt und an dieser ersten Stellantriebsvorrichtung kein Drehmoment gemessen wird,
   • - Zuordnen des Zustands „Disconnect“ für die der in Schritt a) ausgewählten ersten Stellantriebsvorrichtung zugeordneten zweiten Stellantriebsvorrichtung, wenn an dieser zweiten Stellantriebsvorrichtung keine Drehzahl und an der ausgewählten ersten Stellantriebsvorrichtung eine Drehzahl anliegt und an der ausgewählten ersten Stellantriebsvorrichtung ein Drehmoment gemessen wird.

The following steps are provided for the method according to the invention for detecting a fault in a drive transmission device, in particular a break in a drive shaft, of an actuating system according to the invention:

1. a) actuating the braking device of a selected first actuator device,
2. b) opening the braking devices of the second actuator devices,
3. c) actuating the actuator devices by applying a speed to the drive transmission device by the drive motor,
4. d) checking the presence of a rotational speed at the first actuator device selected in step a) and the second actuator device associated with this first actuator device by means of the respective angle of rotation sensors,
5. e) checking the application of a torque to the first actuator device selected in step a) by means of the respective torque sensor,
6. f) Assigning the status “ok” to the first actuator device selected in step a) and to the second actuator device assigned to this first actuator device when a speed is applied to the respective first and second actuator device,
   • - Assigning the state “Disconnect” for the first actuator device selected in step a) if a speed is present at this actuator device and no speed is present at the second actuator device assigned to it and no torque is measured at this first actuator device,
   • - Assigning the state “Disconnect” for the second actuator device assigned to the first actuator device selected in step a) if there is no speed at this second actuator device and a speed at the selected first actuator device and a torque is measured at the selected first actuator device.

1. a) Öffnen der Bremsvorrichtung der ersten und zweiten Stellantriebsvorrichtung,
2. b) Betätigen der Stellantriebsvorrichtungen mittels Anlegen einer Drehzahl an die Antriebsübertragungsvorrichtung durch den Antriebsmotor,
3. c) Überprüfen des Anliegens einer Drehzahl an einer Stellantriebsvorrichtung mittels der jeweiligen Drehwinkelsensoren,
4. d) Überprüfen der Drehmomentbregenzer auf Auslösung in Folge der Schwellwertüberschreitung des durch die Antriebsübertragungsvorrichtung übertragenen Drehmoments,
5. e) Zuordnen des Zustands „Jam“ für eine erste Stellantriebsvorrichtung, wenn an dieser keine Drehzahl anliegt und der jeweilige Drehmomentbregenzer ausgelöst ist,
6. f) Zuordnen des Zustands „Jam“ für eine zweite Stellantriebsvorrichtung, wenn an der jeweiligen ersten Stellantriebsvorrichtung eine Drehzahl anliegt und der jeweilige Drehmomentbregenzer nicht ausgelöst.

The following steps are provided for the method according to the invention for detecting a blocked actuator device in an actuation system according to the invention:

1. a) opening the braking device of the first and second actuator device,
2. b) actuating the actuator devices by applying a speed to the drive transmission device by the drive motor,
3. c) Checking the presence of a rotational speed at an actuator device by means of the respective angle of rotation sensors,
4. d) Checking the torque regens for triggering as a result of the torque transmitted by the drive transmission device exceeding the threshold value,
5. e) Assigning the state “Jam” to a first actuator device when there is no speed applied to it and the respective torque buffer is triggered,
6. f) Assigning the state “Jam” for a second actuator device when a speed is applied to the respective first actuator device and the respective torque buffer is not triggered.

The invention is explained in more detail below with reference to a figure.

The figure shows an exemplary representation of a system according to the invention.

On a control flap SK of a wing (not shown in detail) of an aircraft (not shown in detail), two first actuator devices GRA1, GRA3 are arranged in two areas that are located far apart from one another, as seen in the span direction. Each first actuator device GRA1, GRA3 is assigned a second actuator device GRA2, GRA4. Each of the actuator devices GRA1, GRA2, GRA3, GRA4 has a braking device B1, B2, B3, B4, which is designed to lock an adjustment state of the respective actuator device when actuated.

The actuator devices GRA1, GRA2, GRA3, GRA4 are connected to the control flap SK via connecting struts VS, which are not specified in more detail. These connecting struts VS are essentially sections of the drive transmission devices TS1, TS2.

The first actuator devices GRA1, GRA3 are also coupled to a drive motor PCU via the drive transmission device TS1, TS2. In this case, one first actuator device GRA1 is coupled to one drive transmission device TS1 and the other first actuator device GRA2 is coupled to the other drive transmission device TS2 with the drive motor PCU. Gear stages GS provided in the drive transmission device TS1, TS2 are not shown in more detail. The gear stages GS are expediently designed in such a way that the two drive transmission devices TS1, TS2 can be controlled jointly or independently of one another by the drive motor PCU. In this case, two gear stages GS are provided, which are connected in series from the perspective of the drive motor PCU. The two gear stages GS are connected to one another via a drive shaft. This drive shaft is a section of the drive transmission device TS2 between the drive motor PCU and the actuator device GRA3 shown on the right-hand side in the figure.

A torque limiter TL1, TL2 is coupled between the drive motor PCU and each first actuator device GRA1, GRA3, expediently between a gear stage GS and the first actuator device GRA1, GRA3. This torque limiter TL1, TL2 serves to ensure that, in the event of a torque above a predetermined threshold value, this torque is not passed to the respective first actuator device GRA1, GRA3, but is reduced by the torque limiter TL1, TL2 in an unspecified manner.

The braking devices B1, B2, B3, B4 are assigned brake intervention sensors (not shown in detail) for determining the brake intervention state of the respective braking device B1, B2, B3, B4.

The first and second actuator devices GRA1, GRA2, GRA3, GRA4 are assigned angle of rotation sensors S1, S2, S3, S4. These sensors are used to detect whether a speed caused by the drive shaft TS1, TS2 is present at the respective actuator devices. The first actuator devices GRA1, GRA3 are also assigned torque sensors D1, D3. These torque sensors D1, D3 make it possible to determine whether a torque transmitted by the drive shaft TS1, TS2 is present at the first actuator devices GRA1, GRA3.

The braking devices B1, B2, B3, B4, the brake B_PCU assigned to the drive motor PCU, the torque D1, D3 and angle of rotation sensors S1, S2, S3, S4 as well as the torque limiters TL1, TL2 have interfaces S (not shown) for transmitting signals to an evaluation and control unit ASE. In the figure, these signal lines SL are shown using dashed lines. These signal lines SL are bidirectional, i.e. a signal can be sent to the evaluation and control unit ASE via the signal lines, and the evaluation and control unit ASE can also send a control signal to a corresponding component, e.g. a braking device B1, B2, B3, B4. For the sake of a better overview, only the signal lines SL between the evaluation and control unit ASE and those of the first actuator are shown in the figure. device GRA1, as well as angle of rotation and torque sensors D1, S1, the braking device B_PCU assigned to the drive motor PCU and a torque limiter TL1.

• 1) Bremsvorrichtungen B2, B3 und B4 sind offen, Bremsvorrichtung B1 ist geschlossen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Die Drehwinkelsensoren S1, S2 detektieren an den Stellantriebsvorrichtungen GRA1, GRA2 eine Drehzahl. Der Lastpfad vom Antriebsmotor PCU zur ersten Stellantriebsvorrichtung GRA 1 ist in Ordnung, Zustand „o.k.“.
• 2) Bremsvorrichtungen B2, B3 und B4 sind offen, Bremsvorrichtung B1 ist geschlossen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Der Drehwinkelsensor S1 detektiert an der Stellantriebsvorrichtungen GRA1 eine Drehzahl. Der Drehwinkelsensor S2 detektiert an der Stellantriebsvorrichtung GRA2 keine Drehzahl. Der Lastpfad vom Antriebsmotor PCU zur ersten und zweiten Stellantriebsvorrichtung GRA 1, GRA2 ist nicht in Ordnung. Es liegt also ein „Disconnect“ am GRA1 oder GRA2 vor.
• 3) Bremsvorrichtungen B2, B3 und B4 sind offen, Bremsvorrichtung B1 ist geschlossen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Der Drehwinkelsensor S1 detektiert an der Stellantriebsvorrichtungen GRA1 eine Drehzahl. Die Drehwinkelsensor S2 detektiert an der Stellantriebsvorrichtung GRA2 keine Drehzahl. Der Drehmomentsensor D1 detektiert ein Drehmoment an der Stellantriebsvorrichtung GRA1. Der Lastpfad vom Antriebsmotor PCU zur zweiten Stellantriebsvorrichtung GRA2 ist nicht in Ordnung. Es liegt ein „Disconnect“ an der zweiten Stellantriebsvorrichtung GRA2 vor, d.h. der Teil der Antriebswelle TS1 (Verbindungsstrebe VS) zwischen der zweiten Stellantriebsvorrichtung GRA2 und der Stellklappe SK ist gebrochen. Dieser Teil der Antriebswelle TS1 ist im Wesentlichen eine Verbindungsstrebe zwischen der zweiten Stellantriebsvorrichtung GRA2 und der Stellklappe SK.
• 4) Bremsvorrichtungen B2, B3 und B4 sind offen, Bremsvorrichtung B1 ist geschlossen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Der Drehwinkelsensor S1 detektiert an der ersten Stellantriebsvorrichtungen GRA1 eine Drehzahl. Der Drehwinkelsensor S2 detektiert an der zweiten Stellantriebsvorrichtung GRA2 keine Drehzahl. Der Drehmomentsensor D1 detektiert kein Drehmoment an der ersten Stellantriebsvorrichtung GRA1. Der Lastpfad vom Antriebsmotor PCU zur ersten Stellantriebsvorrichtung GRA1 ist nicht in Ordnung. Es liegt ein „Disconnect“ an der ersten Stellantriebsvorrichtung GRA1 vor, d.h. der Teil der Antriebswelle TS1 (Verbindungsstrebe VS) zwischen der ersten Stellantriebsvorrichtung GRA1 und der Stellklappe SK ist gebrochen. Dieser Teil der Antriebswelle TS1 ist im Wesentlichen eine Verbindungsstrebe zwischen der ersten Stellantriebsvorrichtung GRA1 und der Stellklappe SK.
• 5) Bremsvorrichtungen B1, B2 und B4 sind offen, Bremsvorrichtung B3 ist geschlossen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Die Drehwinkelsensoren S3, S4 detektieren an den Stellantriebsvorrichtungen GRA3, GRA4 eine Drehzahl. Der Lastpfad vom Antriebsmotor PCU zur ersten Stellantriebsvorrichtung GRA 3 ist in Ordnung, Zustand „o.k.“.
• 6) Bremsvorrichtungen B1, B2 und B4 sind offen, Bremsvorrichtung B3 ist geschlossen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Der Drehwinkelsensor S3 detektiert an der ersten Stellantriebsvorrichtungen GRA3 eine Drehzahl. Der Drehwinkelsensor S4 detektiert an der zweiten Stellantriebsvorrichtung GRA4 keine Drehzahl. Der Drehmomentsensor D3 detektiert ein Drehmoment an der ersten Stellantriebsvorrichtung GRA3. Der Lastpfad vom Antriebsmotor PCU zur zweiten Stellantriebsvorrichtung GRA4 ist nicht in Ordnung. Es liegt ein „Disconnect“ an der zweiten Stellantriebsvorrichtung GRA4 vor, d.h. der Teil der Antriebswelle TS2 (Verbindungsstrebe VS) zwischen der zweiten Stellantriebsvorrichtung GRA4 und der Stellklappe SK ist gebrochen.
• 7) Bremsvorrichtungen B1, B2 und B4 sind offen, Bremsvorrichtung B3 ist geschlossen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Der Drehwinkelsensor S3 detektiert an der ersten Stellantriebsvorrichtungen GRA3 eine Drehzahl. Die Drehwinkelsensor S4 detektiert an der zweiten Stellantriebsvorrichtung GRA4 keine Drehzahl. Der Drehmomentsensor D3 detektiert kein Drehmoment an der ersten Stellantriebsvorrichtung GRA3. Der Lastpfad vom Antriebsmotor PCU zur ersten Stellantriebsvorrichtung GRA3 ist nicht in Ordnung. Es liegt ein „Disconnect“ an der ersten Stellantriebsvorrichtung GRA3 vor, d.h. der Teil der Antriebswelle TS2 (Verbindungsstrebe VS) zwischen der ersten Stellantriebsvorrichtung GRA3 und der Stellklappe SK ist gebrochen.

In the following, an example procedure for checking the system for the "disconnect" state, i.e. for the presence of a break in a section of the drive shaft TS1, TS2, is shown based on the figure, assuming two first actuator devices GRA1, GRA3 and two second actuator devices GRA2, GRA4. The order of the individual process steps can be changed as desired. It is also possible that if a "disconnect" is detected in a first or second actuator device, the further process steps are not carried out and the control flap SK is held in its current position accordingly.

• 1) Braking devices B2, B3 and B4 are open, braking device B1 is closed, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The angle of rotation sensors S1, S2 detect a speed on the actuator devices GRA1, GRA2. The load path from the drive motor PCU to the first actuator device GRA 1 is OK, status "OK".
• 2) Brake devices B2, B3 and B4 are open, brake device B1 is closed, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The angle of rotation sensor S1 detects a speed on the actuator device GRA1. The angle of rotation sensor S2 does not detect a speed on the actuator device GRA2. The load path from the drive motor PCU to the first and second actuator device GRA 1, GRA2 is not OK. There is therefore a "disconnect" on the GRA1 or GRA2.
• 3) Braking devices B2, B3 and B4 are open, braking device B1 is closed, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The angle of rotation sensor S1 detects a speed on the actuator device GRA1. The angle of rotation sensor S2 does not detect a speed on the actuator device GRA2. The torque sensor D1 detects a torque on the actuator device GRA1. The load path from the drive motor PCU to the second actuator device GRA2 is not OK. There is a "disconnect" on the second actuator device GRA2, i.e. the part of the drive shaft TS1 (connecting strut VS) between the second actuator device GRA2 and the control flap SK is broken. This part of the drive shaft TS1 is essentially a connecting strut between the second actuator device GRA2 and the control flap SK.
• 4) Braking devices B2, B3 and B4 are open, braking device B1 is closed, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The rotation angle sensor S1 detects a speed on the first actuator device GRA1. The rotation angle sensor S2 does not detect a speed on the second actuator device GRA2. The torque sensor D1 does not detect a torque on the first actuator device GRA1. The load path from the drive motor PCU to the first actuator device GRA1 is not OK. There is a "disconnect" on the first actuator device GRA1, i.e. the part of the drive shaft TS1 (connecting strut VS) between the first actuator device GRA1 and the control flap SK is broken. This part of the drive shaft TS1 is essentially a connecting strut between the first actuator device GRA1 and the control flap SK.
• 5) Brake devices B1, B2 and B4 are open, brake device B3 is closed, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The angle of rotation sensors S3, S4 detect a speed on the actuator devices GRA3, GRA4. The load path from the drive motor PCU to the first actuator device GRA 3 is OK, status "OK".
• 6) Brake devices B1, B2 and B4 are open, brake device B3 is closed, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The angle of rotation sensor S3 detects a speed on the first actuator device GRA3. The angle of rotation sensor S4 detects no speed on the second actuator device GRA4. The torque sensor D3 detects a torque on the first actuator device GRA3. The load path from the drive motor PCU to the second actuator device GRA4 is not OK. There is a "disconnect" on the second actuator device GRA4, i.e. the part of the drive shaft TS2 (connecting strut VS) between the second actuator device GRA4 and the control flap SK is broken.
• 7) Brake devices B1, B2 and B4 are open, brake device B3 is closed, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The rotation angle sensor S3 detects a speed at the first actuator device GRA3. The rotation angle sensor S4 detects a speed at the second actuator device GRA4 has no speed. The torque sensor D3 detects no torque on the first actuator device GRA3. The load path from the drive motor PCU to the first actuator device GRA3 is not OK. There is a "disconnect" on the first actuator device GRA3, ie the part of the drive shaft TS2 (connecting strut VS) between the first actuator device GRA3 and the control flap SK is broken.

• 1) Bremsvorrichtungen B2, B3 und B4 sind offen, Bremsvorrichtung B1 ist geschlossen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Die Drehwinkelsensoren S1 und S2 detektieren an der ersten Stellantriebsvorrichtung GRA1 und der zweiten Stellantriebsvorrichtung GRA2 keine Drehzahl. Der der ersten Stellantriebsvorrichtung GRA1 zugeordnete Drehmomentbegrenzer TL1 hat ausgelöst. Der Lastpfad vom Antriebsmotor PCU zur ersten Stellantriebsvorrichtung GRA1 bzw. zweiten Stellantriebsvorrichtung GRA2 ist nicht in Ordnung. Es liegt ein „JAM“ an der ersten Stellantriebsvorrichtung GRA1 oder zweiten Stellantriebsvorrichtung GRA2 vor, d.h. die erste oder zweite Stellantriebsvorrichtung GRA1, GRA2 ist blockiert und kann keine Last auf die Stellklappe SK übertragen.
• 2) Bremsvorrichtungen B1, B2, B3 und B4 sind offen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Der Drehwinkelsensor S1 detektiert an der ersten Stellantriebsvorrichtung GRA1 eine Drehzahl. Der Lastpfad vom Antriebsmotor PCU zur zweiten Stellantriebsvorrichtung GRA2 ist nicht in Ordnung. Es liegt ein „JAM“ an der zweiten Stellantriebsvorrichtung GRA2 vor, d.h. die zweite Stellantriebsvorrichtung GRA2 ist blockiert und kann keine Last auf die Stellklappe SK übertragen.
• 3) Bremsvorrichtungen B1, B2, B3 und B4 sind offen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Der Drehwinkelsensor S1 detektiert an der ersten Stellantriebsvorrichtung GRA1 keine Drehzahl. Der der ersten Stellantriebsvorrichtung GRA1 zugeordnete Drehmomentbegrenzer TL1 hat ausgelöst. Der Lastpfad vom Antriebsmotor PCU zur ersten Stellantriebsvorrichtung GRA1 ist nicht in Ordnung. Es liegt ein „JAM“ an der ersten Stellantriebsvorrichtung GRA1 vor, d.h. die erste Stellantriebsvorrichtung GRA1 ist blockiert und kann keine Last auf die Stellklappe SK übertragen.
• 4) Bremsvorrichtungen B1, B2 und B4 sind offen, Bremsvorrichtung B3 ist geschlossen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Die Drehwinkelsensoren S3 und S4 detektieren an der ersten Stellantriebsvorrichtung GRA3 und der zweiten Stellantriebsvorrichtung GRA4 keine Drehzahl. Der der ersten Stellantriebsvorrichtung GRA3 zugeordnete Drehmomentbegrenzer TL2 hat ausgelöst. Der Lastpfad vom Antriebsmotor PCU zur ersten Stellantriebsvorrichtung GRA3 bzw. zweiten Stellantriebsvorrichtung GRA4 ist nicht in Ordnung. Es liegt ein „JAM“ an der ersten Stellantriebsvorrichtung GRA3 oder zweiten Stellantriebsvorrichtung GRA4 vor, d.h. die erste oder zweite Stellantriebsvorrichtung GRA3, GRA4 ist blockiert und kann keine Last auf die Stellklappe SK übertragen.
• 5) Bremsvorrichtungen B1, B2, B3 und B4 sind offen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Der Drehwinkelsensor S3 detektiert an der ersten Stellantriebsvorrichtung GRA3 eine Drehzahl. Der Lastpfad vom Antriebsmotor PCU zur zweiten Stellantriebsvorrichtung GRA4 ist nicht in Ordnung. Es liegt ein „JAM“ an der zweiten Stellantriebsvorrichtung GRA4 vor, d.h. die zweite Stellantriebsvorrichtung GRA4 ist blockiert und kann keine Last auf die Stellklappe SK übertragen.
• 6) Bremsvorrichtungen B1, B2, B3 und B4 sind offen, eine Drehzahl an der Antriebswelle TS1, TS2 wird durch den Antriebsmotor PCU angelegt. Der Drehwinkelsensor S3 detektiert an der ersten Stellantriebsvorrichtung GRA3 keine Drehzahl. Der der ersten Stellantriebsvorrichtung GRA3 zugeordnete Drehmomentbegrenzer TL2 hat ausgelöst. Der Lastpfad vom Antriebsmotor PCU zur ersten Stellantriebsvorrichtung GRA3 ist nicht in Ordnung. Es liegt ein „JAM“ an der ersten Stellantriebsvorrichtung GRA3 vor, d.h. die erste Stellantriebsvorrichtung GRA3 ist blockiert und kann keine Last auf die Stellklappe SK übertragen.

In the following, an example procedure for checking the system for the "jam" state, i.e. for the presence of a blockage in an actuator device, is shown based on the figure, assuming two first actuator devices GRA1, GRA3 and two second actuator devices GRA2, GRA4. The order of the individual process steps can be changed as desired. It is also possible that if a "jam" is detected in a first or second actuator device, the further process steps are not carried out and the control flap SK is held in its current position accordingly:

• 1) Brake devices B2, B3 and B4 are open, brake device B1 is closed, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The rotation angle sensors S1 and S2 do not detect any speed on the first actuator device GRA1 and the second actuator device GRA2. The torque limiter TL1 assigned to the first actuator device GRA1 has triggered. The load path from the drive motor PCU to the first actuator device GRA1 or second actuator device GRA2 is not OK. There is a "JAM" on the first actuator device GRA1 or second actuator device GRA2, i.e. the first or second actuator device GRA1, GRA2 is blocked and cannot transfer any load to the control flap SK.
• 2) Brake devices B1, B2, B3 and B4 are open, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The rotation angle sensor S1 detects a speed on the first actuator device GRA1. The load path from the drive motor PCU to the second actuator device GRA2 is not OK. There is a "JAM" on the second actuator device GRA2, ie the second actuator device GRA2 is blocked and cannot transfer any load to the control flap SK.
• 3) Braking devices B1, B2, B3 and B4 are open, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The angle of rotation sensor S1 does not detect any speed on the first actuator device GRA1. The torque limiter TL1 assigned to the first actuator device GRA1 has triggered. The load path from the drive motor PCU to the first actuator device GRA1 is not OK. There is a "JAM" on the first actuator device GRA1, ie the first actuator device GRA1 is blocked and cannot transfer any load to the control flap SK.
• 4) Brake devices B1, B2 and B4 are open, brake device B3 is closed, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The rotation angle sensors S3 and S4 do not detect any speed on the first actuator device GRA3 and the second actuator device GRA4. The torque limiter TL2 assigned to the first actuator device GRA3 has triggered. The load path from the drive motor PCU to the first actuator device GRA3 or second actuator device GRA4 is not OK. There is a "JAM" on the first actuator device GRA3 or second actuator device GRA4, i.e. the first or second actuator device GRA3, GRA4 is blocked and cannot transfer any load to the control flap SK.
• 5) Braking devices B1, B2, B3 and B4 are open, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The rotation angle sensor S3 detects a speed on the first actuator device GRA3. The load path from the drive motor PCU to the second actuator device GRA4 is not OK. There is a "JAM" on the second actuator device GRA4, ie the second actuator device GRA4 is blocked and cannot transfer any load to the control flap SK.
• 6) Braking devices B1, B2, B3 and B4 are open, a speed is applied to the drive shaft TS1, TS2 by the drive motor PCU. The angle of rotation sensor S3 does not detect any speed on the first actuator device GRA3. The torque limiter TL2 assigned to the first actuator device GRA3 has triggered. The load path from the drive motor PCU to the first actuator device GRA3 is not OK. There is a "JAM" on the first actuator device GRA3, ie the first actuator device GRA3 is blocked and cannot transfer any load to the control flap SK.

Of course, it is also possible that the process steps associated with checking for "disconnect" or "jam" can be combined with one another. For example, if a "disconnect" is detected, a "jam" check is no longer necessary, or vice versa.

Reference symbols

GRA1

first actuator device

GRA2

second actuator device

GRA3

first actuator device

GRA4

second actuator device

B1

Braking device

B2

Braking device

B3

Braking device

B4

Braking device

PCU

Drive motor

B_PCU

Braking device drive motor

TL1

Torque limiter

TL2

Torque limiter

S1

Angle sensor

S2

Angle sensor

S3

Angle sensor

S4

Angle sensor

D1

Torque sensor

D3

Torque sensor

SAS

System drive device

TS1

Drive transmission device

TS2

Drive transmission device

ASE

Evaluation and control unit

ss

Control flap

S

interface

SL

Signal line

US

Connecting strut

GS

Gear stage

Claims (13)

System for actuating a control flap on a wing of an aircraft, comprising - at least two first actuator devices (GRA1, GRA3), which, viewed in the span direction, are coupled to the control flap in two areas located at a distance from one another, - at least two second actuator devices (GRA2, GRA4), with exactly one second actuator device (GRA2, GRA4) being assigned to a first actuator device (GRA1, GRA3) and being coupled to the control flap, - a braking device (B1, B2, B3, B4) on each of the at least two first and at least two second actuator devices (GRA1, GRA2, GRA3, GRA4), with the actuation of which an adjustment state of the respective actuator device (GRA1, GRA2, GRA3, GRA4) can be locked, - a system drive device (SAV) with a drive motor (PCU), a braking device (B_PCU) assigned to the drive motor (PCU), drive transmission devices (TS1, TS2) which couple the drive motor (PCU) to the first actuator devices (GRA1, GRA3) in order to transmit the output power of the drive motor (PCU) to the first and second actuator devices (GRA1, GRA2, GRA3, GRA4), wherein the drive transmission devices (TS1, TS2) are coupled exclusively to the first actuator devices (GRA1, GRA3) and there is no direct coupling connection between the drive transmission devices (TS1, TS2) and the second actuator devices (GRA2, GRA2), and with a torque limiter (TL1, TL2) for limiting the torque transmitted from the drive motor (PCU) to a first actuator device (GRA1, GRA3), wherein each of the at least two actuator devices (GRA1, GRA3) is assigned a torque limiter (TL1, TL2). System according to Claim 1 , characterized in that - the at least two first and at least two second actuator devices (GRA1, GRA2, GRA3, GRA4) are assigned angle of rotation sensors (S1, S2, S3, S4) for detecting the angle of rotation of the respective actuator (GRA1, GRA2, GRA3, GRA4), - the at least two first actuator devices (GRA1, GRA3) are assigned torque sensors (D1, D3) for detecting the torque transmitted from the drive motor (PCU) to the first actuator devices (GRA1, GRA3) via the drive transmission devices (TS1, TS2), and, - interfaces (S) for establishing a signal connection (SL) between an evaluation and control unit (ASE) and the braking devices (B1, B2, B3, B4), the braking device (B_PCU) assigned to the drive motor (PCU) are assigned to the angle of rotation (S1, S2, S3, S4) and torque sensors (D1, D3), the drive motor (PCU) and the torque limiters (TL1, TL2). System according to Claim 2 , characterized in that the evaluation and control unit (ASE) is composed of the braking devices (B1, B2, B3, B4), the rotation angle (S1, S2, S3, S4) and Assigns one of the states “jam”, “disconnect” or “ok” to the actuator devices (GRA1, GRA2, GRA3, GRA4) from the signals transmitted by the torque sensors (D1, D3) and the torque limiter (TL1, TL2). System according to one of the Claims 1 until 3 , characterized in that the evaluation and control unit (ASE) is set such that if a “jam” or “disconnect” state occurs, the actuator devices (GRA1, GRA2, GRA3, GRA4) are no longer controlled. System according to one of the Claims 3 or 4 , characterized in that when the state “Disconnect” is assigned to a first actuator device (GRA1, GRA3), the braking device (B2, B4) of the second actuator device (GRA2, GRA4) assigned to this first actuator device (GRA1, GRA3) is actuated. System according to one of the Claims 3 until 5 , characterized in that when the state “Disconnect” is assigned to a second actuator device (GRA2, GRA4), the braking device (B_PCU) assigned to the drive motor (PCU) is actuated. System according to one of the Claims 3 until 6 , characterized in that when the state “Jam” is assigned to a first actuator device (GRA1, GRA3), the braking device (B2, B4) of the second actuator device (GRA2, GRA4) assigned to this actuator device (GRA1, GRA3) is actuated. System according to one of the Claims 3 until 6 , characterized in that when the state “Jam” is assigned to a second actuator device (GRA2, GRA4), the braking device (B2, B4) assigned to this actuator device (GRA2, GRA4) is actuated. System according to one of the preceding claims, characterized in that a braking device (B1, B2, B3, B4) is assigned a brake intervention sensor for determining the brake intervention state of the braking device (B1, B2, B3, B4). System according to one of the Claims 3 until 9 , characterized in that when the state “Jam” or “Disconnect” is assigned to a first or second actuator device (GRA1, GRA2, GRA3, GRA4), the control flap is no longer actuated. Method for detecting a fault in a drive transmission device (TS1, TS2) in a system according to one of the Claims 2 until 10 with the steps: a) actuating the braking device (B1, B3) of a selected first actuator device (GRA1, GRA3), b) opening the braking devices (B2, B4) of the second actuator devices (GRA2, GRA4), c) actuating the actuator devices (GRA1, GRA2, GRA3, GRA4) by applying a rotational speed to the drive transmission device (TS1, TS2) by the drive motor (PCU), d) checking the application of a rotational speed to the first actuator device (GRA1, GRA3) selected in step a) and the second actuator device (GRA2, GRA4) assigned to this first actuator device by means of the respective angle of rotation sensors (S1, S2, S3, S4), e) checking the application of a torque to the first actuator device (GRA1, GRA3) selected in step a) by means of the respective torque sensor (D1, D3), f) assigning the state “ok” to the actuator device selected in step a). first actuator devices (GRA 1, GRA3) and for the second actuator device (GRA2, GRA4) assigned to this first actuator device (GRA 1, GRA3) when a speed is applied to the respective first and second actuator device, - assigning the state "Disconnect" for the first actuator device (GRA 1, GRA3) selected in step a) when a speed is applied to this actuator device (GRA 1, GRA3) and no speed is applied to the second actuator device (GRA2, GRA4) assigned to this first actuator device and no torque is measured at this first actuator device (GRA 1, GRA3), - assigning the state "Disconnect" for the second actuator device (GRA2, GRA4) assigned to the first actuator device (GRA1, GRA3) selected in step a) when no speed is applied to this second actuator device (GRA2, GRA4) and a speed is applied to the selected first actuator device (GRA1, GRA3) and no torque is measured at this first A torque is measured by the actuator device (GRA1, GRA3). Method for detecting a blocked actuator device in a system according to one of the Claims 2 until 10 with the steps: a) opening the braking device (B1, B2, B3, B4) of the first and second actuator device (GRA1, GRA2, GRA3, GRA4), b) actuating the actuator devices (GRA1, GRA2, GRA3, GRA4) by applying a speed to the drive transmission device (TS1, TS2) by the drive motor (PCU), c) checking the application of a speed to an actuator device (GRA1, GRA2, GRA3, GRA4) by means of the respective angle of rotation sensors (S1, S2, S3, S4), d) Checking the torque buffers (TL1, TL2) for triggering as a result of the torque transmitted by the drive transmission device (TS1, TS2) exceeding the threshold value, e) Assigning the “Jam” state to a first actuator device (GRA1, GRA3) if there is no speed applied to it and the respective torque buffer (TL1, TL2) is triggered, f) Assigning the “Jam” state to a second actuator device (GRA2, GRA4) if there is a speed applied to the respective first actuator device (GRA1, GRA3) and the respective torque buffer (TL1, TL2) is not triggered. Method for actuating a control flap on a wing of an aircraft, which is actuated by at least two first actuator devices (GRA1, GRA3), each with a second actuator device (GRA2, GRA4) assigned to it, wherein each actuator device (GRA1, GRA2, GRA3, GRA4) is assigned a braking device (B1, B2, B3, B4), with the actuation of which an adjustment state of the respective actuator device can be locked, with the steps: - actuating the braking device (B1, B3) of the first actuator devices (GRA1, GRA3), - opening the braking device (B2, B4) of the second actuator device (GRA2, GRA4), - actuating the actuator device (GRA1, GRA2, GRA3, GRA4) by means of a system drive device (SAV).

Images