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 - Moyens mécaniques pour le transfert de la grandeur de sortie d'un organe sensibleMoyens pour convertir la grandeur de sortie d'un organe sensible en une autre variable, lorsque la forme ou la nature de l'organe sensible n'imposent pas un moyen de conversion déterminéTransducteurs non spécialement adaptés à une variable particulière utilisant des moyens électriques ou magnétiques influençant la valeur d'un courant ou d'une tension en faisant varier l'inductance, p. ex. une armature mobile
B64F 5/60 - Test ou inspection des composants ou des systèmes d'aéronefs
G01R 25/00 - Dispositions pour procéder aux mesures de l'angle de phase entre une tension et un courant ou entre des tensions ou des courants
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 - Indicateurs ou dispositifs de protection d'aéronefs, non prévus ailleurs
H02J 50/12 - Circuits ou systèmes pour l'alimentation ou la distribution sans fil d'énergie électrique utilisant un couplage inductif du type couplage à résonance
H02J 50/80 - Circuits ou systèmes pour l'alimentation ou la distribution sans fil d'énergie électrique mettant en œuvre l’échange de données, concernant l’alimentation ou la distribution d’énergie électrique, entre les dispositifs de transmission et les dispositifs de réception
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.
B64D 45/00 - Indicateurs ou dispositifs de protection d'aéronefs, non prévus ailleurs
B64C 13/34 - Dispositifs de transmission sans amplification de puissance ou dans les cas où l'amplification de puissance est sans objet mécaniques utilisant des engrenages
B64C 9/22 - Surfaces ou éléments de commande réglables, p. ex. gouvernes de direction formant des fentes à l'avant de l'aile
6.
Aircraft control surface element monitoring system
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 - Dispositifs de transmission sans amplification de puissance ou dans les cas où l'amplification de puissance est sans objet mécaniques
F16D 43/204 - Embrayages automatiques à commande interne actionnés entièrement mécaniquement commandés par le couple, p. ex. embrayages à déclenchement en cas de surcharge, embrayages à glissement avec dispositifs par lesquels le couple fait varier la pression d'embrayage du type à rochet avec des billes ou des rouleaux intermédiaires
F16D 3/10 - Accouplements avec moyens pour faire varier la relation angulaire de deux arbres coaxiaux pendant le mouvement d'entraînement
F16D 7/06 - Accouplements à glissement, p. ex. glissant en cas de surcharge, pour absorber les chocs du type à rochet avec billes ou rouleaux intermédiaires
F16H 35/10 - Dispositions ou dispositifs pour absorber la surcharge ou empêcher tout dommage par surcharge
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 - Indicateurs ou dispositifs de protection d'aéronefs, non prévus ailleurs
G01L 5/10 - Appareils ou procédés pour la mesure des forces, du travail, de la puissance mécanique ou du couple, spécialement adaptés à des fins spécifiques pour la mesure de la tension dans les éléments flexibles, p. ex. dans les cordages, les câbles, les fils métalliques, les filaments, les courroies ou les bandes en utilisant des moyens électriques
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 - Dispositifs de transmission sans amplification de puissance ou dans les cas où l'amplification de puissance est sans objet mécaniques utilisant des mécanismes à câbles, chaînes ou tiges
B64C 9/16 - Surfaces ou éléments de commande réglables, p. ex. gouvernes de direction formant des fentes à l'arrière de l'aile
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 - Systèmes comportant essentiellement des moyens particuliers pour commander la vitesse ou la puissance d'un organe de sortie pour commander la vitesse par des moyens de commande situés dans le circuit d'alimentation
F15B 15/18 - Ensembles combinés comportant moteur et pompe
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 - Accouplements extensibles, c.-à-d. avec moyens permettant le mouvement entre parties accouplées durant leur entraînement avec pièces d'accouplement reliées par un ou plusieurs organes intermédiaires ayant la forme d'un disque élastique ou d'une bague plate disposés perpendiculairement à l'axe des pièces d'accouplement, différents jeux de trous dans le disque ou la bague étant reliés à chaque pièce d'accouplement, p. ex. joints Hardy le disque ou la bague étant métalliques
brevets
