阅读说明：本技术 襟缝翼系统 (Slat system ) 是由 王伟达 王晓熠 刘锦涛 杨志丹 徐东光 于 2020-04-21 设计创作，主要内容包括：一种襟缝翼系统,能在位置传感器发生故障的情况下,依然可靠并且高效地对飞机的翼面状态进行检测。所述襟缝翼系统至少包括两个襟缝翼电子控制装置以及在飞机的左右侧机翼的每一侧的襟翼上分别设置的一个或两个位置传感器和四个倾斜传感器,即共计两个或四个位置传感器和八个倾斜传感器,两台襟缝翼电子控制装置之间通过CAN总线进行通信,利用所述位置传感器对左右侧机翼的翼面非对称进行检测,其中,在两个或四个所述位置传感器中的任一个或多个发生故障时,利用所述倾斜传感器接替所述位置传感器,对左右侧机翼的翼面非对称进行检测。(A slat system is provided which can reliably and efficiently detect the airfoil state of an aircraft even when a position sensor fails. The flap system at least comprises two flap electronic control devices, and one or two position sensors and four inclination sensors which are respectively arranged on flaps on each side of left and right wings of the airplane, namely two or four position sensors and eight inclination sensors in total, the two flap electronic control devices are communicated through a CAN bus, and the position sensors are utilized to detect the asymmetry of the wing surfaces of the left and right wings, wherein when any one or more of the two or four position sensors fails, the inclination sensors are utilized to replace the position sensors to detect the asymmetry of the wing surfaces of the left and right wings.)

1. A slat system at least comprises two electronic control devices of slats, and one or two position sensors (146, 160) and four inclination sensors (170) which are respectively arranged on flaps on each side of left and right wings of an airplane, namely two or four position sensors and eight inclination sensors in total, wherein the two electronic control devices (120A, 120B) of slats are communicated through a CAN bus, the position sensors are used for detecting the asymmetry of the wing surfaces of the left and right wings,

it is characterized in that the preparation method is characterized in that,

and when any one or more of two or four position sensors fails, replacing the position sensors by the inclination sensors (170) to detect the airfoil asymmetry of the left wing and the right wing.

2. The slat system of claim 1,

each tilt sensor (170) has a first channel connected to one of the two flap electronic control devices (120A) and a second channel connected to the other of the two flap electronic control devices (120B),

the electronic control device (120A) of the flap determines whether the absolute value between the voltage difference value of the adjacent inclination sensor (170A and 170B; 170C and 170D) of the left wing and the voltage difference value of the corresponding adjacent inclination sensor (170A and 170B; 170C and 170D) of the right wing in the first channel is less than a specified threshold value,

the other flap electronic control device (120B) judges whether the absolute value between the voltage difference value of the adjacent inclination sensor (170A and 170B; 170C and 170D) of the left wing and the voltage difference value of the corresponding adjacent inclination sensor (170A and 170B; 170C and 170D) of the right wing in the second channel is less than a specified threshold value.

3. The slat system of claim 2,

when the wing is not a variable camber wing, the electrical characteristics of the two channels of the position sensors on the left side and the right side are similar.

4. The slat system of claim 3,

when the wing surfaces are judged to be out of synchronization on the left side or the right side, the fail-safe state is entered, namely the wing surfaces of the locking flap are locked at the current position,

when the wing surfaces are judged to be synchronous on the left side and the right side, the electronic control device (120A) of the slat calculates a first channel side wing surface angle (P) by using a signal (SR1) in a first channel of the inclination sensor (170) on the side, where the position sensor does not fail, of the position sensor_Right) Said further flap electronic control device (120B) using a position sensorThe signal (SR2) in the second path of the non-faulted side tilt sensor (170) is calculated to obtain a second path side airfoil angle (P)_Left)，

Exchanging first channel flank angle (P) over CAN bus_Right) And second channel flank angle (P)_Left) Then, the larger value is selected as the airfoil angle for control.

5. The slat system of claim 2,

when the wing is not a variable camber wing, a functional relationship of the output voltage value of the tilt sensor (170) to the flap airfoil angle is established and used.

6. The slat system of claim 5,

in the case of a hinged flap motion mechanism, the flap airfoil angle change is linear with the output voltage of the tilt sensor (170),

in the case where the flap motion mechanism is of the pulley/slide rail type, the flap airfoil angle change is in a nonlinear relationship with the output voltage of the tilt sensor (170).

7. The slat system of claim 5,

when the wing surfaces are judged to be out of synchronization on the left side or the right side, the fail-safe state is entered, namely the wing surfaces of the locking flap are locked at the current position,

when the airfoil is judged to be synchronous on both the left and right sides,

the electronic control unit (120A) uses the signal (S) in the first channel of the tilt sensor (170) on the side of the position sensor that has failed_{LeftStation1L}、S_{LeftStation2L}、S_{LeftStation3L}、S_{LeftStation4L}) The larger of which is calculated to give the airfoil angle (p1), and then the signal in the second channel of the position sensor on the non-faulted side is used (S)_R1) The airfoil angle (p2) is calculated and the average of the two airfoil positions (p1, p2) is determined asFirst pass flank angle (P)_Right)，

The other flap electronic control device (120B) uses the signal (S) in the second channel of the tilt sensor (170) on the side of the position sensor that has failed_{LeftStation1R}、S_{LeftStation2R}、S_{LeftStation3R}、S_{LeftStation4R}) The larger of which is calculated to give the airfoil angle (p3), and then the signal in the second channel of the position sensor on the non-faulted side is used (S)_R2) Calculating the airfoil angle (P4) and averaging the two airfoil positions (P3, P4) as the second channel-side airfoil angle (P_Left) Exchanging the first channel flank angle (P) over the CAN bus_Right) And second channel flank angle (P)_Left) Then, the larger value is selected as the airfoil angle for control.

8. The slat system of claim 2,

when the wing is a variable camber wing, a functional relationship between the output voltage value of the tilt sensor (170) and the angle of the flap airfoil is established and used.

9. The slat system of claim 8,

in the case of a hinged flap motion mechanism, the flap airfoil angle change is linear with the output voltage of the tilt sensor (170),

in the case where the flap motion mechanism is of the pulley/slide rail type, the flap airfoil angle change is in a nonlinear relationship with the output voltage of the tilt sensor (170).

10. The slat system of claim 8,

the one flap electronic control device (120A) does not execute a wing bending function, and the other flap electronic control device (120B) executes the wing bending function,

the one flap electronic control device (120A) and the other flap electronic control device (120B) exchange judgment results through a CAN bus,

when any one of the wing surfaces is judged to be asynchronous, the two-side inner wing surface enters a failure-safety state, namely the wing surface of the inner flap is locked at the current position,

when the two wing surfaces are judged to be synchronous, the other flap electronic control device (120B) executing the wing bending function uses signals (S) in the first channel and the second channel of the inclination sensor (170) corresponding to the position with the fault_{LeftStation1R}、S_{LeftStation2R}、S_{LeftStation3R}、S_{LeftStation4R}) The greater of which calculates the airfoil angle (p5) and continues to perform the wing camber function.

11. A slat system according to any of claims 1 to 10,

the inclination sensor (170) comprises a sensor body (171) and a connecting rod (172),

the sensor body (171) of the tilt sensor (170) is mounted on a flap arm or a fixed body structure located on an actuator support, and one end of the connecting rod (172) is mounted on a flap rocker (173) or a movable body structure.

12. The slat system of claim 11,

the sensor body (171) is arranged at the tail end of a slide rail (175) or a flap arm positioned at the position of the flap actuator (180),

the flap rocker arm (173) is connected with a flap rear link arm (174) through the connecting rod (172).

13. The slat system of claim 12,

the flap rear link arm (174) and the rotation shaft of the sensor body (171) are moved synchronously.

Technical Field

The present invention relates to a slat system, and more particularly, to a slat system that monitors and controls the condition of an aircraft's airfoil in the event of a flap position sensor failure.

Background

As shown in fig. 1, a modern large aircraft 1 is provided with a slat 12 at the leading edge of the wing and a flap 13 at the trailing edge of the wing on left and right wings 11 located on both sides of an aircraft body 10. The slat 12 and the flap 13 are respectively subjected to extension and/or rotational movement via respective movement mechanisms (slat movement mechanism 12A and flap movement mechanism 13A) by forces transmitted from gear boxes 22, 23 in the power drive device 20 corresponding to the slat 12 and the flap 13.

In addition, at tip end positions (positions on the side away from the airplane main body 10) of the slats 12 and the flaps 13 of the left and right wings 11, wing tip brake devices 12B, 13B are provided, respectively, to restrict movement of the slats 12 and the flaps 13.

In the low-speed stages of takeoff and approach of the airplane, the configuration is changed by outwards extending the slat 12 at the front edge of the wing and the flap 13 at the rear edge of the wing to rotate downwards to increase the area of the wing, so that the lift force of the airplane is provided, the reasonable running distance and the safe takeoff speed of the airplane are ensured, and the climbing rate, the approach speed and the approach attitude of the airplane are improved.

The variable camber control function of the wing is a novel flap technique used by a new generation of wide-body dual-channel airplane. As shown in fig. 2, the variable camber control function of the wing changes the camber of the left and right wings 11 at different spanwise positions by driving the inner flap 13a and the outer flap 13b to deflect upwards by a small angle through the variable camber control device 14 between the inner flap 13a and the outer flap 13b, so as to optimize the curvature of the left and right wings, which can reduce wing load and wing drag, thereby being beneficial to reducing the structural weight of the aircraft.

The flaps 13 of the typical airplane left and right wings 11 respectively have an inner flap 13a on the side closer to the airplane body 10 and an outer flap 13b on the side farther from the airplane body 10 than the inner flap 13 a.

The sequence of operation of the slat system of modern large aircraft is as follows:

firstly, a pilot moves a flap handle (not shown) to reach a command clamping position and then stops moving;

then, the electronic control device 24 of the slat retrieves the effective handle instruction signal, and sends the instruction signal to the power driving device 20 after internal processing and analysis;

then, the power driving device 20 outputs a rotation torque, and the rotation torque is transmitted to the rotary gear actuator through the movement of a transmission line system part such as a torsion tube, a bearing support and the like, so as to drive the flap surface to move;

at the moment, the position sensor positioned at the wing tip feeds back the position signal of the flap surface to the electronic control device of the flap;

when the electronic control device of the flap slat detects that the sensor signal of the flap surface reaches the command position, the electronic control device of the flap slat sends out a command signal to enable the power driving device 20 to stop outputting torque, and sends out a command signal to the brake devices 12B and 13B of the wing tip, and the transmission line system is locked to further enable the flap surface to be kept at the command position.

The failure types of the slat system mainly include the following 5 types:

a) the wing surface is not commanded, and the actual position reached by the wing surface is inconsistent with the command of the flap handle;

b) the airfoils are asymmetrical, and a single airfoil does not synchronously move with other airfoils;

c) torque tube underspeed (actuator sticking): the torque tube rotational speed is below the expected range of variation, typically due to actuator jamming;

d) overspeed of a power driving device: the rotating speed of the output shaft of the power output device exceeds an expected variation range; and

e) actuator release/airfoil tip: one actuator of the single wing surface or a hinge block connected with the machine body inclines under the influence of external force, or a block or a free wheel rotates in one actuator, and the other actuator still drives the flap surface to continue moving.

If one type of failure occurs in the takeoff or approach stage of the airplane, serious damage or even crash of the airplane body structure can be caused seriously. Therefore, monitoring for such failures has become an integral part of modern aircraft slat system design.

Generally, three types of sensors are used in aircraft slat systems to detect such failures as follows:

a) the position sensor is arranged at the tail end of the torsion tube and is used for monitoring three failures of non-instruction of the airfoil, asymmetry and underspeed of the torsion tube;

b) the rotating speed sensor is arranged on an output rotating shaft of the power driving device and is used for monitoring the overspeed of the power driving device;

c) an inclination sensor mounted on the structure adjacent the airfoil for monitoring actuator throw-off/airfoil inclination.

A typical tilt sensor is a resolver type sensor disclosed in chinese patent No. CN102806992B, or a resolver type sensor. The sensors arranged on two stations under the same flap control surface are mutually connected and then respectively connected with the electronic control device of the flap to form a closed loop. Under the series connection mode, the difference value between two sensor data detected by the electronic flap control device judges the inclination state of the airfoil.

Sensors of the type described above are typically dual channel, connected to two control computers in the slat system.

TABLE 1

From the above table, it can be seen that the position sensor plays an important role in slat systems. When the position sensor fails, the slat system typically locks the airfoil in the current position and does not allow further movement. However, this approach is too conservative, obviously reducing the performance and efficiency of the slat system, while also not fully utilizing the tilt sensor.

Therefore, it is a technical problem to be solved to provide a slat system capable of reliably and efficiently detecting the state of the airfoil of an aircraft when a position sensor fails.

Disclosure of Invention

The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a slat system capable of reliably and efficiently detecting the state of the airfoil of an aircraft even when a position sensor fails.

In order to achieve the above purpose, the present invention provides a slat system, which at least includes two slat electronic control devices, and one or two position sensors and four tilt sensors respectively disposed on flaps on each side of left and right wings of an aircraft, that is, two or four position sensors and eight tilt sensors in total, the two slat electronic control devices communicate with each other through a CAN bus, and the position sensors are used to detect asymmetry of wing surfaces of left and right wings.

According to the above configuration, it is possible to detect the asymmetry of the wing surface of the flap using the position sensor provided at the tip of the wing, and to determine whether the wing surface of the flap is symmetrical or not using the signal of the inclination sensor when the position sensor fails.

In this way, compared with a conventional conservative handling method in which the wing surfaces of the left and right wings are detected to be asymmetrical when the position sensor fails, by using the tilt sensor, the performance and efficiency of the slat system (high lift system) can be improved by making full use of the tilt sensor.

Preferably, each tilt sensor has a first channel and a second channel, wherein the first channel is connected to one of the two flap electronic control devices, the second channel is connected to the other of the two flap electronic control devices, the one flap electronic control device determines whether an absolute value between a voltage difference value of an adjacent tilt sensor of the left wing and a voltage difference value of a corresponding adjacent tilt sensor of the right wing in the first channel is smaller than a prescribed threshold, and the other flap electronic control device determines whether an absolute value between a voltage difference value of an adjacent tilt sensor of the left wing and a voltage difference value of a corresponding adjacent tilt sensor of the right wing in the second channel is smaller than a prescribed threshold.

Preferably, when the wing is not a variable camber wing, the electrical characteristics of the two channels of the position sensors on the left and right sides are similar.

Preferably, when the left side or the right side determines that the wing surfaces are not synchronous, a failure-safety state is entered, that is, the locking flap wing surfaces are in the current position, when the left side and the right side both determine that the wing surfaces are synchronous, the flap electronic control device calculates a first channel side wing surface angle by using a signal in a first channel of a tilt sensor at the side where the position sensor fails, the other flap electronic control device calculates a second channel side wing surface angle by using a signal in a second channel of the tilt sensor at the side where the position sensor fails, and after the first channel side wing surface angle and the second channel side wing surface angle are exchanged through a CAN bus, a larger value is selected as the wing surface angle for control.

Preferably, the output voltage value of the tilt sensor is established and used as a function of the flap airfoil angle when the wing is not a variable camber wing.

Preferably, in the case where the movement mechanism of the flap is of a hinge type, the change in the flap airfoil angle is linearly related to the output voltage of the tilt sensor, and in the case where the movement mechanism of the flap is of a pulley/slide rail type, the change in the flap airfoil angle is nonlinearly related to the output voltage of the tilt sensor.

Preferably, when it is determined that the wings are out of synchronization on the left side or the right side, a fail-safe state is entered, that is, the locking flap wing is at the current position, when it is determined that the wings are in synchronization on both the left side and the right side, the flap electronic control device calculates the wing angle using a larger value of the signal in the first channel of the tilt sensor on the side where the position sensor fails, then calculates the wing angle using the signal in the second channel of the position sensor on the side where no failure occurs, and finds an average value of the two wing positions as the first channel-side wing angle, the other flap electronic control device calculates the wing angle using a larger value of the signal in the second channel of the tilt sensor on the side where the position sensor fails, then calculates the wing angle using the signal in the second channel of the position sensor on the side where no failure occurs, and the average value of the two airfoil positions is obtained as the second channel flank angle, and after the first channel flank angle and the second channel flank angle are exchanged through the CAN bus, the larger value is selected as the airfoil angle for control.

Preferably, the output voltage value of the tilt sensor is established and used as a function of the flap airfoil angle when the wing is a variable camber wing.

Preferably, in the case where the movement mechanism of the flap is of a hinge type, the change in the flap airfoil angle is linearly related to the output voltage of the tilt sensor, and in the case where the movement mechanism of the flap is of a pulley/slide rail type, the change in the flap airfoil angle is nonlinearly related to the output voltage of the tilt sensor.

Preferably, the one flap electronic control device does not execute a wing camber changing function, the other flap electronic control device executes the wing camber changing function, the one flap electronic control device and the other flap electronic control device exchange judgment results through a CAN bus, when any one of the two flap electronic control devices judges that the inner wing surfaces on the two sides are asynchronous, the two flap electronic control devices enter a failure-safety state, namely, the inner wing surfaces on the two sides are locked at the current position, and when the two flap electronic control devices judge that the inner wing surfaces on the two sides are synchronous, the other flap electronic control device executes the wing camber changing functionSaid further flap electronic control of the camber function uses the signals in the first and second channels of the inclination sensor corresponding to the position of the fault (S)_{LeftStation1R}、S_{LeftStation2R}、S_{LeftStation3R}、S_{LeftStation4R}) And calculating to obtain the airfoil angle according to the larger value of the two values, and continuously executing the wing bending change function.

Preferably, the tilt sensor comprises a sensor body and a connecting rod, the sensor body of the tilt sensor is mounted on a flap arm or a fixed body structure of the actuator support, and one end of the connecting rod is mounted on a flap rocker or a movable body structure.

Preferably, the sensor body is mounted on the tail end of a slide rail or a flap arm at the position of the flap actuator, and the flap rocker arm is connected with the flap rear link arm through the link rod.

Preferably, the flap rear link arm and the rotation shaft of the sensor body are moved synchronously.

Drawings

FIG. 1 is a schematic diagram illustrating a prior art slat system for a large aircraft.

FIG. 2 is a schematic diagram illustrating flap technology used in a prior art wide-bodied dual channel aircraft.

FIG. 3 is a schematic diagram showing the mechanical and electrical connections of the various components of the slat system of the present invention.

Fig. 4 is a schematic view showing the construction of a differential gear system (mechanical part).

Fig. 5 is a schematic diagram showing a signal relationship among the electronic slat control device, the electronic motor control device, and the electric motor.

FIG. 6 is a schematic diagram showing the structure of a tilt sensor in the slat system of the present invention.

FIG. 7 is a schematic diagram showing the installation of a tilt sensor in the slat system of the present invention.

Fig. 8 is a diagram showing the electrical connection of the tilt sensor to the electronic slat control, wherein the system clutch, differential gear system, wing tip brake, position sensor, etc. are omitted, but the two channels (first and second channels) each of the tilt sensors are shown in detail.

Detailed Description

Hereinafter, the slat system will be described in detail with reference to fig. 3 to 5. FIG. 3 is a schematic diagram showing the mechanical and electrical connections of the various components of the slat system 100.

As shown in fig. 3, the slat system 100 of the present invention includes a slat control handle (not shown), one power drive 110, e.g., two slat electronic controls 120(120A, 120B), a system clutch 130, a differential gear system 140, e.g., one wing tip brake 150, e.g., one position sensor (outer flap position sensor 160), and e.g., four tilt sensors 170(170A, 170B, 170C, 170D). The two flap panel electronic control devices are communicated through a CAN bus.

In the above-described slat system 100, both the electronic slat controls 120A, 120B and the differential gear system 140 are connected to the bus bars of the aircraft, with the electronic slat control 120A connected to the 28V critical dc bus bar, the electronic slat control 120B connected to the 28V critical dc bus bar, and the differential gear system 140 (motor control 144 in fig. 5) connected to the 115V critical ac bus bar. Such a power supply configuration ensures that the aircraft can land using the full flap in the event that the aircraft loses all hydraulic systems, even only in the event of operation of the Ram Air Turbine (RAT) generator.

In addition, in the above-described slat system 100, the inner flap 13a and the outer flap 13b have at least two configurations on each detent, corresponding to the ground and the air, respectively. Under ground conditions, in order to inspect the system clutch 130 and the differential gear system 140, the outer flap 13b should extend at a greater angle than the inner flap 13 a.

Hereinafter, the main components constituting the slat system 100, that is, the system clutch 130, the differential gear system 140, and the four tilt sensors 170(170A, 170B, 170C, 170D) will be described in detail.

(a) System clutch 130

System clutch 130 is located between power drive 110 and a first flap actuator 180 (e.g., flap actuator 180A of inner flap 13a that is furthest from the aircraft body).

The system clutch 130 is electrically connected to the two slat electronic controllers 120A and 120B.

The slat electronic control 120B provides 28V dc to the system clutch 130. After the electronic slat control device 120B powers on the system clutch 130, the system clutch 130 is disengaged to separate the inner flap 13a and the outer flap 13B from the power drive device 110, and after the electronic slat control device 120B powers off the system clutch 130, the system clutch 130 is engaged to couple the inner flap 13a and the outer flap 13B with the power drive device 110.

In the embodiment of the present invention, the slat electronic control device 120A monitors the state of the system clutch 130 and the voltage of one channel (first channel) of the position sensors 170(170A, 170B, 170C, 170D), and compares the state of the system clutch 130 with the slat electronic control device 120B through the CAN bus. In addition, the slat electronic control device 120B monitors the voltage of the other channel (second channel) of the position sensors 170(170A, 170B, 170C, 170D). If the states of the system clutch 130 monitored by the two slat electronic control devices 120(120A, 120B) are inconsistent, the slat electronic control device 120B enters a fail-safe state.

(b) Differential gear system 140

In the embodiment of the present invention, as shown in fig. 4, the differential gear system 140 mainly includes a reduction gear box 141, a differential gear box 142, an electric motor 143, a motor electronic control device 144, an inner flap brake device 145, an inner flap position sensor 146, and the like.

The reduction gear box 141 mainly reduces the output rate of the electric motor 143 and transmits the output rate down to the differential gear box 142.

The differential gear case 142 is composed of, for example, a set of helical gears. The differential gear box 142 is connected to an inner flap torque tube 147, an inner flap brake device 145, and an outer flap torque tube 148, respectively.

The electric motor 143 is, for example, a three-phase brushless dc motor. The electric motor 143 has a speed sensor attached to a rotating shaft, and the speed sensor can feed back position information of the electric motor 143 to the motor electronic control unit 144. The electric motor 143 also has two temperature sensors mounted on the stator windings (motor windings) to monitor the temperature of the electric motor 143.

The inner flap brake 145 is, for example, a power-off brake for locking the inner flap torque tube 147. The power-off brake device consists, for example, of a double solenoid and a friction disc preloaded with a spring. The friction discs will automatically engage after the power supply is cut off. The motor electronic control 144 can independently control the coils of the two solenoids. This way it is ensured that each coil is able to release the brake.

In addition, the motor electronic control device 144 is used for controlling the electric motor 143 and the inner flap brake device 145 and supplying required electric power. As described above, the motor electronic control device 144 is connected to an aircraft emergency ac bus (in fig. 5, a critical ac bus of, for example, 115V). In addition, the aircraft emergency ac bus bar is not limited to the 115V ac bus bar shown in fig. 5, but may be another voltage ac bus bar, such as a 230V ac bus bar.

The transformer in the electronic motor control device 144 converts the three-phase 115V ac (or 230V ac) power into 270V (or 400V dc power) power, which is supplied to the electric motor 143. The transformer of the electronic motor control device 144 also converts the ac power into dc power of 28V, 12V, or 5V, and supplies the dc power to the inner flap brake device 145 and a control chip inside the electronic motor control device 144.

A conventional control module 144A of the motor electronic control 144 is connected to the two slat electronic controls 120(120A, 120B) via an ARINC 429 bus or other form of bus.

Fig. 5 shows a signal relationship among the slat electronic control 120(120A, 120B), the motor electronic control 144, and the electric motor 143.

As shown in fig. 5, the control logic between the slat electronic control device 120B and the motor electronic control device 144 is as follows:

(i) the slat electronic control device 120B sends an "enable signal" to the motor electronic control device 144;

(ii) the electronic flap control device 120B sends a "brake signal" to the electronic motor control device 144, and the electronic motor control device 144 powers on (powers off) the inner flap brake device 145;

(iii) the electronic flap control 120B sends a "speed signal" to the electronic motor control 144, and the electronic motor control 144 sends an analog signal to the electric motor 143 to rotate the electric motor 143 at a commanded speed and direction, thereby driving the inner flap torque tube 147 to rotate.

Inside the motor electronic control device 144 is also a backup control module 144B, which backup control module 144B is connected only to the slat electronic control device 120A and uses single-phase 115V ac (or 230V ac). The flap electronic control device 120A acquires the state of the inner flap brake device 145 through the standby control module 144B, and compares the braking state of the inner flap brake device 145 with the flap electronic control device 120B through the CAN bus. If the braking states monitored by the two slat electronic control devices 120A and 120B are inconsistent, the slat electronic control device 120B enters a failure-protection state.

At this time, the slat electronic control device 120A takes over the slat electronic control device 120B, and the inner flap brake device 145 is directly controlled by the standby control module 144B.

The inner flap position sensor 146 is a two-channel resolver sensor for feeding back a position signal of the inner flap 13a to the two slat electronic control devices 120(120A, 120B).

The electronic control unit 120B controls the start and stop of the electric motor 143 of the differential gear system 140 by the electronic control unit 144 according to the signal from the inner flap position sensor 146. The slat electronic control device 120A does not participate in the control of the differential flap system, but constantly monitors the position of the inner flap 13 a. If the positions of the inner flap surfaces monitored by the two flap electronic control devices 120A and 120B are not consistent, the flap electronic control device 120B enters a failure-protection state.

(c) Inclination sensor 170(170A, 170B, 170C, 170D)

When the airplane performs the wing camber changing function, because the system clutch 130 is used, the movement of the inner flap 13a and the outer flap 13B on both sides is not synchronized by a mechanical cross-linking manner, so in addition to using the normal position sensors (the outer flap position sensor 160 and the inner flap position sensor 146), other means, namely, the tilt sensors 170(170A, 170B, 170C and 170D) are also needed to ensure that the inner flap 13a and the outer flap 13B on both sides move synchronously, and faults such as asymmetry and the like are avoided.

In the embodiment of the present invention, the basic structure of the tilt sensor 170(170A, 170B, 170C, 170D) employed is as shown in fig. 6. The tilt sensor 170(170A, 170B, 170C, 170D) includes two parts, a sensor body 171 and a link 172. The tilt sensor 170(170A, 170B, 170C, 170D) has a sensor body 171 mounted on a flap arm or a fixed body structure on an actuator support, and a link 172 mounted at one end on a flap rocker 173 or a movable body structure.

As shown in fig. 7, sensor body 171 is mounted on the end of slide rail 175 or on the flap arm at the position of flap actuator 180. The flap rocker arm 173 is connected to the flap rear link arm 174 via the link 172 described above. The flap rear link arm 174 rotates around the hinge point at the end of the slide rail 175, which in turn drives the tilt sensor rocker arm to rotate, and finally drives the rotating shaft in the sensor body 171 to rotate, while the flap moves through the pulley 176 arranged on the slide rail 175, so that the flap rear link arm 174 and the rotating shaft of the sensor body 171 move synchronously.

Fig. 8 shows an electrical connection diagram of the tilt sensors 170(170A, 170B, 170C, 170D) to the slat electronic control 120(120A, 120B), wherein the system clutch 130, the differential gear system 140 (and the inner flap position sensor 146 therein), the wing tip braking device 150, the position sensor (the outer flap position sensor 160), etc. are omitted, but the two channels (the first channel and the second channel) of each tilt sensor 170(170A, 170B, 170C, 170D) are shown in detail.

More specifically, two actuator mounts are provided on the flap surface of each of the inner flap 13a and the outer flap 13B, two tilt sensors 170A, 170B are mounted on the inner flap 13a, two tilt sensors 170C, 170D are mounted on the outer flap 13B, and each tilt sensor 170(170A, 170B, 170C, 170D) is electrically connected to each of the two slat electronic controls 120A, 120B. That is, each of the tilt sensors 170(170A, 170B, 170C, 170D) has a first channel connected to one of the two slat electronic control devices (the slat electronic control device 120A), and a second channel connected to the other of the two slat electronic control devices (the slat electronic control device 120B).

In the case where all sensors function properly, the slat electronic control 120(120A, 120B) may determine whether the outer flap 13B and the inner flap 13a are synchronized by reading data from the two outer flap position sensors 160 and the two inner flap position sensors 146. The slat electronic control device 120(120A, 120B) also determines whether the wing surfaces (the inner flap 13a, the outer flap 13B) are detached or tilted by reading a difference value of data of two tilt sensors (a difference value between the tilt sensor 170A and the tilt sensor 170B, and a difference value between the tilt sensor 170C and the tilt sensor 170D) on the same wing surface (the inner flap 13a, the outer flap 13B).

In the case where a position sensor at a certain position, for example, the position sensor 146 of the left inner flap 13a, has a failure, if the signal data of the two tilt sensors 170A and 170B on the airfoil surface of the left inner flap 13a are the same, the slat electronic control device 120(120A and 120B) may convert the data of either one of the tilt sensors 170A or 170B into the position of the left inner flap 13a, and then compare the converted position with the position detected by the position sensor 146 of the right inner flap 13a that functions normally to determine whether the inner flaps 13a on both sides are synchronized. The slat electronic control 120(120A, 120B) need not enter the fail-safe state at this time.

The flaps 13 of the typical airplane left and right wings 11 respectively have an inner flap 13a on the side closer to the airplane body 10 and an outer flap 13b on the side farther from the airplane body 10 than the inner flap 13 a. In an aircraft without a variable camber function of the wing, the inner flap 13a and the outer flap 13b on the left and right sides each include two inclination sensors 170 and one position sensor (position sensor 160); in the aircraft with the variable camber function of the wing, the inner flap 13a and the outer flap 13b on the left and right sides each include two inclination sensors 170 and one position sensor (the inner flap position sensor 146 and the outer flap position sensor 160).

Hereinafter, specific embodiments of monitoring the state of the aircraft wing surface will be described by taking an aircraft without a variable camber function of the wing and an aircraft with a variable camber function of the wing as examples.

(embodiment I)

The aircraft according to this embodiment (first embodiment) does not have a wing camber function. There is one position sensor for each side flap, and here, it is assumed that the position sensor for the left side flap fails.

In this embodiment (first embodiment), the electrical characteristics of the two channels of the position sensors on the left and right sides are substantially similar, and the flap airfoil outputs substantially the same voltage value at aerodynamic zero.

In addition, the output voltage value of channel 1 of the left position sensor is PSU after the flap control system completes the electronic adjustment_{L1RiggingOutput1}The output voltage value of the channel 2 of the left position sensor is PSU_{L2RiggingOutput}And the output voltage value of channel 1 of the right position sensor is PSU_{R1RiggingOutput}The output voltage value of channel 2 of the right position sensor is PSU_{R2RiggingOutput}. At this time, the following relationship is satisfied:

|PSU_{L1RiggingOutput}-PSU_{R1RiggingOutput}|≤P_{RiggingThreshold}；

|PSU_{L2RiggingOutput}-PSU_{R2RiggingOutput}|≤P_{RiggingThreshold}。

wherein, P_{RiggingThreshold}Is the allowable error threshold of the output voltage of the position sensor.

At this point, it is not necessary to establish and use the output voltage value of the tilt sensor 170 as a function of the airfoil angle, f (x).

In the case where the position sensor of the left-side flap fails, for example, the slat electronic control device 120A detects the signals of the first channels of the four tilt sensors 170(170A, 170B, 170C, 170D) of the left-side flap to confirm that the excitation signals are correct and all within the valid range, and detects the signals of the first channels of the four tilt sensors 170(170A, 170B, 170C, 170D) of the right-side flap to confirm that the excitation signals are correct and all within the valid range.

The slat electronic control device 120B detects the signals of the second channels of the four tilt sensors 170(170A, 170B, 170C, 170D) of the left-side flap to confirm that the excitation signals are correct and all within the valid range, and detects the signals of the second channels of the four tilt sensors 170(170A, 170B, 170C, 170D) of the right-side flap to confirm that the excitation signals are correct and all within the valid range.

The slat electronic control 120A collects signals for calculating a first channel of eight total tilt sensors 170(170A, 170B, 170C, 170D) for the left and right, where S_{LeftStation1L}Signal, S, representing the first channel of left side No. 1 Tilt sensor 170A_{LeftStation2L}Signal, S, representing the first channel of left side No. 2 Tilt sensor 170B_{LeftStation3L}Signal, S, representing the first channel of left side No. 3 Tilt sensor 170C_{LeftStation4L}Indicating the signal of the first channel of left tilt sensor # 4 170D. S_{RightStation1L}Signal, S, representing the first channel of right side No. 1 Tilt sensor 170A_{RightStation2L}Signal, S, representing the first channel of right side No. 2 Tilt sensor 170B_{RightStation3L}Right No. 3 inclination sensor 17Signal of the first channel of 0C, S_{RightStation4L}Signals representing the first channel of Right No. 4 Tilt sensor 170D, and P_ThresholdRepresenting a threshold value.

At this time, whether the following relationship holds or not is calculated and confirmed:

|S_{LeftStation1L}-S_{LeftStation2L}|-|S_{RightStation1L}-S_{RightStation2L}|≤P_Threshold(ii) a And is

|S_{LeftStation3L}-S_{LeftStation4L}|-|S_{RightStation3L}-S_{RightStation4L}|≤P_Threshold。

If the relationship is established, the two side wing surfaces move synchronously, and asymmetry does not occur.

Next, the slat electronic control 120B collects signals for calculating a second channel of eight total tilt sensors 170(170A, 170B, 170C, 170D) for the left and right, where S_{LeftStation1R}Signal, S, representing the second channel of left side No. 1 Tilt sensor 170A_{LeftStation2R}Signal, S, representing the second channel of left side No. 2 Tilt sensor 170B_{LeftStation3R}Signal, S, representing the second channel of left side No. 3 Tilt sensor 170C_{LeftStation4R}Indicating the signal of the second channel of the left tilt sensor # 4 170D. S_{RightStation1R}Signal, S, representing the second channel of right side No. 1 Tilt sensor 170A_{RightStation2R}Signal, S, representing the second channel of right side No. 2 Tilt sensor 170B_{RightStation3R}Signal, S, representing the second channel of right side No. 3 Tilt sensor 170C_{RightStation4R}Indicating the signal of the second channel of right side No. 4 tilt sensor 170D.

At this time, whether the following relationship holds or not is calculated and confirmed:

|S_{LeftStation1R}-S_{LeftStation2R}|-|S_{RightStation1R}-S_{RightStation2R}|≤P_Threshold(ii) a And is

|S_{LeftStation3R}-S_{LeftStation4R}|-|S_{RightStation3R}-S_{RightStation4R}|≤P_Threshold。

If the relationship is established, the two side wing surfaces move synchronously, and asymmetry does not occur.

If the presence of a side (left or right) computer determines that the airfoil is out of synch, a fail-safe state is entered, i.e., locking the flap airfoil in the current position.

If the two computers judge that the wing surfaces move synchronously, the flap electronic control device 120A calculates the wing surface position by using a left position sensor channel signal SR1, and the position is recorded as P_right(ii) a The flap electronic control device 120B calculates the position of the airfoil surface by using the left position sensor channel signal SR2, and the position is recorded as P_Left。

The left and right computers exchange P through CAN bus_rightAnd P_LeftThen, the larger value is selected as the airfoil angle and is output to the corresponding cross-linking system or equipment through the respective ARINC bus, the efficiency of the airplane can be improved to the maximum extent by selecting the larger value, and the left and right computers continue to control the corresponding equipment, such as a power drive motor.

(second embodiment)

The aircraft of the present embodiment (second embodiment) does not have a wing camber function. There is one position sensor for each side flap, and here, it is assumed that the position sensor for the left side flap fails.

In the previous embodiment (first embodiment), the electrical characteristics of the two channels of the position sensors on the left and right sides are substantially similar, and the output voltage values of the flap airfoil at aerodynamic zero degrees are substantially the same, so it is not necessary to establish and use the functional relationship f (x) between the output voltage values of the tilt sensor 170 and the airfoil angles, but in the present embodiment (second embodiment), the electrical characteristics of the two channels of the position sensors on the left and right sides are not necessary to be substantially similar, and at this time, the functional relationship f (x) between the output voltage values of the tilt sensor 170 and the airfoil angles needs to be established and stored in the flap control computer.

More specifically, if the motion mechanism of the flap is hinged, the flap moves circularly around the hinge point, so that the angle change of the flap has a simple linear relationship with the output voltage of the tilt sensor 170, and a univariate linear function with the output voltage value of the tilt sensor 170 as a variable can be established to describe the angle change of the flap.

In other words,

when k is_min＜x≤k_maxAnd, y ═ f (x).

On the other hand, if the motion mechanism of the flap is a pulley/slide rail type, the flap performs a fullerene type motion, i.e. extends first and then drops, so that the angle change of the flap in the first half section and the output voltage of the tilt sensor 170 have a simple linear relationship, and a univariate linear function with the output voltage value of the tilt sensor 170 as a variable can be established to describe the change of the angle of the flap, which is denoted by f (x 1); whereas the change of the flap angle in the latter half has a complex non-linear relationship with the output voltage of the tilt sensor 170, a unitary quadratic function with the value of the output voltage of the tilt sensor 170 as a variable can be established to describe the change of the flap angle, where f (ax) is used²+ bx + c).

In other words,

when k is_min＜x≤k_middle，y＝f(x)；

When k is_middle＜x≤k_max，y＝f(ax²+bx+c)。

In the case where the position sensor of the left-side flap fails, for example, the slat electronic control device 120A detects the signals of the first channels of the four tilt sensors 170(170A, 170B, 170C, 170D) of the left-side flap to confirm that the excitation signals are correct and all within the valid range, and detects the signals of the first channels of the four tilt sensors 170(170A, 170B, 170C, 170D) of the right-side flap to confirm that the excitation signals are correct and all within the valid range.

The slat electronic control device 120B detects the signals of the second channels of the four tilt sensors 170(170A, 170B, 170C, 170D) of the left-side flap to confirm that the excitation signals are correct and all within the valid range, and detects the signals of the second channels of the four tilt sensors 170(170A, 170B, 170C, 170D) of the right-side flap to confirm that the excitation signals are correct and all within the valid range.

The slat electronic control 120A collects signals for calculating a first channel of eight total tilt sensors 170(170A, 170B, 170C, 170D) for the left and right, where S_{LeftStation1L}Signal, S, representing the first channel of left side No. 1 Tilt sensor 170A_{LeftStation2L}Signal, S, representing the first channel of left side No. 2 Tilt sensor 170B_{LeftStation3L}Signal, S, representing the first channel of left side No. 3 Tilt sensor 170C_{LeftStation4L}Indicating the signal of the first channel of left tilt sensor # 4 170D. S_{RightStation1L}Signal, S, representing the first channel of right side No. 1 Tilt sensor 170A_{RightStation2L}Signal, S, representing the first channel of right side No. 2 Tilt sensor 170B_{RightStation3L}Signal, S, representing the first channel of right side No. 3 Tilt sensor 170C_{RightStation4L}Signals representing the first channel of Right No. 4 Tilt sensor 170D, and P_ThresholdRepresenting a threshold value.

At this time, whether the following relationship holds or not is calculated and confirmed:

|S_{LeftStation1L}-S_{LeftStation2L}|-|S_{RightStation1L}-S_{RightStation2L}|≤P_Threshold(ii) a And is

|S_{LeftStation3L}-S_{LeftStation4L}|-|S_{RightStation3L}-S_{RightStation4L}|≤P_Threshold。

If the relationship is established, the two side wing surfaces move synchronously, and asymmetry does not occur.

Next, the slat electronic control 120B collects signals for calculating a second channel of eight total tilt sensors 170(170A, 170B, 170C, 170D) for the left and right, where S_{LeftStation1R}Signal, S, representing the second channel of left side No. 1 Tilt sensor 170A_{LeftStation2R}Signal, S, representing the second channel of left side No. 2 Tilt sensor 170B_{LeftStation3R}Signal, S, representing the second channel of left side No. 3 Tilt sensor 170C_{LeftStation4R}No. 4 inclination sensor 170D on the leftTwo channels of signals. S_{RightStation1R}Signal, S, representing the second channel of right side No. 1 Tilt sensor 170A_{RightStation2R}Signal, S, representing the second channel of right side No. 2 Tilt sensor 170B_{RightStation3R}Signal, S, representing the second channel of right side No. 3 Tilt sensor 170C_{RightStation4R}Indicating the signal of the second channel of right side No. 4 tilt sensor 170D.

At this time, whether the following relationship holds or not is calculated and confirmed:

|S_{LeftStation1R}-S_{LeftStation2R}|-|S_{RightStation1R}-S_{RightStation2R}|≤P_Threshold(ii) a And is

|S_{LeftStation3R}-S_{LeftStation4R}|-|S_{RightStation3R}-S_{RightStation4R}|≤P_Threshold。

If the relationship is established, the two side wing surfaces move synchronously, and asymmetry does not occur.

If the presence of a side (left or right) computer determines that the airfoil is out of synch, a fail-safe state is entered, i.e., locking the flap airfoil in the current position.

If both computers judge that the wing surfaces move synchronously, the flap electronic control device 120A uses the S on the left side_{LeftStation1L}、S_{LeftStation2L}、S_{LeftStation3L}And S_{LeftStation4L}The larger of which calculates the airfoil angle, denoted p 1; then the output value S of the first channel using the position sensor 170 on the right_R1Calculating an airfoil angle and recording as p 2; the last slat electronic control 120A uses (P1+ P2)/2 as the angle P of the airfoil_right。

The slat electronic control device 120B uses S on the left side_{LeftStation1R}、S_{LeftStation2R}、S_{LeftStation3R}And S_{LeftStation4R}The larger of which calculates the airfoil angle and is denoted as p 3; then the output value S of the second channel using the position sensor 170 on the right_R2Calculating an airfoil angle and recording as p 4; the last slat electronic control 120A uses (p3+ p4)/2 as the angle of the airfoilP_Left。

The left and right computers exchange P through CAN bus_rightAnd P_LeftThen, the larger value is selected as the airfoil angle and is output to the corresponding cross-linking system or equipment through the respective ARINC bus, the efficiency of the airplane can be improved to the maximum extent by selecting the larger value, and the left and right computers continue to control the corresponding equipment, such as a power drive motor.

(third embodiment)

The aircraft according to the present embodiment (third embodiment) has a wing camber function. There is one position sensor for each side flap, and here, the description will be given assuming that the position sensor 146 of the inner flap 13b fails.

In the previous embodiment (embodiment one), the electrical characteristics of the two channels of the position sensors on the left and right sides are substantially similar, and the output voltage values of the flap airfoil at aerodynamic zero degrees are substantially the same, so it is not necessary to establish and use the functional relationship f (x) between the output voltage values of the tilt sensor 170 and the airfoil angles, but in the present embodiment (embodiment three), the electrical characteristics of the two channels of the position sensors on the left and right sides are not necessary to be substantially similar, and at this time, the functional relationship f (x) between the output voltage values of the tilt sensor 170 and the airfoil angles needs to be established and stored in the flap control computer.

The motion mechanism of the flap is hinged, and the flap moves circularly around a hinge point, so that the angle change of the flap and the output voltage of the tilt sensor 170 form a simple linear relation, and a univariate linear function taking the output voltage value of the tilt sensor 170 as a variable can be established to describe the angle change of the flap.

In other words,

when k is_min＜x≤k_maxAnd, y ═ f (x).

In the case where the position sensor of the left-side flap fails, for example, the slat electronic control device 120A detects the signals of the first channels of the four tilt sensors 170(170A, 170B, 170C, 170D) of the left-side flap to confirm that the excitation signals are correct and all within the valid range, and detects the signals of the first channels of the four tilt sensors 170(170A, 170B, 170C, 170D) of the right-side flap to confirm that the excitation signals are correct and all within the valid range.

The slat electronic control device 120B detects the signals of the second channels of the four tilt sensors 170(170A, 170B, 170C, 170D) of the left-side flap to confirm that the excitation signals are correct and all within the valid range, and detects the signals of the second channels of the four tilt sensors 170(170A, 170B, 170C, 170D) of the right-side flap to confirm that the excitation signals are correct and all within the valid range.

The control computer (for example, the slat electronic control device 120B) that executes the wing camber function calculates and confirms whether the following relationship holds in the inner flap 13 a:

|S_{LeftStation1L}-S_{LeftStation2L}|-|S_{RightStation1L}-S_{RightStation2L}|≤P_Threshold。

if the relation is established, the inner wing surfaces on the two sides move synchronously, and asymmetry does not occur.

The control computer (for example, the slat electronic control device 120A) that does not perform the wing camber function calculates and confirms whether or not the following relationship holds in the inner flap 13 a:

|S_{LeftStation1R}-S_{LeftStation2R}|-|S_{RightStation1R}-S_{RightStation2R}|≤P_Threshold。

if the relation is established, the inner wing surfaces on the two sides move synchronously, and asymmetry does not occur.

And the flap electronic control device 120B and the flap electronic control device 120A exchange judgment results through a CAN bus, and if one of the computers judges that the inner wing surfaces on the two sides are asynchronous, the state enters a failure-safety state, namely the inner flap wing surface is locked at the current position.

If both computers judge that the inner wing surfaces on both sides move synchronously, S is used by the flap electronic control device 120B_{LeftStation1L}、S_{LeftStation2L}、S_{RightStation1L}And S_{RightStation2L}The larger of which calculates the airfoil angle and is denoted as p 1. The electronic control device 120B of the slat outputs to the corresponding cross-linking system or device through the ARINC bus, and continues to execute the function of wing bending.

Additional advantages and modifications will readily occur to those skilled in the art. Therefore, the invention in its broader aspects is not limited to the specific details and representative embodiments shown and described herein. Accordingly, modifications may be made without departing from the spirit or scope of the general inventive concept as defined by the appended claims and their equivalents.

In the embodiment of the present invention, the specific configurations of the installation of the tilt sensor, the flap moving mechanism, and the tilt sensor are described in detail, but the present invention is not limited to this, and any other alternative configuration may be adopted as long as the installation of the tilt sensor, the flap moving mechanism, and the tilt sensor according to the present invention can be achieved in a broader sense.

In addition, known components or other non-enumerated components that can achieve the same or equivalent effects as the devices and components described in the embodiments of the present invention should also be considered to be equivalent to the above devices and components.