EP2445782A2

EP2445782A2 - High lift system for an airplane, airplane system and propeller airplane having a high lift system

Info

Publication number: EP2445782A2
Application number: EP10714587A
Authority: EP
Inventors: Ina Ruckes; Peter Scheffers; Michael Willmer; Olaf Spiller
Original assignee: Airbus Operations GmbH
Current assignee: Airbus Operations GmbH
Priority date: 2009-04-16
Filing date: 2010-04-16
Publication date: 2012-05-02
Also published as: RU2011146418A; US20120032030A1; CA2758461A1; CN102458983B; CN102458983A; WO2010118886A3; WO2010118886A2; DE102009017653A1

Abstract

The invention relates to a high lift system for an airplane, comprising: one or more high lift flaps (14a, 14b); a control device (60, 160) having a control function for generating position commands for setting the adjustment state of the high lift flaps (14a, 14b); a drive device (63, 163) coupled to the high lift flaps (14a, 14b) and is designed such that it adjusts the high lift flaps (14a, 14b) between a retracted position and an extended position on the basis of control commands, wherein the control function creates position commands based on input values and sends them to the drive device (63, 163) for adjusting the high lift flaps (14a, 14b). The control function comprises a function for automatically retracting the high lift flap (14a, 14b) during flight, which creates a control command in a flight state in which the high lift flap (14a, 14b) is in an extended position, taking into consideration an engine thrust and a minimal flight altitude, after the high lift flap (14a, 14b) is retracted.

Description

High-lift system of an aircraft, aircraft system and propeller aircraft with a high-lift system

The invention relates to a high-lift system of an aircraft, an aircraft system and a propeller aircraft with a high-lift system.

With regard to the controllability in the longitudinal movement of an aircraft, there is the risk of stalling on the tailplane The danger of a stall on the tailplane resulting in a so-called "negative tail stall" occurs especially when deployed in high-lift configuration (landing flaps ) on the tailplane a strong downforce must be generated. In turboprop airplanes, this effect is reinforced by the influence of the propeller thrust, which is guided over the flaps on the tailplane.

Usually, this effect is compensated by a corresponding design of the elevator tail, in order to meet in this way stability and controllability criteria, which are derived from the building codes (CS and FAR).

The danger of a "tail stall" depends on dynamic and unsteady angles of attack of the flight condition of the aircraft.As a particularly critical maneuvers, which implicitly include the danger of tail stable, so-called push-over maneuvers have proven The real danger arises when in these critical maneuvers the stall angle is exceeded, it comes to a tearing of the flow at the tail, so that in the prior art with a corresponding design of the elevator and at a corresponding deflection of the same the aircraft can not be brought into a safe attitude.

The aim of the fin design is therefore to maintain a sufficiently large safety margin (tail stall margin) from the stall angle in predefined flight states. In addition to the reliability of the Aerodynamic calculations, however, another uncertainty factor in the influence of icing on the horizontal stabilizer. The building regulations have no direct requirements regarding the tail house. In principle, however, it is demanded (CS 25.143 General) that the aircraft must be safely controllable and manoeuvrable in all flight phases. If there is a risk that a Negative Tail Stall may occur during certain maneuvers, it must be demonstrated that the aircraft remains maneuverable despite flow separation, or has been designed so that it can not reach a tail shed with sufficient safety.

The constructive measures known from the prior art against too great a limitation of the aircraft against a tail stall provide for a corresponding enlargement of the horizontal stabilizer surface or in an enlargement of the control lever arm and thus an increase in weight.

The object of the invention is to provide an efficient measure on a high-lift system of an aircraft, an aircraft system and an aircraft with a high-lift system with which the risk of stalling on the horizontal stabilizer is minimized and aviation safety is increased.

This object is achieved with the features of claim 1. Further embodiments are given in the dependent on these subclaims.

In principle, with the control function according to the invention for generating control commands for adjusting the adjustment state of the high-lift flaps, a stabilization measure can be taken in two different scenarios:

in flight conditions with high engine thrust at a large landing flap angle; and

in the so-called push-over maneuvers.

The proposed measures according to the invention against excessive limitation of the aircraft against a tail stable is due to the design of the Control function for adjusting the high-lift flaps, after which an automatic retraction of the flaps takes place in certain critical flight conditions, in order to reduce the downdraft on the horizontal stabilizer. The proposed solution according to the invention not only has the advantage that it has no influence on the weight of the aircraft, but also has the advantage that it can be specially adapted to the specific aerodynamic design of the aircraft and specially optimized for this.

The solution provided by the prior art can only partially compensate for the risk of a stall on the tailplane. With the solution according to the invention, according to which the activation function takes into account an engine thrust limit and, depending on whether a commanded engine thrust is above this engine thrust limit, the high-lift flap enters, specific aerodynamic effects can be prevented, which can occur at extended high-lift flaps.

According to the invention, a high-lift system of an aircraft is provided, which has in particular:

one or more high-lift flaps,

a drive device with a drive function for generating control commands for adjusting the adjustment state of the lift doors,

a drive device, coupled to the high lift flaps, configured to adjust the high lift flaps between a retracted position and an extended position due to drive commands;

wherein the drive function generates and sends command commands based on input values to the drive device for adjusting the high lift doors.

According to one embodiment of the invention, the control function in particular has a function for automatically retracting the high-lift flap in Flight, which is designed such that it generates in a flight state in which the high-lift flap occupies an extended position, taking into account a thrust of the engine and a minimum flight altitude, a drive command, after which enters the high lift flap.

According to a further embodiment of the invention or in a particular mode, the control function in particular has a function for automatically retracting the high-lift flap in flight, which is designed such that this starting from a flight condition in which the high-lift flap an extended position between 80 and 100% of the maximum Extended position, generates a drive command, after which the high lift flap enters an extended position between 30 and 80% of the maximum extension position when predetermined conditions of the drive function are met, the conditions are designed as follows:

the drive function receives a value for the current engine thrust that reaches an engine thrust limit,

the drive function receives a value for the current altitude that exceeds a predetermined altitude minimum altitude flight altitude threshold, the altitude altitude limit being at least 20 m.

These conditions must be met within a predetermined time interval that the drive function enters the high lift flap.

The engine thrust limit may be defined with a value greater than 50% of the maximum thrust of the engine.

According to the invention, the current engine thrust can in particular be a target specification for the engine thrust or a determined or measured engine thrust.

According to a further exemplary embodiment or in a specific operating mode of the invention, it is provided that the function for automatically retracting the high-lift flap takes into account the following values: a recent engine boost,

a value for the current altitude,

an adjustment state or a movement of the elevator or a command signal for adjusting the elevator in a state that causes a negative pitching motion.

According to a further exemplary embodiment or in a specific operating mode of the invention, it is provided that the conditions for the generation of the drive command for driving in the high-lift flap are designed as follows:

the drive function receives a value for the current engine thrust that exceeds an engine thrust threshold, with the engine thrust threshold defined at a value that is between 40% and 90% of the maximum engine thrust,

the drive function receives a value for the current altitude that exceeds a given altitude limit for a minimum flight altitude above ground, the altitude limit being at least 20 m,

the drive function receives a value for elevator command that exceeds a predetermined elevator command limit, with the elevator command limit in the range between 50 and 100% of the elevator maximum extension position.

The proposed solutions according to the invention allow a detailed adaptation even at a very late time of aircraft development, since this requires no constructive action. This circumstance measurably reduces the development risk and, in a reasonable framework, allows for flexibility during aircraft development. Reducing the operating costs of an aircraft outweighs the increase in complexity of the S / W and thus the one-off costs for aircraft development significantly. The control function implemented in B / W monitors relevant aircraft parameters, evaluates them and generates a command for retracting the flaps. In a further embodiment of the high-lift system according to the invention, the drive device and the external sources are provided redundantly for the values or signals used by the drive device.

According to a further aspect of the invention, an aircraft system with a high-lift system according to the invention is provided.

According to a further aspect of the invention, a propeller aircraft is provided with the aircraft system according to the invention and / or with the high-lift system according to the invention. In particular, the propeller aircraft may be an aircraft in that the propeller engines are mounted on the wings. In this case, the propeller aircraft can in particular be a high-decker. In these embodiments of the aircraft according to the invention, the function according to the invention can be used advantageously, since the risk of a stall on the horizontal stabilizer with the consequence of a so-called "negative tail stalls" especially in the high lift configuration (with flaps extended) in which the elevator produces a strong downforce In the solution according to the invention, it can be achieved that the aircraft is located within flight states which have a sufficient safety distance to the state In the following, embodiments of the invention will be described with reference to the attached figures, which show:

Figure 1 is a schematic representation of an aircraft with a functional representation of an embodiment of the high-lift system according to the invention;

Figure 2 is a functional representation of another embodiment of the high-lift system according to the invention for adjusting high-lift flaps with a drive device; FIG. 3 shows a functional representation of a further exemplary embodiment of the high-lift system according to the invention for adjusting high-lift flaps with a drive device;

FIG. 4 shows an exemplary embodiment of a data communication system for communication between two activation functions of a high-lift system, an engine control system, a sensor device for determining the altitude over ground and a flight control device;

FIG. 5 shows a further exemplary embodiment of a data communication system for communication between two activation functions of a high-lift system, an engine control system, a sensor device for ascertaining the flight altitude over ground and a flight control device;

FIG. 6 shows a further exemplary embodiment of a data communication system for communication between two activation functions of a high-lift system, an engine control system, a sensor device for ascertaining the flying altitude over ground and a flight control device;

Figure 7 shows an embodiment of a data communication system for communication between two control functions of a high-lift system and two sensor devices for determining the altitude above ground.

1 shows an embodiment of a controlled aircraft F with two wings 10a, 10b. The wings 10a, 10b each have at least one aileron 1 1a or 11b and at least one trailing edge flap 14a, 14b. Optionally, the wings 10a, 10b may each have a plurality of spoilers and / or slats. Furthermore, the aircraft F on a rudder 20 with at least one rudder and an elevator 22. The rudder 20 may be formed, for example, as a T-tail or cross-tail. The aircraft F can in particular a Propeller aircraft with propeller engines be P. In this case, provision can be made in particular for the propeller aircraft to be fitted with the propeller engines P on the aerofoils 10a, 10b, as shown in FIG. Furthermore, the propeller aircraft F can be a high-decker.

The aircraft F or a flight guidance system FF comprises a flight control device 50 and an air data sensor device 51 functionally connected to the flight control device 50 for acquiring flight state data including the barometric altitude, ambient temperature, flow velocity, angle of attack and glide angle of the aircraft. Furthermore, the aircraft has a height measuring device 53 for determining the height of the aircraft F over ground. Furthermore, the aircraft may have a sensor device with sensors and in particular inertial sensors for detecting the rotation rates of the aircraft (not shown). For this purpose, the flight control device 50 has a receiving device for receiving the sensor values detected by the sensor device and transmitted to the flight control device 50.

Furthermore, a control input device 55 is functionally connected to the flight control device 50, with the control commands in the form of target specifications for the control of the aircraft F generated and to the

Flight control device 50 are transmitted. The control input device 55 may include a manual input device. Alternatively or additionally, the control input device 55 may also include an autopilot device, which generates control commands in the form of target specifications for controlling the aircraft F automatically on the basis of sensor values that are transmitted from the sensor devices to the control input device 55 and to the Flight control device 50 transmitted.

The control flaps, such as the spoilers, slats, trailing edge flaps 14a, 14b, the Seiteruder and / or the elevator 22, if one of these or one or more are provided, at least one actuator and / or a drive device is assigned. In particular, it can be provided that one of these control flaps is assigned in each case an actuator. Also, several can Control flaps of an actuator or each of an actuator, which are driven by a drive device to be coupled to their adjustment. This can be provided, in particular, trailing edge flaps 14a, 14b and, if present, at the slats 13a, 13b.

The flight control device 50 has a control function that receives sensor values from the control input device 55 control commands and from the sensor device and in particular from the air data sensor device 51. The control function is carried out in such a way that it generates control commands for the actuators as a function of the control commands or desired specifications and the detected and received sensor values and transmits them to them, so that control of the aircraft F according to the control commands takes place by actuation of the actuators.

The aircraft according to the invention or the high-lift system HAS according to the invention has in particular:

one or more high lift flaps 14a, 14b on each wing;

a control and monitoring device or drive device 60 having a control function for generating control commands for adjusting the adjustment state of the high-lift flaps 14a, 14b,

a drive device 63 coupled to the high lift flaps 14a, 14b and configured to cause the high lift flaps 14a, 14b to move between a retracted position and an extended position due to drive commands;

wherein the drive function generates and sends command commands based on input values to the drive device 63 for adjusting the high lift doors.

An embodiment of the high-lift system HAS will be described with reference to Figure 2, the four high-lift flaps or flaps A1, A2; B1 B2, but generally on a main wing adjustable flaps or having aerodynamic bodies. In Figure 2, two flaps per wing, which is not shown in the illustration of Figure 1, shown. In detail, an inner landing flap A1 and an outer flap A2 on a first wing and an inner flap B1 and an outer flap B2 on a second wing are shown. In the high-lift system according to the invention, fewer or more than two flaps per wing may be provided.

The high lift system HAS is actuated and controlled via a pilot interface, which in particular comprises an actuator 56, such as an operator. having an actuating lever. The actuator 56 is associated with or associated with the control input device 55 and is operatively coupled to the control and monitoring device 50 or drive device 60 with the control function for generating control commands or commands for adjusting the displacement state of the high lift flaps. The control and monitoring device 50 or the control device 60 transmits control commands via a control line 8 for controlling a central drive unit 7.

In the embodiment according to FIG. 2, the drive device 63 is formed as a central drive device or drive unit, so that the positioning commands or control commands are received from the control input device 55 via the control and monitoring device 50 or directly from the control input device 55 via a drive line 68 Control of a central drive unit 63 are transmitted. The central, ie arranged in the trunk area drive unit 63 has at least one drive motor whose output power to drive rotary shafts W1, W2 are transmitted. For this purpose, the two drive rotary shafts W1, W2 are each coupled to the actuation of the at least one flap A1, A2 or B1, B2 per wing to the central drive unit 63. The two drive rotary shafts W1, W2 are coupled to the central drive unit 63 and are synchronized with each other. On the basis of corresponding control commands, the central drive unit 63 sets the drive rotary shafts Wϊ, W2 in rotation for the purpose of actuating movements of the adjustment devices of the respective flap coupled thereto. Close in one of the drive unit 63 located shaft portion of the drive rotary shafts 11, 12, a torque limiter T may be integrated. At each flap A1, A2 and B1, B2, two Versteil- devices are provided. Each of the drive rotary shafts W1, W2 is coupled to a respective one of the adjusting devices. In the high-lift system shown in FIG. 1, two adjustment devices are arranged on each flap, specifically on the inner flaps A1 and B1, the adjusting devices A11, A12 and B11, B12 and on the outer flaps A2 and B2, the adjustment Devices A21, A22 and B21, B22, respectively. According to one embodiment, each of the adjusting devices A11, A12, B11, B12, A21, A22, B21, B22 has a transmission gear 20, an adjustment kinematics 21 and a position sensor 22. The transmission gear 20 is mechanically coupled to the respective drive rotary shafts 11, 12 and converts a rotational movement of the respective drive rotary shafts 11, 12 in an adjusting movement of the flap area, with the respective adjusting devices A11, A12, B11, B12, A21 , A22, B21, B22 is coupled. At each adjusting device AU, A12, B11, B12, A21, A22, B21, B22 of a flap, a position sensor 22 is arranged, which determines the current position of the respective flap and sends this position value via a line not shown to the driving device 60.

FIG. 3 shows an alternative high-lift system according to the invention. In the embodiment according to FIG. 3, the drive device-unlike the embodiment shown in FIG. 2 -is formed as a central drive device or drive unit. Instead, each flap A1, A2; B1 B2 by means of a respective associated drive device PA1, PA2, PB1, PB2 adjustable between a retracted position and a plurality of extended positions. The adjusting system or high-lift system HAS shown in FIG. 3 is provided for adjusting at least one landing flap on each wing. In the exemplary embodiment illustrated in FIG. 3, two aerodynamic bodies or flaps or high-lift flaps per hydrofoil, not shown in the representation of FIG. 3, are shown: an inner flap A1 and an outer flap A2 on a first wing and an inner flap B1 and an outer flap B2 on a second wing. In the illustrated embodiment of the high lift system also fewer or more than two flaps per wing can be used. Each drive unit is associated with each aerodynamic body or each flap, the drive devices PA1 and PB1 being coupled to the inner flaps A1, B1, and the drive devices PA2 and PB2 being coupled to the outer flaps A2, B2. The driving devices PA1, PA2, PB1, PB2 can be actuated and controlled automatically or via a pilot interface with an input device 155, which in particular has an actuating member such as an actuating lever. The pilot interface 155 is operably coupled to the control and monitoring device 160. The control and monitoring device 160 is operatively associated with each drive device PA1, PA2, PB1, PB2, each aerodynamic body A1, A2; B1, B2 are each assigned a drive device PA1, PA2, PB1, PB2.

To the drive devices PA1, PA2, PB1, PB2 are coupled two drive connections 151, 152 with drive shafts which are driven by the drive devices PA1, PA2, PB1, PB2. Each of the drive connections 151, 152 is coupled to an adjustment mechanism 121. Each of the drive devices PA1, PA2, PB1, PB2 may in particular comprise at least one drive motor and at least one brake device (not shown) to stop and supply the outputs of the respective first and second drive motors, respectively, to a corresponding command by the control and monitoring device 160 lock when a corresponding error has been detected by the control and monitoring device 160. At each flap A1, A2 and B1, B2 are at least two adjusting devices A11, A12, A21, A22; B11, B12, B21, B22, each having flap kinematics. To each of the adjusting devices A11, A12, A21, A22; B11, B12, B21, B22 is in each case one of the two drive connections 151, 152 coupled, which in turn are each coupled to one of the drive devices PA1, PA2, PB1, PB2. In the high-lift system shown in FIG. 3, two adjusting devices are arranged on each flap, specifically the adjusting devices A11, A12 and B11, B12 on the inner flaps A1 and B1 and the adjusting devices A21 on the outer flaps A2, B2. A22 or B21, B22. Furthermore, in particular each of the adjusting devices A11, A12, B11, B12, A21, A22, B21, B22 can each be assigned a transmission gear 120, an adjustment kinematics 121 and a position sensor 122. Generally that can Transmission gear 120 may be realized by a spindle drive or a rotary actuator. The transmission gear 120 is mechanically coupled to the respective rotary shaft drive train 151 or 152 and converts a rotational movement of the respective drive train 151 or 152 into an adjustment movement of the flap region, which is coupled to the respective adjustment mechanism.

Further, the aircraft control input device 55 includes an engine thrust input device (not shown in the figures) that can command engine thrust setpoints that are sent to an engine driver to control the engine thrust to be generated by the aircraft engines adjust. It can be provided that the engine thrust target specifications are entered by a manual input and / or by an autopilot function of the aircraft system. According to the invention, it is provided that the engine thrust input device is functionally connected to the drive device of the high-lift system HAS such that the engine thrust target specifications or the measured engine thrust are transmitted to the drive device 60, 160.

According to the invention, the driving function of the driving device or control and monitoring device 60, 160 has a function of automatically retracting the high-lift flap 14a, 14b, which is designed to be in an extended state in which the high-lift flap 14a, 14b is in an extended position taking into account an engine thrust and a minimum altitude generates a control command, after which the high-lift flap 14a, 14b enters.

In particular, the function for automatically retracting the high-lift flap 14a, 14b may be designed such that it generates a control command, starting from a flight state in which the high-lift flap 14a, 14b assumes an extended position between 80 and 100% of the maximum retracted position, after which the high-lift flap 14a, 14b in an extended position by at least 10% and eg between 30 and 80% of the maximum Retracts position when predetermined conditions of the drive function are met, the conditions are as follows:

These conditions must both be fulfilled within a given period of time, so that these conditions must be met simultaneously in this regard.

According to a further embodiment, it may be provided that the engine thrust limit is defined with a value that is greater than 50% of the maximum thrust of the engine.

In these embodiments of the drive function, those for the retraction of the high lift flap are independent of a target specification for the elevator.

In the flight conditions with high engine thrust at a large landing flap angle, the high thrust of the engines in conjunction with the large flap angle creates a strong downdraft on the horizontal stabilizer. If under these conditions the aircraft is pressed in through control inputs, there is the danger of the tail stall. To prevent this, the flaps are automatically retracted by the required angle as a preventive measure. This can only be done in sufficient altitude above ground to avoid a sudden loss of buoyancy near the ground and possible possible ground contact. Thus, according to the invention, the landing flap is automatically retracted to the required angle at a sufficient altitude with a high landing flap angle and high engine thrust.

In a further exemplary embodiment of the high-lift system according to the invention, it is provided that the function for automatic retraction of the high-lift flap 14a, 14b takes into account the following values: a recent engine boost,

a value for the current altitude,

an adjustment state or a movement or a command of the elevator in a direction that causes a negative pitching motion.

In a further embodiment according to the invention, the conditions for the generation of the drive command for driving in the high lift flap may be designed as follows:

the elevator function receives a command value for the elevator that exceeds a predetermined elevator command limit, the elevator command limit being in the range between 50 and 100% of the elevator's maximum extension position, i.e., the elevator command. in the direction of commanding an increase in the negative angle of attack of the aircraft.

In these embodiments of the inventive solution for improving the flight stability and controllability in extended high-lift flaps, in which

a current engine boost,

a value for the current altitude, a position of the elevator or a command of the elevator in a direction that causes a negative pitching motion,

The risk of a "tail stall" is evaluated and counteracted under the influence of dynamic and unsteady angles of incidence.There are so-called push-over maneuvers as particularly critical maneuvers, which implicitly include the danger of the tail stable In these maneuvers control inputs from the primary control surfaces cause the aircraft to be pushed in. The actual danger arises when the stall angle is exceeded in these critical maneuvers, the airflow on the tail unit breaks down and the aircraft no longer engages with the elevator sufficient control.

In pushover maneuvers, the control inputs to the primary control surfaces (elevator) cause the aircraft to be pushed back to quickly reach a high negative angle of attack of the aircraft. In these dynamic, unsteady maneuvers with medium to high thrust of the engine, a high negative angle of attack on the tailplane develops very quickly. In order to actively avoid the negative tail stall at a large landing flap angle, the flaps are automatically retracted by the required angle when the following parameters are processed to ensure a safe, automatic retraction of the flaps in this scenario:

Extension position of the high lift flap or aerodynamic body and e.g. Flap angle;

Movement or extension of the elevator and e.g. the control input to the elevator;

a value for the engine thrust;

an altitude above ground. At sufficient altitude, the landing flap is automatically retracted by the required angle at high flap angle and medium to high engine thrust and a high control input to the elevator.

In the case of the aircraft system provided according to the invention, provision can be made, in particular, for the values used by the activation function, depending on the exemplary embodiment, to be obtained from the following data sources:

The extended position of the high lift flap or the high lift flap is determined by sensors that detect the current position of the respective high lift flap.

For the current engine thrust a respective commanded engine thrust can be used, so that it is determined as a target specification of sensors that detect the current position of an engine thrust input device. The current engine thrust can alternatively or additionally be derived from a sensor value that is detected at the engine.

For altitude over ground, the sensor value of a radar altimeter can be used. Alternatively or additionally, the sensor value of a height determination by a satellite navigation sensor can be used.

To determine a value for the movement or extension position of the elevator or a command for adjusting the elevator, a sensor device can be used, which detects the position of the input means on an input means of the input device 55, 155 for commanding the movement of the elevator, eg a pilot stick. The sensor device can furthermore have a function with which the target specification for the movement or position of the elevator commanded by the input device is determined so that, according to the invention, the value for the movement of the elevator in a direction which causes a negative pitching motion also the target specification can be used. In the solutions according to the invention can be provided in particular that the pilot informed by an indicator in the cockpit on the automatic retraction of flaps.

According to one embodiment of the high-lift system according to the invention, it is further provided that a failure of the function due to internal system errors or missing data in the cockpit is displayed because then the pilot must avoid situations with danger of a tail shackle by a corresponding control of the aircraft.

In particular, the activation function can be implemented with measures to increase the safety of the high-lift system for the following reasons:

A failure of the function without display in the cockpit can have potentially catastrophic consequences (negative tail stall on the tailplane).

A retraction of the flaps due to erroneous performance of the function can potentially have dangerous consequences (sudden loss of lift).

A failure of the function with display in the cockpit will have minor consequences (additional workload for the pilot).

Since failure of the function results in certain aircraft configurations being excluded (e.g., maximum landing flap angles), it is necessary to ensure high availability of the function. The requirements regarding safety and availability have a direct impact on the design of the signal paths (input and output) and the function design in the controller. A failure of the function without display in the cockpit can have potentially catastrophic consequences.

In order to achieve a required safety for the entire aircraft system, which is defined in the civil aircraft by the probability of 1 ^* 10-9 per flying hour, the high-lift system according to the invention can be designed such that the input signals required for the execution of the driving function according to the invention are supplied redundantly to the drive device with the drive function to ensure the safety of the presence of the Increase input signals. According to an exemplary embodiment of the invention, the interfaces of the drive device 60, 160 for the transmission are accordingly provided

of a thrust of engines and

a minimum altitude

provide redundant and at least twice redundant.

In addition, it can be provided that the interface of the drive device 60, 160 for the transmission

a command signal from the elevator

redundant and provided at least twice redundant.

According to the invention, an aircraft system with a high-lift system according to the invention can furthermore be provided, in which one or more of the sensor values

of a thrust of engines and

a minimum altitude

a command signal from the elevator

produced by dissimilar or similar redundant sensor devices and / or via redundant transmission lines of the drive device 60, 160 are supplied with a control function for generating control commands for adjusting the adjustment state of the high-lift flaps 14a, 14b.

If both sources or sensor devices, connected via the same transmission medium to the drive device 60, 160, there is a risk that this transmission medium corrupts both signals at the same time. For this reason, according to one embodiment of the invention, the data is provided via separate paths and, in particular, via different transmission media or the same Transmission medium, but then transmitted via a physically separated transmission link.

In particular, the aircraft system according to the invention can comprise:

several, so at least two sensor devices for determining the altitude above ground,

multiple, so at least two sensor devices for determining a current engine thrust or engine thrust setpoint.

In an aircraft system having a high lift system with a drive device whose automatic retraction function of the high lift flap 14a, 14b uses a value for an adjustment state or movement or a command signal for adjusting the elevator in a negative pitch direction direction, may be provided in that at least two sensor devices are used to determine such a value.

In the high-lift system according to the invention, the positioning speed of the flaps can additionally be taken into account. Thereafter, it can be provided in the aircraft system according to the invention or the high-lift system that in case of failure, the actuating chain of the generation of the generation of the sensor values to be entered into the control function via the generation of control commands by means of the control function and the operation of the high-lift flaps in a reduced mode with reduced actuating speed Movement of the high-lift flaps remains available if a sufficiently rapid effect can be achieved to avoid the negative tail stalls.

For the automatic driving of the high-lift flaps 14a, 14b or flaps provided according to the invention, the actuation function of the drive device 60, 160 carries out the following steps: Recording and evaluation of data from external data sources and in particular the sensor devices for determining an extension position of the high lift flap, an engine thrust, a height above ground and / or an adjustment state or a movement or a command signal for adjusting the elevator, comprising performing a data input, a test error-free transmission from the respective external source or sensor device, a plausibility check, and the exclusion of the presence of erroneous data;

Check for fulfillment of the conditions provided for in accordance with the invention for automatically moving the flaps;

Calculating the driving command and passing it on to the corresponding function or to the drive device for activating a driving sequence for retracting one or more aerodynamic bodies or high-lift flaps of both wings.

The recording and evaluation of data from external data sources and in particular the sensor devices can be realized in various ways, in particular with regard to the integrity or reliability of the aircraft system with the high-lift system. Exemplary embodiments of such an aircraft system are described below:

In these embodiments, the functions of the drive device 63, 163 and in particular the drive function of the same are performed several times. According to one embodiment, a drive function for automatically retracting the high lift door 14a, 14b is implemented on a respective computer and a plurality of computers each having such a drive function are provided. In the exemplary embodiments illustrated schematically in FIGS. 2 and 3, a drive device 60 or 160 has two computers, each with a drive function, so that the drive function is implemented twice redundantly. The exemplary embodiments of the aircraft system 200 with a high-lift system with a drive function according to the invention, which are illustrated in FIGS. 4, 5 and 6, respectively on: two computers or a first drive device and a second drive device 201 or 202 of the high-lift system, each with a control function, an engine control system 210 (also called engine control system) in particular for converting target specifications for the engine in control commands for controlling the Engine, a sensor device 220 for determining the height of the aircraft over ground and a flight control device 230. The engine control system 210, the sensor device 220 for determining the height of the aircraft over ground and / or the flight control device 230 may each be performed multiple redundant. In this case, it can be provided that in each case one or more output signals are generated and output from each redundant unit of the engine control system 210, the sensor device 220 for ascertaining the altitude of the aircraft over ground and / or the flight control device 230. Each drive device 201 or 202 of the high-lift system receives the input signals required for the execution of the respective drive function redundantly, ie in each case from at least two independent sources via separate connection lines. The respectively provided connecting lines or data connection can be realized in various ways, wherein in the figures 4, 5 and 6 each alternatively embodiments of the data connection are shown, wherein each high-lift system shown in each case control device 201 and 202 has. According to the invention, the high-lift system may also have more than two activation devices 201 and 202, respectively. In this case, the illustrated data connections are to be modified analogously.

In the connection of redundant input signals shown in FIG. 4 to the activation devices 201 and 202, the external data is connected to each controller via physically separate data connections, such that each engine control system 210, each sensor device 220 and each flight control device 230 to each drive device 201, 202 each have a connection line is provided. This makes it possible for each activation device 201, 202 to be able to execute the activation function in the event of a failure of a different activation device. With this embodiment, a high availability of the drive function is achieved. When connecting redundant input signals to the

Control devices 201 and 202 according to the figure 5, the connection of the external data to each controller via discrete data connections, ie via a separate path, i. a respective different transmission medium or over the same transmission medium but physically separated data connection, wherein from each external source in each case a data connection to a first drive device 201 and a second data connection to a second drive device 202 extends. In particular, in one embodiment, where the aircraft system includes two or more units of engine control system 210, sensor device 220 for sensing the altitude of the aircraft over ground, and / or flight control device 230, the data link of each one of these devices may be one only to one of the drive devices 201 and 202, for example can be provided

that in two redundant units of the engine control system 210, a data connection from a first of the redundant units of the engine control system 210 to a first driver 201 and another data connection from the other of the redundant units of the engine control system 210 to a second driver 202,

in the case of two redundant units of the sensor device 220 for ascertaining the altitude of the aircraft over ground, a data connection from one of the redundant units of the sensor device 220 to a first activation device 201 and a further data connection from the other of the redundant units of the sensor device 220 to a second activation device 202, and

in the case of two redundant units of the flight control device 230, a data connection from one of the redundant units of the flight control device 230 to a first activation device 201 and a further data connection from the other of the redundant units of the flight control device 230 to a second activation device 202 run. In this infrastructure of data connection, one of the drive devices 201 and 202 is connected to only a part of the redundant units and in particular only one unit each of redundant external sources. This halves the interface complexity for each control device 201 or 202. To meet security requirements, the invention provides that the data is physically separated over one discrete data connection line, ie via a separate path, ie a different transmission medium or the same transmission medium Data connection to the other drive devices 201 and 202, respectively. This avoids the risk that the data for both controllers will be corrupted by a medium. Each of the driver devices 201 and 202, respectively, uses the data passed from the other driver 202 and 201, respectively, to check the plausibility and correctness of the input signals from the other systems by means of the redundancy. This infrastructure is useful when performing the auto-functions is only effective when both drivers 201 and 202 are operations. In the exemplary embodiment according to FIG. 5, the interface complexity at the drive devices 201 and 202 is reduced.

In the connection of redundant input signals shown in FIG. 6 to the activation devices 201 and 202, the external data is connected to a first of the activation devices 201 or 202 via discrete data connections, ie via a separate path, ie a different transmission medium or via the respective transmission medium same transmission medium but physically separated data connection to the other drive devices, so that a connection line of each redundant unit of the engine control system 210, the sensor device 220 and the flight control device 230 of the first drive device 201, 202 is provided by means of a respective connecting line. The second drive devices 202 are coupled in a slave function via a data bus to the first drive devices 201. The connection of all external data to the drive devices 201 and 202 is realized via a master-slave architecture. In this case, a drive device 201 takes over the recording and evaluation of all data and gives that Command to perform the function to the other drive device 202 on. This embodiment of the aircraft system or the drive device 63, 163 has a reduced reliability compared to the embodiment of FIGS. 4 and 5, since in the event of failure of the first drive device 201, the activation function can no longer be performed.

According to a further aspect of the invention, an evaluation of the data from the external sources takes place with regard to the presence of transmission errors and plausibility. For the common data paths, a simple redundancy of the data via two separate paths is sufficient. As data transfer media or data buses with data transfer protocols, AFDX and ARINC429 can be used. Depending on the transmission medium, various parameters can be used to make a statement about transmission errors or usability of the incoming data: Examples are:

expected transfer rates,

Parity,

Status bits (marking the transmitted data as normal, faulty, test data or not calculated).

Error detection must be confirmed for an appropriate period of time to get a robust estimate of the validity of the data. During this time, invalid input data for further processing in the function must be replaced by last valid input data. In order to check the plausibility of the incoming data, the deviation of the same data, which are sent and received via different paths, is evaluated. The maximum allowable discrepancy is composed of the tolerance of the signal and the time offset of the signals over different paths multiplied by the maximum rate of change of the signal.

This will be explained below using the example of the radar altitude parameter: The sensor device 220 for ascertaining the altitude of the aircraft above ground, for example a radar altitude system, is formed from two radar altitude controllers which are not synchronous work. In each case one of the redundant drive devices 201 of the high-lift system HAS receives a radar altitude signal from a radar altitude controller. The received signal is sent to the other driver 202, respectively. Each drive device 201 or 202 can compare the signal forwarded by the respective other drive device 202 or 201 with the signal received directly from the radar altitude system. For example, the maximum rate of climb may be 200ft / s. Altitude measurement takes place at intervals of 28 ms. At the end of this interval, synchronization takes place and the measured and corrected signal is sent out. So there is no time delay within the Radar Height Controller. FIG. 7 illustrates the different signal paths and signal propagation times (entered in FIG. 7 respectively) for the radar altitude signal to and within the high-lift system by the transit times of the signals received from the radar altitude controllers 131, 132 a first drive device 201 or 202 are shown, are shown. From each radar height controller 131, 132, a transmission of the measurement signal to an input data acquisition 133 or 134 takes place. From there, the measurement signals are transmitted to a data forwarding 135 or 136. The radar height controllers are not synchronized. It can therefore be assumed that the maximum time between the value that comes from the first radar altitude controller 131 and that which the second radar altitude controller 132 transmits is 118 ms to 0 ms, ie a maximum difference of 118 ms ^* 200ft / s = 23.6 ft = 25 ft. In addition to the tolerance of the radar height controller signal, a discrepancy of 25 ft has to be allowed. Any difference between the two received signals that exceeds this value is considered an error. The received data can not be used further. In order to obtain a robust statement about a faulty data source, the discrepancy must also be confirmed several times. Since the maximum time offset between the two signals can not occur with each check of the discrepancy, it is necessary to determine the largest time offset which will be present over a specific number of cycles with a specific cycle time in each case (ie minimal). This can reduce the maximum permissible discrepancy. The calculation of the maximum permissible discrepancy of input signals must be carried out for each parameter. It is dependent on each Signal path and the associated delays, the maximum change in the data per unit time and the inaccuracy of the data itself.

According to an embodiment of the invention, the transfer function is performed with a cycle time that ensures that each calculation cycle is performed on new data. The fulfillment of the condition for intervening the function must be confirmed several times to guarantee a robust behavior. However, in order to ensure a quick intervention of the functions in the system, the number of confirmations must also be kept as low as possible.

In this embodiment of the invention, by the drive function for automatically retracting the high lift flap 14a, 14b on the one hand satisfies the conditions regarding the engine thrust and a minimum altitude and optionally the adjustment state or a movement of the elevator 22 or a command signal for adjusting the elevator 22 checked. On the other hand, conditions are examined that are based on the requirements of the function. In this case, the extension movement is commanded by the control function until can be sent from both radar height controller information about the radar height to the driving device 201 or 202 at the same time, which differ only by a maximum of a predetermined difference from each other. The information about the state of the other drive device of the high-lift system must be obtained via the communication between the two drive devices 201 and 202, respectively.

The mode of action described with reference to the radar altitude controllers 131, 132 may be provided according to the invention for each external redundantly realized source, that is to say in particular also for redundant units of an engine control system 210 and / or redundant units of a flight control device 230.

According to the invention, a test can also be provided to determine that the power supply for the drive supply is sufficient. For example, if there is no hydraulic pressure to supply a hydraulically powered drive, no command to retract the damper will be generated. If these conditions are no longer met, it may be provided that a Retraction of the flaps is possible only by active intervention of the pilot. For this purpose, this manual input function must be assigned priority over any further functions that may be available. Furthermore, an indication must be generated for the pilot, which makes an intervention of the function and a possible reaction of his turn visible. After a restart of the controller, for example after a power failure, safe conditions must prevail in the system. Commands to retract the flaps generated before the restart may not be canceled without expecting an action from the pilot. For this purpose, system information must be evaluated to estimate whether or not a command has been created before the restart.

Claims

claims

A high lift system of an aircraft, comprising:

one or more high lift flaps (14a, 14b),

a drive device (60, 160) having a control function for generating control commands for setting the adjustment state of the high-lift flaps (14a, 14b),

a drive device (63, 163) coupled to the high lift flaps (14a, 14b) adapted to move the high lift flaps (14a, 14b) between a retracted position and an extended position due to drive commands;

wherein the drive function generates and sends command commands to the drive means (63, 163) for adjusting the high lift doors (14a, 14b) based on input values,

characterized in that

the drive function comprises a function for automatically retracting the high lift flap (14a, 14b) in flight, which generates a drive command in a flight condition in which the high lift flap (14a, 14b) assumes an extended position, considering an engine thrust and a minimum flying height the high-lift flap (14a, 14b) retracts.

2. High-lift system according to claim 1, characterized in that the current engine thrust is a target specification for the engine thrust.

3. High-lift system according to claim 1 or 2, characterized in that the control function has a function for automatically retracting the high-lift flap (14a, 14b) in flight, which is designed such that this starting from a flight condition in which the high-lift flap (14a , 14b) assumes an extended position between 80 and 100% of the maximum extension position, generates a drive command, after which the high lift flap (14a, 14b) moves into an extended position between 30 and 80% of the maximum extension position, if predetermined conditions of the control function are met the conditions are designed as follows:

4. High-lift system according to claim 3, characterized in that the engine thrust limit is defined with a value which is greater than 50% of the maximum engine thrust.

5. High-lift system according to the preceding claims, characterized in that the function for automatically retracting the high-lift flap (14a, 14b) takes into account the following values:

a recent engine boost,

a value for the current altitude,

an adjustment state or a movement of the elevator (22) or a command signal for adjusting the elevator (22) in a state that causes a negative pitching motion.

6. high-lift system according to claim 5, characterized in that the conditions for the generation of the drive command for retracting the high lift flap are designed as follows:

the drive function receives a value for an elevator state or movement or command that exceeds a preset elevator command limit, wherein the elevator command limit is in the range between 50 and 100% of the maximum extension position of the elevator (22). in a direction that causes a negative pitching motion.

7. High-lift system according to the preceding claims, characterized in that the interfaces of the drive device (60, 160) for the transmission

of a thrust of engines and

a minimum altitude

are provided redundantly.

8. high-lift system according to claim 7, characterized in that the interface of the drive device 60, 160 for the transmission of an adjustment state or a movement of the elevator (22) or a command signal for adjusting the elevator (22) is provided redundantly.

9. aircraft system with a high-lift system according to one of the preceding claims.

10. Propeller aircraft with a high-lift system according to one of claims 1 to 8.

11. Propeller aircraft with an aircraft system according to claim 9.

12. Propeller aircraft according to claim 10 or 11, characterized in that the propeller aircraft, the propeller engines (P) to the wings (10 a, 10 b) are mounted.

13. Propeller aircraft according to one of claims 10 to 12, characterized in that the propeller aircraft is a high-decker.