阅读说明：本技术 襟翼致动机构和用于展开襟翼的方法 (Flap actuation mechanism and method for deploying a flap ) 是由 凯文·R·济 布赖恩·J·格鲁纳 于 2020-09-02 设计创作，主要内容包括：本申请公开了一种襟翼致动机构和用于展开襟翼的方法。该襟翼致动机构包括附接到襟翼并通过枢转耦接件耦接到翼下结构的襟翼支架。曲轴构造为用于过中心旋转,该曲轴具有对准的内侧曲柄臂和外侧曲柄臂,内侧曲柄臂和外侧曲柄臂从设置在翼下结构中的轴向间隔开的内侧轴颈和外侧轴颈延伸,并且内侧曲柄臂和外侧曲柄臂构造成围绕内侧轴颈和外侧轴颈的旋转轴线旋转。曲柄销连接在内侧曲柄臂和外侧曲柄臂之间。致动杆具有可旋转地耦接到曲柄销的第一端和耦接到襟翼支架的第二端。曲轴的旋转使致动杆移位,以导致襟翼支架和襟翼的旋转。(The application discloses a flap actuation mechanism and a method for deploying a flap. The flap actuation mechanism includes a flap bracket attached to the flap and coupled to the underwing structure by a pivotal coupling. A crankshaft is configured for over-center rotation, the crankshaft having aligned inner and outer crank arms extending from axially spaced inboard and outboard journals disposed in the under-wing structure, and the inner and outer crank arms configured to rotate about axes of rotation of the inboard and outboard journals. The crank pin is connected between the inner and outer crank arms. The actuating lever has a first end rotatably coupled to the crank pin and a second end coupled to the flap bracket. Rotation of the crankshaft displaces the actuation lever to cause rotation of the flap bracket and flap.)

1. Flap actuation mechanism (17) comprising:

a flap bracket (30) attached to the flap (14) and coupled to the under-wing structure (20) by a pivotal coupling (32);

a crankshaft (24) configured for over-center rotation, the crankshaft having: aligned inner and outer crank arms (38a, 38b) extending from axially spaced inboard and outboard journals (36a, 36b) disposed in the under-wing structure and configured to rotate about rotational axes (28) of the inboard and outboard journals; and a crank pin (40) connected between the inner and outer crank arms; and

an actuation lever (26) having a first end (25) rotatably coupled to the crank pin and a second end (27) coupled to the flap bracket, wherein rotation of the crankshaft displaces the actuation lever to cause rotation of the flap bracket and the flap.

2. The flap actuation mechanism of claim 1, wherein rotation of the crankshaft causes forward and rearward movement of the actuation rod to rotate the flap carrier and the flap between the stowed and deployed positions.

3. The flap actuation mechanism of any of claims 1-2, wherein the inboard journal and the outboard journal are spaced apart such that a forward portion of the actuation lever can pass through the axis of rotation and be located between the inboard journal and the outboard journal during rotation of the crankshaft.

4. The flap actuation mechanism of any of claims 1 to 3, wherein the second end of the actuation lever is coupled to the flap bracket at a predetermined distance (74) from the pivot coupling, and the inner and outer crank arms have an arm length (76) of 1/4 that is not less than the predetermined distance.

5. The flap actuation mechanism of any of claims 1-4, wherein a drive torque applied for rotating the crankshaft is converted by the actuation lever into a linear force applied to the flap carrier to rotate the flap between the stowed and deployed positions.

6. The flap actuation mechanism of claim 5, wherein one of the inboard and outboard journals has internal splines (62), and a rotary actuator (22) provides the drive torque, the rotary actuator having an output shaft (64) configured to engage the internal splines.

7. The flap actuation mechanism of claim 6, wherein the second end (27) of the actuation lever is coupled to the flap bracket at a predetermined distance (74) from the pivot coupling, and the inner and outer crank arms have an arm length (76) of no less than a predetermined fraction of the predetermined distance to provide a mechanical advantage between an actuator force and a linear force applied by the actuation lever to rotate the flap.

8. The flap actuation mechanism of any of claims 1-7, wherein the actuation rod is coupled to the crank pin by a split bearing (42), and the actuation rod includes a rod cover (44) configured to secure the split bearing and the actuation rod to the crank pin.

9. The flap actuation mechanism of claim 1, further comprising inboard (34a) and outboard (34b) roller bearings configured to receive the inboard and outboard journals, the inboard roller bearings being disposed in inboard and outboard ribs.

10. The flap actuation mechanism of claim 9, further comprising at least one reaction ring received in a mating aperture of one of the inboard and outboard ribs and one of the inboard and outboard roller bearings is received in the at least one reaction ring (46).

11. The flap actuation mechanism of claim 10, further comprising an inboard friction pad (66a) engaged between the inboard crank arm and an inner surface (68) of the at least one reaction ring and an outboard friction pad (66b) engaged between the outboard crank arm and an inboard surface (70) of the outboard rib.

12. The flap actuation mechanism of claim 11, wherein the mating aperture has a diameter configured to receive the crankshaft having the inner and outer crank arms.

13. The flap actuation mechanism of claim 12, wherein the outboard roller bearing is inserted in a receiving aperture (72) in the outboard rib, and the outboard friction pad, the crankshaft, the inboard friction pad, the inboard roller bearing, and the at least one reaction ring are configured to be sequentially received through the mating apertures.

14. A method for deploying a flap, the method comprising:

providing a driving torque to the crankshaft;

rotating the crankshaft in a first direction to drive an actuation rod from a stowed position aligned with an axis of rotation of the crankshaft; and

the flap carrier is rotated by means of the actuating lever in order to extend the flap.

15. The method of claim 14, wherein the step of rotating the crankshaft comprises driving the actuating lever to a deployed position by rotating the crankshaft substantially 180 °.

Technical Field

Embodiments of the present disclosure relate generally to the field of aircraft flap extension systems, and more particularly, to flap actuation systems having a double over-center crankshaft (double over center crank) rotatably coupled to a flap carrier.

Background

Aircraft employ flaps that increase the camber (camber) of the wing to improve aerodynamic efficiency during takeoff and landing. Various mechanical arrangements have been developed to deploy flaps from a retracted position to an extended position. The mechanical efficiency of typical drive mechanisms for flap deployment is limited and may require considerable complexity due to the closed operating conditions within the structural elements constrained by the required aerodynamic profile. Actuators employing a rotating lever arm have been employed in prior drive mechanisms, but their range of rotation is limited.

Disclosure of Invention

An exemplary embodiment of a flap actuation mechanism includes a flap bracket attached to a flap and coupled to an under-wing structure by a pivot coupling. A crankshaft is configured for over-center rotation, the crankshaft having aligned inner and outer crank arms extending from axially spaced inboard and outboard journals disposed in the under-wing structure, and the inner and outer crank arms configured to rotate about axes of rotation of the inboard and outboard journals. The crank pin is connected between the inner and outer crank arms. The actuating lever has a first end rotatably coupled to the crank pin and a second end coupled to the flap bracket. Rotation of the crankshaft displaces the actuating lever, causing the flap carrier and flap to rotate.

Embodiments herein provide a method for deploying a flap. The driving torque is provided to the crankshaft. The crankshaft rotates in a first direction to drive the actuation rod from a stowed position aligned with the axis of rotation of the crankshaft. The flap carrier is rotated by means of an actuating lever in order to extend the flap.

Drawings

The features, functions, and advantages that have been discussed can be achieved independently in various embodiments or may be combined in yet other embodiments further details of which can be seen with reference to the following description and drawings.

FIG. 1A is a schematic illustration of an aircraft in which embodiments disclosed herein may be employed;

FIG. 1B is a detailed illustration of a wing and flap of the aircraft of FIG. 1A;

FIG. 1C is a top view of the wing and flap of FIG. 1B;

FIG. 2 is a schematic view of an exemplary embodiment of a flap actuation system;

FIG. 3 is a partial exploded view of the exemplary embodiment with the inboard rib of the underwing structure removed for clarity;

FIG. 4 is a schematic view of a crankshaft with the rod cap and split ball bearing exploded for clarity;

FIG. 5 is a partially exploded rear view showing the assembly sequence;

FIG. 6A is a side view of the flap actuation mechanism in a stowed position with the inboard rib of the underwing structure removed for clarity;

FIG. 6B is a side view of the flap actuation mechanism in a partially extended position with the inboard rib of the underwing structure removed for clarity;

FIG. 6C is a side view of the flap actuation mechanism in a fully deployed position with the inboard rib of the underwing structure removed for clarity;

FIG. 6D is a side view of the flap actuation mechanism in an over-travel position or a partially reverse extended position with the inboard rib of the underwing structure removed for clarity;

FIG. 7 is a load diagram illustrating a conventional load-stroke curve and a load-stroke curve associated with an exemplary embodiment; and

FIG. 8 is a flow chart of a method for flap deployment using an exemplary embodiment.

Detailed Description

Embodiments described herein provide a dual over-center flap deployment mechanism that includes a crankshaft having a pair of aligned crank arms connected to a pair of spaced apart journals configured to rotate about an axis, and the mechanism further includes a crank pin extending between the crank arms and connected to an actuation lever such that rotation of the crank arms and the journals of the crankshaft displaces the actuation lever causing rotation of a flap bracket pivotally connected to the wing to rotate the flap between a stowed position and a deployed position.

Referring to the drawings, FIGS. 1A, 1B, and 1C illustrate an aircraft 10 having a wing 12 with a system for operating flaps 14. The flap 14 is joined to the wing 12 at a plurality of attachment points, with the under-wing flap support element partially housed within the fixed and movable fairings 16a, 16 b. Extension of the flaps 14 to enhance aerodynamic performance during takeoff and landing is accomplished by a trailing edge flap actuation mechanism 17 that rotates the flaps 14 and the movable fairing 16B downward relative to the wing 12, as shown in FIG. 1B.

As shown in fig. 2, at an exemplary attachment point, flap actuation mechanism 17 is supported by a flap support element (such as an underwing structure 20). The rotary actuator 22 engages a crankshaft 24 (described in more detail later) that engages an actuation rod 26. An actuation lever 26 is rotatably attached at a first end 25 to the crankshaft and at a second end 27 by a pivot pin 29 to a flap bracket 30 mounted to flap 14. The flap bracket 30 is coupled to the under-wing structure 20 by a pivotal coupling (in the illustrated embodiment, a shaft 32). As will be described in greater detail subsequently, as crankshaft 24 is rotated by the applied drive torque from actuator 22, actuation rod 26 is displaced and the drive torque is translated into an applied linear force to rotate flap carrier 30 about axis 32. Upon rotation of crankshaft 24 by actuator 22, forward and rearward movement of actuator rod 26 causes rotation of flap bracket 30 to extend and retract flap 14 relative to underbody structure 20 between a stowed position and a deployed position. In this exemplary embodiment, the underwing structure 20 has an inboard rib 21a and an outboard rib 21b that form a clevis (clevis) having a slot 23 through which an actuating rod 26 extends. As used herein, the terms "inboard" and "outboard" are used to describe relative positioning, and these terms may be replaced with appropriate descriptors (such as "first" and "second," "upper" and "lower," or "right" and "left") in addition to the specific embodiments disclosed. Flap bracket 30 is also received in slot 23 between inboard rib 21a and outboard rib 21 b.

As seen in greater detail in fig. 3, 4 and 5, the outboard rib 21b is removed for clarity, and the actuator 22 is exploded along the rotational axis 28 of the crankshaft 24 in fig. 3, with the crankshaft 24 supported for rotation about the axis 28 by inboard and outboard roller bearings 34a, 34b (shown in fig. 5). An inner roller bearing 34a and an outer roller bearing 34b are provided in the inner rib 21a and the outer rib 21 b. FIG. 4 shows a detail of the crankshaft 24, which is configured for over-center rotation and includes an inboard journal 36a axially spaced from an outboard journal 36 b. The inboard and outboard roller bearings 34a, 34b are configured to be rotatably received in the inboard and outboard journals 36a, 36b, respectively. Aligned inner and outer crank arms 38a, 38b extend from the inner and outer journals 36a, 36b, respectively, for rotation about the axis 28. A crank pin 40 is connected between the inner and outer crank arms 38a, 38b to bridge a rod gap 37 between the spaced apart inner and outer crank arms 38a, 38b and the inner and outer journals 36a, 36 b. An actuating lever 26 is rotatably attached at a first end 25 to the crank pin 40 by a split ball bearing (split ball bearing)42, the actuating lever having a lever cap 44 configured to secure the split ball bearing 42 and the actuating lever to the crank pin 40. The rod clearance 37 allows the front portion 45 of the actuating rod 26 to pass through the axis 28 of the inboard journal 36a and the outboard journal 36b to rotate the crankshaft 24 over-center.

At least one of the inboard and outboard roller bearings (the inboard roller bearing 34a in the example) is supported in a reaction ring 46 that is received in a mating bore 48 in the respective inboard or outboard rib (the inboard rib 21a in the example, as shown in FIG. 5). The reaction ring and associated roller bearing may be located in either the inboard rib or the outboard rib, or both. The reaction ring 46 is multi-faceted, keyed, or scalloped to engage the mating apertures 48 to react the torque applied by the inboard journal 36a and the inboard roller bearing 34 a. For the example shown, an octagonal interface is employed. A flange or plurality of extensions 50 on an outer surface 52 of the reaction ring 46 are received against a support surface 54 of the inboard rib 21 a. One or more of the extensions 50 include a bore 56 to receive a fastener 58 extending into the support surface 54 to retain the axial load induced by the inboard journal 36a and the inboard roller bearing 34 a. A cylindrical flange 60 extends axially outward from the reaction ring 46 to engage a mating groove in the actuator 22 for mounting. The cylindrical flange 60 and mating groove are splined or keyed to react torsional loads to the actuator. As shown in FIG. 3, the inboard journal 36a has internal splines 62 to mate with an output shaft 64 of the actuator 22.

The inner friction pad 66a is engaged between the inner crank arm 38a and an inner surface 68 of the reaction ring 46, and the outer friction pad 66b is engaged between the outer crank arm 38b and an inner surface 70 of the outer rib 21b to accommodate side loads and prevent undesirable frictional wear between the crankshaft 24 and the inner and outer ribs 21a, 21 b.

The configuration of the embodiment shown in the figures allows the crankshaft 24 and the support element to be assembled from one side. Referring to fig. 5, the outer roller bearing 34b is inserted into the receiving aperture 72 of the outer rib 21 b. The outboard friction pad 66b, the crankshaft 24, the inboard friction pad 66a, the inboard roller bearing, and the reaction ring 46 are configured to be received in sequence through the mating apertures 48. The outboard friction pad 66b is received on the outboard journal 36b, and the crankshaft 24 is then inserted through the mating bore 48, with the outboard journal 36b being received in the outboard roller bearing 34 b. The mating aperture 48 has a diameter configured to receive the crankshaft 24 with the extended inner and outer crank arms 38a, 38 b. The inboard friction pad 66a is then received on the inboard journal 36a through the mating aperture 48. The inboard roller bearing 34a is received on the inboard journal 36a (either before or after insertion into the reaction ring 46) and the reaction ring 46 is received in the mating bore 48. Fasteners 58 are inserted through the holes 56 to secure the reaction ring to the inner rib 21 a. The actuator rod 26, split ball bearing 42 and rod cap 44 are fixed to the crank pin 40, and the actuator 22 is received on the cylindrical flange 60 with the output shaft 64 received in the internal spline 62 of the inboard journal 36 a. Crankshaft 24 is captured by roller bearings 34a, 34b and friction pads 66a, 66b and does not require any retaining nuts, washers, bushings, or shims. In an alternative embodiment, both the inboard and outboard roller bearings 34a, 34b are supported in a reaction ring 46 that is received in mating apertures of both the inboard and outboard ribs 21a, 21b and may be assembled from one or both sides.

As shown in fig. 6A-6D, flap 14 is deployed by flap bracket 30 driven by actuation lever 26. Flap carrier 30 may be pivotally coupled to underswing structure 20 by an axle 32 engaged in inboard rib 21a and outboard rib 21 b. The flap is shown in a stowed position in fig. 6A, in which the actuation lever is substantially aligned with the axis of rotation. Rotation of crankshaft 24 is caused by rotary actuator 22, which is in extension from the stowed position to the deployed position. The flap is shown extended to a partially deployed position in fig. 6B, in which the actuator and crankshaft 24 are rotating in a first direction 71 (counterclockwise for the example shown). The fully extended position is shown in FIG. 6C, wherein the crankshaft is rotated approximately 180. By the play of the actuation rod 26 in the rod gap 37 between the inner and outer crank arms 38a, 38b and the inner and outer journals 36a, 36b in the crankshaft 24, any collision of the actuation elements can be avoided. Retraction of the flap may be accomplished by rotation of actuator 22 and crankshaft 24 in the opposite direction 73 (clockwise for the example shown). The second end 27 of the actuation lever 26 is coupled to the flap bracket 30 by a pivot pin 29 that is a predetermined distance 74 from the pivotal coupling at the shaft 32, as shown in fig. 6B, and the inner and outer crank arms 38a, 38B have an arm length 76 that is no less than a predetermined fraction of the predetermined distance to provide a mechanical advantage to the linear force applied via the actuation lever relative to the actuator input torque to rotate the flap. The predetermined distance is defined based on the expected fowler effect (fowler effect) of the available trailing edge pocket space in the flap 14 and wing 12 adjacent the under-wing structure 20, the overall mechanism of which is designed to be as compact as possible to reduce the volume required for the trailing edge pocket, the fairing overhang outside the wing tip (wing) and the overall weight of the mechanism. In an exemplary embodiment, the predetermined score is no less than 1/4, and is generally between 1/4 and 1/3. The substantially full 180 stroke length allowed by the over-center capability of crankshaft 24 reduces the magnitude of the peak 706 of actuator load relative to stroke (determined by the angle of rotation), as shown in FIG. 7, where a conventional load stroke curve 702 and an exemplary embodiment load stroke curve 704 are shown.

The configuration of crankshaft 24 allows for 360 ° of rotation. The over-centering capability of the crankshaft 24 relative to the actuating rods 26 allows the length of the crank arms 38a, 38b to be shorter than in prior flapwise systems where the rotation of the lever arms driving the actuating rods is limited in angle because the lever arms cannot be over-centered retracted without affecting the actuating rods. In addition, allowing crankshaft 24 to rotate over-center may eliminate the need for any "over-travel stop feature" that prevents component collisions that may occur if the actuator is overdriven in an existing flap deployment system. Further, if sufficient internal clearance in the wing is available (as shown by the kinematic sweep 80), continued rotation of crankshaft 24 in the original direction from the fully deployed position (as shown in FIG. 6D) will cause the flap 14 to retract. Further, depending on the rotational axis 28 of crankshaft 24, and the initial angular relationship of pivot pin 29 and shaft 32 in flap carrier 30, the clockwise and counterclockwise rotation of the extension/retraction profile relative to crankshaft 24 may be different, as shown by kinematic sweep 80. Counterclockwise rotation of crankshaft 24 from the stowed position of flap 14 provides a greater range of deployment of flap 14 in a first rotation of approximately 90 from the fully retracted position, while decreasing incremental deployment in a range from approximately 90 to 180. Clockwise rotation of crankshaft 24 from the retracted position provides a reduced deployment range of the flaps from 0 ° to approximately 270 °, while increasing incremental deployment in the range from approximately 270 ° to 180 °. This feature provides operational flexibility for the deployment or retraction of flaps in various flight profiles.

The embodiments described herein provide a method 800 for deploying a flap, as shown in fig. 8. Drive torque is provided to the crankshaft 24 via the rotary actuator 22, step 802. The crankshaft 24 is rotated in a first direction to drive the actuation rod 26 from a stowed position substantially aligned with the axis of rotation 28 of the crankshaft 24, step 804. Flap bracket 30 is rotated about axis 32 by actuating the lever to extend flap 14, step 806. Rotation of the crankshaft includes driving the actuation lever to the deployed position by rotating the crankshaft 24 approximately 180, step 808. The crankshaft 24 may then be rotated in the opposite direction to retract the flaps, step 810. Alternatively, step 812 of continuing rotation of crankshaft 24 in the first direction from 180 ° to 360 ° may also be implemented to retract flap 14. Allowing over-center rotation of the crankshaft beyond 180 eliminates the need for any "over-travel stop feature" while preventing collision of components, step 814.

Further, the present disclosure includes embodiments according to the following clauses:

clause 1. a flap actuation mechanism (17), comprising:

a flap bracket (30) attached to the flap (14) and coupled to the under-wing structure (20) by a pivotal coupling (32);

a crankshaft (24) configured for over-center rotation, the crankshaft having: aligned inboard and outboard crank arms (38a, 38b) extending from axially spaced inboard and outboard journals (36a, 36b) disposed in the under-wing structure and configured to rotate about rotational axes (28) of the inboard and outboard journals; and a crank pin (40) connected between the inner and outer crank arms; and

an actuation lever (26) having a first end (25) rotatably coupled to the crank pin and a second end (27) coupled to the flap bracket, wherein rotation of the crankshaft displaces the actuation lever to cause rotation of the flap bracket and the flap.

Clause 2. the mechanism of clause 1, wherein rotation of the crankshaft causes forward and rearward movement of the actuation lever to rotate the flap carrier and the flap between the stowed and deployed positions.

Clause 3. the mechanism of any of clauses 1-2, wherein the inboard journal and the outboard journal are spaced apart such that a front portion of the actuating lever can pass through the axis of rotation and be located between the inboard journal and the outboard journal during rotation of the crankshaft.

Clause 4. the mechanism of any of clauses 1-3, wherein the second end of the actuation lever is coupled to the flap bracket at a predetermined distance (74) from the pivotal coupling, and the inner and outer crank arms have an arm length (76) of 1/4 that is not less than the predetermined distance.

Clause 5. the mechanism of any of clauses 1-4, wherein a drive torque applied to rotate the crankshaft is converted by the actuator lever into a linear force applied to the flap carrier to rotate the flap between the stowed and deployed positions.

Clause 6. the mechanism of clause 5, wherein one of the inboard and outboard journals has internal splines (62), and a rotary actuator (22) provides the drive torque, the rotary actuator having an output shaft (64) configured to engage the internal splines.

Clause 7. the mechanism of clause 6, wherein the second end (27) of the actuation lever is coupled to the flap bracket at a predetermined distance (74) from the pivotal coupling, and the inner and outer crank arms have an arm length (76) of no less than a predetermined fraction of the predetermined distance to create a mechanical advantage between an actuator force and a linear force applied by the actuation lever to rotate the flap.

Clause 8. the mechanism of any of clauses 1-7, wherein the actuating rod is coupled to the crank pin by a split bearing (42), and the actuating rod includes a rod cover (44) configured to secure the split bearing and the actuating rod to the crank pin.

Clause 9. the mechanism of any of clauses 1-8, further comprising inboard and outboard roller bearings (34a, 34b) configured to receive the inboard and outboard journals, the inboard roller bearings being disposed in the inboard and outboard ribs.

Clause 10. the mechanism of any one of clauses 1-9, further comprising at least one reaction ring received in a mating bore of one of the inboard and outboard ribs and one of the inboard and outboard roller bearings received in the at least one reaction ring (46).

Clause 11. the mechanism of any one of clauses 1-10, further including an inboard friction pad (66a) engaged between the inboard crank arm and an inner surface (68) of the at least one reaction ring, and including an outboard friction pad (66b) engaged between the outboard crank arm and an inboard surface (70) of the outboard rib.

Clause 12. the mechanism of clause 10, wherein the at least one reaction ring is multi-faceted, keyed, or scalloped to engage the mating aperture to react torque.

Clause 13. the mechanism of clause 12, wherein the at least one reaction ring is octagonal.

Clause 14. the mechanism of clause 11, wherein the mating aperture has a diameter configured to receive the crankshaft having the inner crank arm and the outer crank arm.

Clause 15. the mechanism of clause 14, wherein the outboard roller bearing is inserted into a receiving aperture (72) in the outboard rib, and the outboard friction pad, the crankshaft, the inboard friction pad, the inboard roller bearing, and the at least one reaction ring are configured to be sequentially received through the mating apertures.

Clause 16. a flap system for an aircraft, the system comprising:

a wing (12) having an under-wing flap support element comprising an under-wing structure (20) comprising an inboard rib (21a) and an outboard rib (21b) forming a clevis with a slot (23);

a flap bracket (30) attached to the flap (14) and rotatably coupled to the under-wing structure by a shaft (32) extending between the inboard and outboard ribs;

a crankshaft (24) configured for over-center rotation, the crankshaft having: aligned inboard and outboard crank arms (38a, 38b) extending from axially spaced inboard and outboard journals (36a, 36b), the inboard and outboard crank arms configured to rotate about a rotational axis (28), the inboard journal having internal splines (62); and a crank pin (40) connected between the inner and outer crank arms;

inboard and outboard roller bearings (34a, 34b) configured to receive the inboard and outboard journals, the outboard roller bearing disposed in a receiving bore (72) in the inboard rib;

a reaction ring (46) received in a mating bore (48) of the inboard rib, the inboard roller bearing being received in the reaction ring, the reaction ring being multi-faceted, keyed or scalloped to engage the mating bore to react torque, the reaction ring having a keyed or splined cylindrical flange (60);

an inner friction pad (66a) engaged between the inner crank arm and an inner surface (68) of the reaction ring, and an outer friction pad (66b) engaged between the outer crank arm and an inner surface (70) of the outer rib;

a rotary actuator (22) received on the splined cylindrical flange and having an output shaft (64) configured for internal splined engagement; and

an actuation lever (26) extending through the slot and having a first end (25) rotatably connected to the crank pin by a split ball bearing (42) secured by a lever cap (44), the actuation lever further having a second end (27) coupled to a flap bracket, wherein rotation of the crankshaft displaces the actuation lever from a stowed position aligned with the axis of rotation to an extended position over an extended range by rotating the crankshaft by substantially 180 ° causing the flap bracket and the flap to rotate.

Clause 17. a method for deploying a flap, the method comprising:

providing a driving torque to the crankshaft;

rotating the crankshaft in a first direction to drive an actuation rod from a stowed position aligned with an axis of rotation of the crankshaft; and

the flap carrier is rotated by means of an actuating lever in order to extend the flap.

Clause 18. the method of clause 17, wherein the step of rotating the crankshaft comprises driving the actuating lever to a deployed position by rotating the crankshaft approximately 180 °.

Clause 19. the method of clause 17, further comprising rotating the crankshaft in an opposite direction to retract the flap.

Clause 20. the method of clause 18, further comprising continuing to rotate the crankshaft from 180 ° to 360 ° in the first direction to retract the flap.

Having now described various embodiments in detail as required by the patent statutes, those skilled in the art will recognize modifications and substitutions to the specific embodiments disclosed herein. Such modifications are intended to fall within the scope and intent of the appended claims. In the description and claims, the terms "comprising," "incorporating," "merging," or "merging," "including," or "including," "having," "has," or "having," and "containing," "including," or "containing" are intended to be open-ended terms and that additional or equivalent elements may be present. The term "substantially" as used in the specification and claims means that the feature, parameter, or value does not need to be achieved exactly, but rather that deviations or variations in the quantity can occur that do not preclude the effect that the feature is intended to provide, including for example, tolerances, measurement error, measurement accuracy limitations and other factors known to those of skill in the art.