b) configured to drive the screw nut. In use, the at least one motor applies a torque to the sleeve via the screw nut. When the applied torque is below a threshold value, the sleeve is restricted from rotating about the stroke axis, such that rotation of the screw nut causes linear displacement of the sleeve and actuator rod together along the stroke axis. When the applied torque equals or exceeds the threshold value, the sleeve is able to rotate about the stroke axis, such that rotation of the screw nut causes rotation of the sleeve, and such that rotation of the sleeve causes linear displacement of the actuator rod.
A signal transmitter apparatus configured for use in an aircraft moveable element monitoring system. The signal transmitter apparatus comprising a signal transmitter circuit. The signal transmitter circuit comprises: a first electrical path between a voltage input and a first node, the first electrical path comprising an inductor; a second electrical path between the first node and a second node, the second electrical path comprising a signal transmitter coil and a first capacitor, wherein the signal transmitter coil is electrically connected in series with the first capacitor; a third electrical path between the first node and the second node, the third electrical path comprising a second capacitor, such that the second capacitor is electrically connected in parallel to the signal transmitter coil and the first capacitor; and a fourth electrical path between the second node and the voltage input.
G01D 5/20 - Mechanical means for transferring the output of a sensing memberMeans for converting the output of a sensing member to another variable where the form or nature of the sensing member does not constrain the means for convertingTransducers not specially adapted for a specific variable using electric or magnetic means influencing the magnitude of a current or voltage by varying inductance, e.g. by a movable armature
B64F 5/60 - Testing or inspecting aircraft components or systems
G01R 25/00 - Arrangements for measuring phase angle between a voltage and a current or between voltages or currents
A linear actuator (100) comprising a stroke axis (102), an actuator rod (104)extending along the stroke axis. The actuator rod comprises: an actuator rod outer surface (110), and a first screw thread (108) on a portion of the actuator rod outer surface; a sleeve (118) positioned around, and coaxial with, the actuator rod. The sleeve comprises: a sleeve inner surface (122), a sleeve outer surface (130), a second screw thread (120) on a portion of the sleeve inner surface, the second screw thread configured to engage with the first screw thread, and a third screw thread (128) on a portion of the sleeve outer surface. A screw nut (136) is provided configured to engage with the third screw thread. At least one motor (142a, 142b) configured to drive the screw nut. In use, the at least one motor applies a torque to the sleeve via the screw nut. When the applied torque is below a threshold value, the sleeve is restricted from rotating about the stroke axis, such that rotation of the screw nut causes linear displacement of the sleeve and actuator rod together along the stroke axis. When the applied torque equals or exceeds the threshold value, the sleeve is able to rotate about the stroke axis, such that rotation of the screw nut causes rotation of the sleeve, and such that rotation of the sleeve causes linear displacement of the actuator rod.
A signal transmitter apparatus configured for use in an aircraft moveable element monitoring system. The signal transmitter apparatus comprising a signal transmitter circuit. The signal transmitter circuit comprises: a first electrical path between a voltage input and a first node, the first electrical path comprising an inductor; a second electrical path between the first node and a second node, the second electrical path comprising a signal transmitter coil and a first capacitor, wherein the signal transmitter coil is electrically connected in series with the first capacitor; a third electrical path between the first node and the second node, the third electrical path comprising a second capacitor, such that the second capacitor is electrically connected in parallel to the signal transmitter coil and the first capacitor; and a fourth electrical path between the second node and the voltage input.
B64D 45/00 - Aircraft indicators or protectors not otherwise provided for
H02J 50/12 - Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
H02J 50/80 - Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
A skew detection system for an aircraft flight control surface, the flight control surface being moveable relative to fixed structure of the aircraft by operation of a first gear rack driven by a first gear pinion and by operation of a second gear rack driven by a second gear pinion, the skew detection system including a first sensor arrangement and a second sensor arrangement, the first gear rack having a first set of teeth defining a plurality of first targets, the second gear rack having a second set of teeth defining a plurality of second targets, the plurality of first targets being configured to move relative to the first sensor arrangement and the plurality of second targets being configured to move relative to the second sensor arrangement, the skew detection system including a monitoring device to monitor the output from the first and second sensors and determine whether a skew condition has arisen in the flight control surface.
c). An exemplary moveable element signal transmission unit (115) includes a first signal transmission unit coil and a second signal transmission unit coil, the first signal transmission unit coil being electrically connected to the second signal transmission unit coil. Each moveable element signal transmission unit is configured to be installed on a respective moveable element of an aircraft. The signal transmitter coil, the one or more moveable element signal transmission units and the signal receiver coil form an inductively coupled transmission line. The signal generator is configured to provide an electrical signal to the signal transmitter coil and the signal detector is configured to detect the electrical signal via the signal receiver coil. The signal detector is further configured to determine a condition of the one or more moveable elements by comparing the detected electrical signal to a predetermined signal characteristic.
A device having an input element, an output element, and a drive element, the device having a first position configured such that the drive element is engaged with the input element and the output element to prevent movement of the input element in a first direction relative to the output element, the device having a second position configured such that the drive element is engaged with the input element and a further element to prevent movement of the input element in the first direction relative to the further element.
B64C 13/28 - Transmitting means without power amplification or where power amplification is irrelevant mechanical
F16D 43/204 - Internally controlled automatic clutches actuated entirely mechanically controlled by torque, e.g. overload-release clutches, slip-clutches with means by which torque varies the clutching pressure of the ratchet type with intermediate balls or rollers
F16D 3/10 - Couplings with means for varying the angular relationship of two coaxial shafts during motion
F16D 7/06 - Slip couplings, e.g. slipping on overload, for absorbing shock of the ratchet type with intermediate balls or rollers
F16H 35/10 - Arrangements or devices for absorbing overload or preventing damage by overload
8.
Control surface element skew and/or loss detection system
An aircraft control surface skew and/or loss detection system including an aircraft wing structure having a fixed part and at least two control surface elements wherein the at least two control surface elements are configured to be moveable relative to the fixed part. The detection system also includes a cable operably connected to each of the at least two control surface elements such that a tensile force is applied to the cable upon skew and/or loss of one of the control surface elements. The detections system has a sensor assembly including a first part and a second part, wherein one of the first and second parts has a sensor and wherein the cable is coupled to the second part such that skew and/or loss of one of the control surface elements causes movement of the second part relative to the first part. The sensor is configured to detect a first relative position of the first and second parts indicative of the wing structure supporting a load, and a second relative position of the first and second parts indicative of the wing structure being supported.
B64D 45/00 - Aircraft indicators or protectors not otherwise provided for
G01L 5/10 - Apparatus for, or methods of, measuring force, work, mechanical power, or torque, specially adapted for specific purposes for measuring tension in flexible members, e.g. ropes, cables, wires, threads, belts or bands using electrical means
A system for an aircraft wing including a power drive unit (101), a first actuator (104C) for actuating a first aerodynamic device (103), a second actuator (104A) for actuating a second aerodynamic device (102), a first drive path (109B) configured to operate between the power drive unit (101) and the first actuator (104C), a second drive path (109A) operably connecting the power drive unit (101) and the second actuator (104A), the first drive path (109B) including a lost motion device (108A), the lost motion device (108A) being configured to selectively operably connect the power drive unit (101) to the first actuator (104C) and selectively operably disconnect the power drive unit (101) from the first actuator (104C).
A skew detection system for an aircraft flight control surface, the flight control surface being moveable relative to fixed structure of the aircraft by operation of a first gear rack driven by a first gear pinion and by operation of a second gear rack driven by a second gear pinion, the skew detection system including a first sensor arrangement and a second sensor arrangement, the first gear rack having a first set of teeth defining a plurality of first targets, the second gear rack having a second set of teeth defining a plurality of second targets, the plurality of first targets being configured to move relative to the first sensor arrangement and the plurality of second targets being configured to move relative to the second sensor arrangement, the skew detection system including a monitoring device to monitor the output from the first and second sensors and determine whether a skew condition has arisen in the flight control surface.
An aircraft moveable element monitoring system is provided. An exemplary aircraft moveable element monitoring system includes a signal generator (108), a signal transmitter coil (110) electrically connected to the signal generator (108); a signal detector (112); a signal receiver coil (114) electrically connected to the signal detector (112); and one or more moveable element signal transmission units (115a-c). An exemplary moveable element signal transmission unit (115) includes a first signal transmission unit coil and a second signal transmission unit coil, the first signal transmission unit coil being electrically connected to the second signal transmission unit coil. Each moveable element signal transmission unit is configured to be installed on a respective moveable element of an aircraft. The signal transmitter coil, the one or more moveable element signal transmission units and the signal receiver coil form an inductively coupled transmission line. The signal generator is configured to provide an electrical signal to the signal transmitter coil and the signal detector is configured to detect the electrical signal via the signal receiver coil. The signal detector is further configured to determine a condition of the one or more moveable elements by comparing the detected electrical signal to a predetermined signal characteristic.
An aircraft control surface skew and/or loss detection system including an aircraft wing structure having a fixed part and at least two control surface elements wherein the at least two control surface elements are configured to be moveable relative to the fixed part. The detection system also includes a cable operably connected to each of the at least two control surface elements such that a tensile force is applied to the cable upon skew and/or loss of one of the control surface elements. The detections system has a sensor assembly including a first part and a second part, wherein one of the first and second parts has a sensor and wherein the cable is coupled to the second part such that skew and/or loss of one of the control surface elements causes movement of the second part relative to the first part. The sensor is configured to detect a first relative position of the first and second parts indicative of the wing structure supporting a load, and a second relative position of the first and second parts indicative of the wing structure being supported.
A system for an aircraft wing including a power drive unit (101), a first actuator (104C) for actuating a first aerodynamic device(103), a second actuator (104A)for actuating a second aerodynamic device (102), a first drive path (109B) configured to operate between the power drive unit (101) and the first actuator(104C), a second drive path (109A) operably connecting the power drive unit (101) and the second actuator (104A), the first drive path (109B) including a lost motion device (108A), the lost motion device (108A) being configured to selectively operably connect the power drive unit (101) to the first actuator (104C) and selectively operably disconnect the power drive unit (101) from the first actuator (104C).
B64C 13/30 - Transmitting means without power amplification or where power amplification is irrelevant mechanical using cable, chain, or rod mechanisms
B64C 9/16 - Adjustable control surfaces or members, e.g. rudders forming slots at the rear of the wing
An aircraft control surface actuation assembly comprises a first electromechanical actuator assembly (44) driven by two independent motors (48, 50) for redundancy, with a damping assembly (46) provided to mitigate flutter.
The present invention relates generally to flow regulation in aircraft systems. More particularly, the present invention relates to a flow regulator 100 and a high-lift system 200 for an aircraft incorporating such a flow regulator 100. The flow regulator 100 comprises a fluid input port 102 for receiving a pressurized fluid, a fluid output port 104 for providing fluid having a regulated flow rate, and a regulator valve 106 connected in fluid communication between the fluid input port 102 and the fluid output port 104. The regulator valve 106 is operable to provide regulated fluid at a substantially constant output flow rate to the fluid output port 104. The flow regulator 100 also includes a flow switching mechanism 108 for switching the substantially constant output flow of the flow regulated fluid provided by the regulator valve 106 between a first flow rate and a second flow rate, the first flow rate being less than the second flow rate.
A control surface element skew and/or loss detection system (100) is provided which combines a cable (168, 178) system linked to movement transducers (120) via mechanical links (114, 116) connecting the fixed wing structure (102) to the control surface elements (106, 112).
The present invention relates generally to flow regulation in aircraft systems. More particularly, the present invention relates to a flow regulator (100) and a high-lift system (200) for an aircraft incorporating such a flow regulator (100). The flow regulator (100) comprises a fluid input port 102 for receiving a pressurised fluid, a fluid output port (104) for providing fluid having a regulated flow rate, and a regulator valve (106) connected in fluid communication between the fluid input port (102) and the fluid output port (104). The regulator valve 106 is operable to provide regulated fluid at a substantially constant output flow rate to the fluid output port (104). The flow regulator (100) also includes a flow switching mechanism (108) for switching the substantially constant output flow of the flow regulated fluid provided by the regulator valve (106) between a first flow rate and a second flow rate, the first flow rate being less than the second flow rate.
The present invention provides a panel device for modifying airflow about a wing (110) of an aircraft (120). The panel device may be used to provide a flap (100) or a leading edge slat. The panel device comprises a plurality of independently operable panel sub-sections (102, 104, 106). Each panel sub-section (102, 104, 106) has a panel authority lower than a predetermined critical threshold value so as to allow simple economic control of synchronisation. The panel device provides for both improved fuel efficiency as well as enhanced operational safety of the aircraft (120).
The present invention relates to a hydraulic actuator, in particular an electrically driven hydraulic actuator. An example of the electrically driven hydraulic actuator comprises a variable speed motor, a variable capacity displacement pump arranged to be driven by the variable speed motor; and a hydraulic actuator driven by the variable displacement pump. Being able to vary the speed of the motor and the displacement of the pump enables the actuator to be able to be operated very flexibly and the motor does not have to be driven at an excessively high or low speed reducing wear and over-heating of the motor.
F15B 11/042 - Systems essentially incorporating special features for controlling the speed or the actuating force or speed of an output member for controlling the speed by means in the feed line
F15B 15/18 - Combined units comprising both motor and pump
A diaphragm coupling having first and second diaphragm plates that are joined together around their outer edges. Each diaphragm plate has a central, axially-extending hub. The hub of the first plate supports within it a pin member having an outwardly projecting shoulder at each end adapted to engage an internal shoulder on the hub of the first plate at one end and an internal shoulder on the hub of the second plate at the other end so as to limit axial separation of the two hubs—from one another.
F16D 3/79 - Yielding couplings, i.e. with means permitting movement between the connected parts during the drive with the coupling parts connected by one or more intermediate members shaped as an elastic disc or flat ring, arranged perpendicular to the axis of the coupling parts, different sets of spots of the disc or ring being attached to each coupling part, e.g. Hardy couplings the disc or ring being metallic
patents
