CN114194381A - Three-level torque protection device of flap actuating system of large aircraft - Google Patents
Three-level torque protection device of flap actuating system of large aircraft Download PDFInfo
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- CN114194381A CN114194381A CN202111657878.9A CN202111657878A CN114194381A CN 114194381 A CN114194381 A CN 114194381A CN 202111657878 A CN202111657878 A CN 202111657878A CN 114194381 A CN114194381 A CN 114194381A
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- flap
- variable angle
- angle speed
- torque
- speed reducer
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
- B64C13/24—Transmitting means
- B64C13/26—Transmitting means without power amplification or where power amplification is irrelevant
- B64C13/28—Transmitting means without power amplification or where power amplification is irrelevant mechanical
- B64C13/30—Transmitting means without power amplification or where power amplification is irrelevant mechanical using cable, chain, or rod mechanisms
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
Abstract
The application belongs to the field of mechanical transmission design of airplanes, and particularly relates to a three-level torque protection device of a flap actuating system of a large airplane. The method comprises the following steps: the unilateral torque limiting device is connected with the flap actuating system through a torsion bar at a first end, connected with the power driving device through the torsion bar at a second end and connected with the flap through a flap actuating line at a third end; the flap actuation line system comprises a first flap actuation line system section, a second flap actuation line system section and a ball screw mechanism. And the power driving device, the unilateral torque limiting device and the second variable angle speed reducer are all provided with torque limiting devices. The maximum torque borne by each section of the flap actuating system during clamping stagnation is limited, the locked-rotor torque of the power driving device is matched with the actuating system and the structural strength design at a low weight cost, the flap actuating system can bear the maximum aerodynamic load from a flap control surface and the fault load during clamping stagnation, and permanent deformation is avoided.
Description
Technical Field
The application belongs to the field of mechanical transmission design of airplanes, and particularly relates to a three-level torque protection device of a flap actuating system of a large airplane.
Background
In the design of a large airplane, a flap actuating system outputs torque and rotating speed by a power driving device, the torque and the rotating speed are transmitted by an actuating line system, and a lead screw actuator is driven to move to drive a flap to deflect along a set track. Once the flap actuating system is jammed, locked-rotor torque (which is a plurality of times of rated working load) from a power driving device acts on the jammed point, and the locked-rotor torque is far larger than the rated working torque of the actuating system. If the safety margin design is carried out on the flap actuating system and the flap moving mechanism according to the clamping stagnation fault load, the airplane has to pay huge weight cost; if the safety margin design is carried out according to the rated working load, the risk that the system is overloaded and damaged when being stuck can be met, and the flight safety is threatened.
Accordingly, a technical solution is desired to overcome or at least alleviate at least one of the above-mentioned drawbacks of the prior art.
Disclosure of Invention
The application aims to provide a three-stage torque protection device of a flap actuating system of a large airplane, so as to solve at least one problem existing in the prior art.
The technical scheme of the application is as follows:
a three-level torque protection device of a flap actuation system of a large aircraft comprises:
a power drive device;
the unilateral torque limiting device is connected with the flap actuating system through a torsion bar at a first end, connected with the power driving device through the torsion bar at a second end and connected with the flap through a flap actuating line at a third end;
the flap actuation line comprises a first flap actuation line section, a second flap actuation line section and a ball screw mechanism,
one end of the first flap operating line section is connected with the unilateral torque limiting device through a torsion bar, the first flap operating line section comprises a plurality of first variable angle speed reducers, and adjacent first variable angle speed reducers are connected through the torsion bar;
one end of the second flap operating line section is connected with the other end of the first flap operating line section through a torsion bar, the second flap operating line section comprises a plurality of second variable angle reducers, adjacent second variable angle reducers are connected through a plurality of torsion bars, and two adjacent torsion bars are connected through a guide support;
one end of the ball screw mechanism is connected with the second variable angle speed reducer, the other end of the ball screw mechanism is connected with the flap, and the flap actuator of the ball screw mechanism is driven to move through the flap actuator system to drive the flap to deflect along a set track;
and torque limiting devices are arranged in the power driving device, the unilateral torque limiting device and the second variable angle speed reducer.
In at least one embodiment of the present application, the first variable angle decelerator includes two.
In at least one embodiment of the present application, the second variable angle decelerator is a drop-down variable angle decelerator.
In at least one embodiment of the present application, the flap comprises an inner flap and an outer flap, the second flap actuation line system segment comprises an inner flap actuation line system segment and an outer flap actuation line system segment, wherein,
the inner flap operating line system section comprises two second variable angle speed reducers, the two second variable angle speed reducers are connected through 4 torsion bars, and two adjacent torsion bars are connected through a guide support;
the outer flap operating line system section comprises two second variable angle speed reducers, the two second variable angle speed reducers are connected through 4 torsion bars, and two adjacent torsion bars are connected through a guide support.
In at least one embodiment of the present application, the outermost two torsion bars on the outer flap actuator linkage are connected by a retraction prevention device.
In at least one embodiment of the present application, a braking state indicating pin is provided in the second variable angle reducer to indicate whether a torque limiting function thereof is activated.
In at least one embodiment of the application, after the braking state indicating pin of the second variable angle speed reducer is started, the braking state is restored through manually reversing a transmission shaft of a flap actuating system, and the state indicating pin is manually reset.
In at least one embodiment of the present application, a brake status indicating pin is provided in the one-sided torque limiting device to indicate whether a torque limiting function thereof is activated.
In at least one embodiment of the application, after the brake state indicating pin of the unilateral torque limiting device is started, the brake release state is recovered through a transmission shaft of a manual reverse flap actuating system, and the state indicating pin is manually reset.
The invention has at least the following beneficial technical effects:
the utility model provides a tertiary moment of torsion protection device of large aircraft wing flap actuating system has restricted the maximum torque that each section of wing flap actuating system born when the jamming bore, has realized the matching of locked-rotor moment of torsion and actuating system, structural strength design of power drive device with less weight cost, has guaranteed that the wing flap actuating system can bear the biggest aerodynamic load that comes from the wing flap rudder face, can bear the trouble load when the jamming again, and does not take place permanent deformation.
Drawings
FIG. 1 is a schematic diagram of a three-stage torque protection device of a flap actuation system of a large aircraft according to an embodiment of the present application.
Wherein:
1-power driving device, 2-first torsion bar, 3-second torsion bar, 4-single side torque limiting device, 5-third torsion bar, 6-first angle-variable speed reducer I, 7-fourth torsion bar, 8-first angle-variable speed reducer II, 9-fifth torsion bar, 10-second angle-variable speed reducer I, 11-sixth torsion bar, 12-first angle-variable support, 13-seventh torsion bar, 14-second angle-variable support, 15-eighth torsion bar, 16-third angle-variable support, 17-ninth torsion bar, 18-second angle-variable speed reducer II, 19-tenth torsion bar, 20-fourth angle-variable support, 21-eleventh torsion bar, 22-second angle-variable speed reducer III, 23-twelfth torsion bar, 24-fifth angle-variable speed reducer support, 25-a thirteenth torsion bar, 26-a sixth guide support, 27-a fourteenth torsion bar, 28-a retraction-preventing braking device, 29-a fifteenth torsion bar, 30-a second variable angle speed reducer IV, 31-a ball screw mechanism I, 32-a ball screw mechanism II, 33-a ball screw mechanism III, 34-a ball screw mechanism IV; 35-inner flap, 36-outer flap.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the drawings in the embodiments of the present application. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are a subset of the embodiments in the present application and not all embodiments in the present application. The embodiments described below with reference to the drawings are exemplary and intended to be used for explaining the present application and should not be construed as limiting the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application. Embodiments of the present application will be described in detail below with reference to the accompanying drawings.
In the description of the present application, it is to be understood that the terms "center", "longitudinal", "lateral", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", and the like indicate orientations or positional relationships based on those shown in the drawings, and are used merely for convenience in describing the present application and for simplifying the description, and do not indicate or imply that the referenced device or element must have a particular orientation, be constructed in a particular orientation, and be operated, and therefore should not be construed as limiting the scope of the present application.
The present application is described in further detail below with reference to fig. 1.
The application provides a tertiary moment of torsion protection device of large aircraft flap actuating system includes: a power drive 1, a single-side torque limiting device 4 and a flap actuation line.
Specifically, as shown in fig. 1, a first end of the unilateral torque limiting device 4 is connected with the flap actuation system through a second torsion bar 3, a second end is connected with the power driving device 1 through a first torsion bar 2, and a third end is connected with the flap through a flap actuation line; the flap actuation line system comprises a first flap actuation line system section, a second flap actuation line system section and a ball screw mechanism.
One end of the first flap operating line section is connected with the unilateral torque limiting device 4 through a torsion bar, the first flap operating line section comprises a plurality of first variable angle speed reducers, and adjacent first variable angle speed reducers are connected through the torsion bar; one end of the second flap action line system section is connected with the other end of the first flap action line system section through a torsion bar, the second flap action line system section comprises a plurality of second variable angle speed reducers, adjacent second variable angle speed reducers are connected through a plurality of torsion bars, and two adjacent torsion bars are connected through a guide support; one end of the ball screw mechanism is connected with the second variable angle speed reducer, the other end of the ball screw mechanism is connected with the flap, and the flap actuator of the ball screw mechanism is driven to move through the flap actuator system to drive the flap to deflect along a set track. The power drive device 1, the single-side torque limiting device 4 and the second variable angle speed reducer are all provided with torque limiting devices.
According to the three-level torque protection device of the flap actuating system of the large airplane, the flap actuating system outputs torque and rotating speed through the power driving device 1, the torque and the rotating speed are transmitted through the flap actuating line system, the lead screw actuator is driven to move, and the flap is driven to deflect along a set track. As soon as the flap actuation system has a jamming, the stalling torque from the power drive 1 will act on this jamming point. If the strength of the flap actuating system and the flap moving mechanism is designed according to the clamping stagnation fault load, the airplane will pay huge weight cost; if the strength design is carried out according to rated working load, the risk that the actuating system is damaged by overload when the system is stuck can be met. According to the flap actuating system of the large aircraft, a three-level torque protection technology is adopted, the maximum torque output from each section of the actuating system to the lower level is limited, and the matching of the locked-rotor torque of the power driving device with the actuating system and the structural strength design is realized at the cost of smaller weight. The first-stage torque protection technology is applied to a torque limiting device in a second variable-angle speed reducer, and the braking threshold of the torque limiting device is 1.25-1.5 times of the rated working torque of the torque limiting device; the second-stage torque protection technology is applied to a torque limiting device in the unilateral torque limiting device 4, and the braking threshold value is set to be (1-1.25) × 1/2 (power driving device slipping torque threshold value); the third-level torque protection technology is applied to an overload slip protection device in the power driving device 1, and the slip threshold is 1.3-1.6 times of the rated torque. Once the actuating system is blocked, a front-stage torque protection device at the blocking point is triggered until the slipping function of the power driving device is triggered, the slipping lasts for 1s, the power driving device brakes and keeps the flap at the current position, and once the slipping function of the power driving device is triggered, the central maintenance system can give out fault information after information is synthesized.
In a preferred embodiment of the present application, the first variable angle speed reducer includes two, a first variable angle speed reducer I6 and a first variable angle speed reducer II8, the first variable angle speed reducer I6 is connected to the first variable angle speed reducer II8 by a fourth torsion bar 7, the first variable angle speed reducer I6 is connected to the third end of the one-side torque limiter device 4 by a third torsion bar 5, and the first variable angle speed reducer II8 is connected to the second variable angle speed reducer I10 by a fifth torsion bar 9.
In a preferred embodiment of the present application, the second variable angle reducer is a drop-down variable angle reducer.
The flap of the three-level torque protection device of the flap actuating system of the large aircraft comprises an inner flap 35 and an outer flap 36, the second flap actuation line system section comprises an inner flap actuation line system section and an outer flap actuation line system section, the inner flap actuation line system section comprises two second variable angle speed reducers (a second variable angle speed reducer I10 and a second variable angle speed reducer II18), the two second variable angle speed reducers are connected through 4 torsion bars (a sixth torsion bar 11, a seventh torsion bar 13, an eighth torsion bar 15 and a ninth torsion bar 17), and the two adjacent torsion bars are connected through guide supports (a first guide support 12, a second guide support 14 and a third guide support 16). In the present embodiment, the ball screw mechanism IV34 is connected to the second variable angle reduction gear II10, the ball screw mechanism III33 is connected to the second variable angle reduction gear II18, and the inner flap 35 is connected through the ball screw mechanism IV34 and the ball screw mechanism III 33. The outer flap line system section comprises two second angle-variable reducers (a second angle-variable reducer III22 and a second angle-variable reducer IV30), the two second angle-variable reducers are connected through 4 torsion bars (a twelfth torsion bar 23, a thirteenth torsion bar 25, a fourteenth torsion bar 27 and a fifteenth torsion bar 29), adjacent two torsion bars are connected through guide supports (a fifth guide support 24 and a sixth guide support 26), and the two outermost torsion bars on the outer flap line system section are connected through a retraction prevention braking device 28. In the present embodiment, the ball screw mechanism II32 is connected to the second variable angle reduction gear III22, the ball screw mechanism I31 is connected to the second variable angle reduction gear IV30, and the outer flap 36 is connected through the ball screw mechanism II32 and the ball screw mechanism I31.
In a preferred embodiment of the application, a braking state indicating pin is arranged in the second variable angle speed reducer and used for indicating whether a torque limiting function of the second variable angle speed reducer is started, after the braking state indicating pin of the second variable angle speed reducer is started, a braking releasing state is recovered through a transmission shaft of a manual reverse flap actuating system, and the state indicating pin is manually reset. In this embodiment, the unilateral torque limiting device 4 is provided with a brake state indicating pin for indicating whether the torque limiting function is activated, and after the brake state indicating pin of the unilateral torque limiting device 4 is activated, the brake state is restored by manually reversing a transmission shaft of the flap actuating system, and the state indicating pin is manually reset.
In one embodiment of the present application, a specific application of the three-stage torque protection technique is illustrated by taking the clamping stagnation of the ball screw mechanism as an example. In the motion process of the flap actuating system, if the ball screw mechanism is blocked, a continuous process of 'braking of a lower-hanging type variable-angle speed reducer, braking of a unilateral torque limiting device and slipping of a power driving device' occurs, namely: the ball screw mechanism is clamped and lagged, the system torque is continuously increased to a braking threshold of the lower-hanging variable-angle speed reducer, the torque limiting device is used for braking, the system torque is continuously increased to 1/2 (a slipping torque threshold value of the power driving device) so that the braking function of the unilateral torque limiting device is started, then the power driving device slips, when the slipping duration is longer than or equal to 1s, the power driving device is used for closing driving, and the power driving device and the anti-retraction braking device are used for keeping the flap at the current position.
The utility model provides a large-scale aircraft wing flap actuates tertiary moment of torsion protection device of system, large-scale aircraft wing flap actuates tertiary moment of torsion protection technology of system and has restricted the maximum torque that moves the downward output at different levels of system, the stifled moment of torsion of power drive device can not transmit to on actuating system each part when having guaranteed to actuate system jamming, the stifled moment of torsion that has realized power drive device with less weight cost and actuating the system, the matching of structural strength design, it can bear the biggest aerodynamic load that comes from the wing flap rudder face to have guaranteed that the wing flap actuates the system, can bear the fault load when the jamming again, and do not take place permanent deformation.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (9)
1. A three-level torque protection device of a flap actuating system of a large airplane is characterized by comprising:
a power drive device (1);
the unilateral torque limiting device (4) is connected with the flap actuating system through a torsion bar at a first end, connected with the power driving device (1) through the torsion bar at a second end, and connected with the flap through a flap actuating line at a third end;
the flap actuation line comprises a first flap actuation line section, a second flap actuation line section and a ball screw mechanism,
one end of the first flap operating line section is connected with the unilateral torque limiting device (4) through a torsion bar, the first flap operating line section comprises a plurality of first variable angle speed reducers, and adjacent first variable angle speed reducers are connected through the torsion bar;
one end of the second flap operating line section is connected with the other end of the first flap operating line section through a torsion bar, the second flap operating line section comprises a plurality of second variable angle reducers, adjacent second variable angle reducers are connected through a plurality of torsion bars, and two adjacent torsion bars are connected through a guide support;
one end of the ball screw mechanism is connected with the second variable angle speed reducer, the other end of the ball screw mechanism is connected with the flap, and the flap actuator of the ball screw mechanism is driven to move through the flap actuator system to drive the flap to deflect along a set track;
and torque limiting devices are arranged in the power driving device (1), the unilateral torque limiting device (4) and the second variable-angle speed reducer.
2. The three-stage torque protection device for the flap actuation system of a large aircraft according to claim 1, wherein the first variable angle speed reducer comprises two.
3. The three-stage torque protection device for a large aircraft flap actuation system according to claim 1, wherein the second variable angle speed reducer is a drop-in variable angle speed reducer.
4. The tertiary torque protection device for large aircraft flap actuation systems according to claim 1, characterized in that the flap comprises an inner flap (35) and an outer flap (36), and the second flap actuation line system comprises an inner flap actuation line system section and an outer flap actuation line system section, wherein,
the inner flap operating line system section comprises two second variable angle speed reducers, the two second variable angle speed reducers are connected through 4 torsion bars, and two adjacent torsion bars are connected through a guide support;
the outer flap operating line system section comprises two second variable angle speed reducers, the two second variable angle speed reducers are connected through 4 torsion bars, and two adjacent torsion bars are connected through a guide support.
5. Three-stage torque protection device for large aircraft flap actuation system according to claim 4, characterized in that the outermost two torsion bars on the outer flap actuation line section are connected by a retraction-preventing brake device (28).
6. The three-stage torque protection device for the flap actuation system of the large aircraft according to claim 1, wherein a brake status indication pin is arranged in the second variable angle speed reducer for indicating whether the torque limiting function of the second variable angle speed reducer is activated.
7. The three-stage torque protection device for the flap actuating system of the large aircraft according to claim 6, wherein after the brake state indicating pin of the second variable angle speed reducer is started, the brake release state is recovered by manually reversing a transmission shaft of the flap actuating system, and the state indicating pin is manually reset.
8. Three-stage torque protection device for a large aircraft flap actuation system according to claim 1, characterized in that a brake status indication pin is provided in the single-side torque limiting device (4) for indicating whether its torque limiting function is activated.
9. The three-stage torque protection device of a large aircraft flap actuation system according to claim 8, wherein after the brake state indicating pin of the unilateral torque limiting device (4) is started, the brake release state is recovered by manually reversing a transmission shaft of the flap actuation system, and the state indicating pin is manually reset.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111657878.9A CN114194381B (en) | 2021-12-30 | 2021-12-30 | Three-level torque protection device of large-scale aircraft flap actuating system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111657878.9A CN114194381B (en) | 2021-12-30 | 2021-12-30 | Three-level torque protection device of large-scale aircraft flap actuating system |
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| Publication Number | Publication Date |
|---|---|
| CN114194381A true CN114194381A (en) | 2022-03-18 |
| CN114194381B CN114194381B (en) | 2023-06-23 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202111657878.9A Active CN114194381B (en) | 2021-12-30 | 2021-12-30 | Three-level torque protection device of large-scale aircraft flap actuating system |
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN111003155A (en) * | 2019-12-27 | 2020-04-14 | 中国航空工业集团公司西安飞机设计研究所 | Method for flap control system with high reliability and low cost |
| US20200130812A1 (en) * | 2018-10-27 | 2020-04-30 | The Boeing Company | Wing flap mechanism for high fowler, drooping spoilers and high efficiency |
-
2021
- 2021-12-30 CN CN202111657878.9A patent/CN114194381B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20200130812A1 (en) * | 2018-10-27 | 2020-04-30 | The Boeing Company | Wing flap mechanism for high fowler, drooping spoilers and high efficiency |
| CN111003155A (en) * | 2019-12-27 | 2020-04-14 | 中国航空工业集团公司西安飞机设计研究所 | Method for flap control system with high reliability and low cost |
Non-Patent Citations (1)
| Title |
|---|
| 刘国庆;: "某型公务机襟翼控制系统设计载荷分析", 科学技术创新, no. 05, pages 16 - 17 * |
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