GB2390344A

GB2390344A - Flight surface actuator

Info

Publication number: GB2390344A
Application number: GB0305012A
Authority: GB
Inventors: Jonathan Paul Davies; Brian Farley
Original assignee: Smiths Wolverhampton Ltd
Current assignee: Smiths Wolverhampton Ltd
Priority date: 2002-07-04
Filing date: 2003-03-05
Publication date: 2004-01-07
Anticipated expiration: 2023-03-05
Also published as: GB2390344B; GB0215522D0; GB0305012D0

Abstract

An aircraft flight surface actuator comprises a bracket 10, in which is mounted a cam mechanism 20, mounted on a bearing 12. The cam 20 is attached to a lever mechanism comprising a link 14 and a lever arm 3, which in turn is attached to the flight control surface. In use, the actuator may be driven by a torque tube connected to a gearbox, drive being transmitted to the gearbox via an additional tube mounted within the first. The drive rotates the cam, causing the lever 3 to pivot on the bracket, thus moving the flight control surface. In use, the cam can rotate about 180{, and at each extremity, the pivot point of both the cam 20, and the connection between the link 14 and lever 3 are situated on the plane of symmetry of the cam 20, meaning the load on the flight control surface (e.g. flaps) will not apply torque to the mechanism, and therefore not be able to back drive the actuator.

Description

1 2390344

FLIGHT SURFACE ACTUATOR

The present invention relates to an aircraft flight surface actuator and a flight surface actuator system including such an actuator.

Modern aircraft have flight surfaces, such as the wings and tail section, that includes sections that are movable with respect to the rest of the flight surface. An example of this are the flaps in the trailing or leading edge of an aircraft wing. During takeoff and landing the flaps are deployed to increase the lift generated by the wing, the deployed flaps altering the overall shape of the wing and thus changing the lift generated by it.

Generally, the available space within an aircraft wing for housing the actuators used to move the flaps is not large as the leading and trailing edges of the wing tend to the thinnest points of the wing. Furthermore, the space within the wing is also used to house other mechanical systems, as well as for fuel storage.

Additionally mechanical forces exerted on the flaps, and thus the actuators, can be large and it is desirable to distribute these forces as evenly and widely across the flaps and structural elements of the wing as possible. It is therefore sometimes desirable to use a large number of actuators, so that no single actuator or associated wing section must withstand a particularly high load.

For the reason stated above it is therefore beneficial to have compact flight surface actuators. According to a first aspect of the present invention there is provided an aircraft flight surface actuator comprising at least one eccentric cam mechanism having an eccentric cam co-operating with a lever assembly, the lever assembly being coupled to a flight surface, whereby rotation of the eccentric cam imparts movement of the flight surface.

Preferably, the actuator farther comprises a drive mechanism arranged to rotationally drive the or each eccentric cam mechanism. The drive mechanism may include a gear box of

any suitable kind, being arranged to receive rotary drive from a power drive unit and to perform the appropriate speed reduction or multiplication to be imparted to the eccentric cam mechanism as appropriate.

Preferably, rotational drive from the gear arrangement is transmitted to the eccentric cam mechanism by means of a torque tube.

A number of eccentric cam mechanisms may receive rotational drive from a single gear arrangement, with each of the individual eccentric cam mechanisms being rotationally coupled to a neighbouring cam mechanism by means of a torque tube, such that rotational drive from the gear arrangement is transmitted to each of the eccentric cam mechanisms.

Preferably, the lever assembly comprises a link element in engagement with the eccentric cam and a lever arm pivotally connected to the link element. Preferably, at least one of the pivotal connection between the lever arm and link element and the engagement means between the link element and eccentric cam comprise either a rolling element bearing, a plain bearing, a spherical plain bearing or a spherical rolling element bearing. The use of one of the listed bearings allows some degree of axial misalignment between the respective parts of the lever assembly. Such axial misalignment is likely to occur due to the loadings being applied to the flight control surfaces. For example, it would be appreciated by those skilled in the art that an aircraft wing is manufactured to accommodate a certain degree of flexing along its length and the use of such bearings accommodate this flexing without degradation of the performance of the bearing.

Preferably, the eccentric cam mechanism is arranged such that during movement of the cam mechanism and lever assembly across the full extent of their permitted travel the eccentric cam undergoes rotation of 180 . Additionally, the actuator is arranged such that at either extent of the maximum permitted movement of the cam mechanism and lever assembly the pivot point between the lever arm and link element and the pivot point about which the eccentric cam rotates coincide with a line of symmetry of the eccentric cam, whereby substantially zero torque can be transmitted from the link element to the eccentric cam.

This particular feature of the eccentric cam means that it is not possible for the flight

surface to which the actuator is connected to back drive the cam mechanism, as the link element is effectively latched at either extent of its maximum permitted travel.

According to a second aspect of the present invention there is provided a flint surface actuator system comprising a plurality of aircraft flight surface actuators according to the first aspect of the present invention, each aircraft flight surface actuator being rotationally coupled to a power drive unit.

Preferably, the power drive unit is connected to the gear arrangement of each of the plurality of flight surface actuators by means of a power transmission shaft. Additionally, the power transmission shaft is arranged to be concentric with the torque tubes coupled between each eccentric cam mechanism.

Embodiments of the present invention will be described below, by way of example only, with reference to the accompanying drawings, of which: Figure 1 is a perspective view of a flight surface actuator according to an embodiment of the present invention; Figure 2 is a perspective view of an eccentric cam mechanism and lever assembly as seen in Figure 1; Figures 3a to 3f are schematic illustrations of the eccentric cam and lever assembly shown in Figure 2 at various degrees of rotation; Figure 4 is a graph illustrating the relationship between eccentric cam angle and surface angle of the lever assembly; Figure 5 is a cross-sectional diagram of an eccentric cam assembly according to an embodiment of the present invention;

Figure 6 is a schematic illustration of a flight surface actuator system according to an embodiment of the present invention.

Figure 1 is a schematic illustration in perspective view of a flight surface actuator according to an embodiment of the present invention. The actuator comprises four eccentric cam mechanisms 1 that in use are mounted a structural element, such as the front spar of an aircraft wing (not shown). Pivotally connected to the eccentric caTn mechanisms 1 are lever arms 3 which are in turn connected to the aircraft flight surface being controlled, for example a wing flap. A gear box 5, or other suitable gearing arrangement, is connected via a torque tube 7 to the nearest one of the eccentric cam mechanisms 1. The gear box S is arranged to receive an input shaft (not shown) from a power drive unit and to transmit the rotational drive to the torque tube 7, after either increasing or decreasing the rotational speed. Each adjacent eccentric cam mechanism 1 is coupled to one another via subsequent torque tubes 7'. Hence rotational drive from the gearbox 5 is transmitted to each of the eccentric cam mechanisms 1 that together form a single actuator.

A perspective view of one of the eccentric cam mechanisms 1 and lever arm 3 shown in Figure 1 is illustrated in Figure 2. The eccentric cam mechanism 1 consists of a bracket 10 that in use is mounted to the front spar of an aircraft wing. The bracket 10 supports the actual eccentric cam (not visible in Figure 2) in a pair of bearings 12. The eccentric cam itself in turn has a bearing around its periphery that guides and supports a link element 14.

The lever arm 3 is pivotally connected using further bearings to both the bracket 10 and link element 14. The lever arm 3 forms the attachment and hinge for the flight control surface. Figures 3a to 3f schematically illustrate the eccentric cam and lever assembly at each extent of a maximum permitted movement (Figures 3a and 3f) and at intermediate positions.

Referring first to Figure 3a, only one half of the bracket 10 is shown for clarity. The actual eccentric cam 20 is therefore clearly illustrated, together with its supporting bearing 12.

Also visible is the bearing 22 that supports and guides the link element 14 around the periphery of the eccentric cam 20. En the particular embodiment shown in Figures 3a to 3f rotation of the eccentric cam through 180 causes the lever arm 3 to move through an arc of

35 , with one end of the permitted travel being arranged such that the lever arm 3 is at an angle of -5 to the vertical and being at an angle of +300 at the other extent of the travel (Figure 3f).

Using an eccentric cam through 180 of movement provides the system with particular advantageous geometrical features. As the movement of the cam approaches each of the extents of its travel, the mechanical advantage provided by the linkage increases to infinity as the moment arm of the driving cam 20 tends to zero (Figures 3a and 3f). At the positions it will be noted that a pivot point of the eccentric cam 20 and that of the lever arm 3 and link element 14 both coincide with a line of symmetry of the eccentric cam 20. At these two positions the lever arm 3 cannot exert any torque on the link element 14 and therefore the actuator will have no tendency to back drive due to any loads applied to the flight control surface to which it is attached. The cam mechanism is effectively latched at the two extents of its travel. However, close to the two extreme positions the mechanical advantage provided by the actuator is still relatively high. This is illustrated with respect to Figure 4, which shows a plot of the cam angle against the surface angle of the lever arm 3.

The shallower the gradient of the plotted line, the higher the mechanical advantage of the actuator linkage. It can therefore be seen from Figure 4 that the plot line is effectively flat at O and 180" of cam angle, therefor providing effectively infinite mechanical advantage.

A cross-sectional view of an eccentric cam mechanism and connecting torque tube is shown in Figure 5. The bracket 10 is shown supporting the eccentric cam 20 via bearings 12. In turn, the link element 14 is supported on the eccentric Cain 20 by bearings 22. It can be seen that the connecting torque tube 7 and 7' are hollow cylindrical tubes that are connected by a spline arrangement to the eccentric cam 20 itself. Also shown are further torque tubes 50 and SO' that are arranged concentrically within the outer torque tubes 7 and 7'. The further torque tubes 50 and 50' are connected via a similar spline arrangement to a through drive shaft 52 that is mounted on bearings within the eccentric cam 20. The function of the further torque tubes 50 and through drive shaft 52 will be described in more detail with reference to Figure 7.

It will be appreciated by those skilled in the art that the axis of rotation of the torque tubes 7, 7' connecting each eccentric cam assembly 1 and the axis of rotation of each of the bearings within the eccentric cam assembly 1 that pivotally connecting the cam assembly 1 and lever arm 3 will be parallel to the longitudinal axis of the aircraft wing to which they are fitted. It will also be appreciated that some degree of flexing along the length of the aircraft wing occurs, both during flight and during take off and landing as the aerodynamic loads generated by the wing increase and decrease respectively. For larger civilian aircraft with correspondingly large wingspans the extent of permitted flexure of the wings is such that the wing tips may undergo a total deflection in the order of tens of centimetres. It is therefore necessary that the various bearings within the actuator assembly are of a kind that can accommodate some degree of misalignment and or translation along their rotational axis. Therefore, one or more of the bearings are preferably either rolling element bearings, plain bearings, spherical plain bearings or spherical rolling element bearings.

As mentioned with reference to Figure l, each actuator assembly comprises a gear arrangement 5 and a number of eccentric cam assemblies 1 and lever awns 3, with interconnecting torque tubes 7 and 7'. Although Figure 1 illustrates four eccentric cam assemblies 1 and lever arms 3, it will be appreciated that any number of such assemblies may form a single actuator. The choice of the number of eccentric cam assemblies and lever arms may be made to optimise the distribution of forces through both the aircraft flight control surface and the wing spar to which the assemblies 1 are connected.

The facility to increase or decrease the number of eccentric cam assemblies enables tailoring of the load distribution into the control surface and wing spar to meet structural limitations. It will be appreciated that ordinarily each wing will include more than a single flight control surface. Where this is the case, each flight control surface may be actuated by one or more individual actuators, each actuator being of the kind illustrated in Figure 1. Figure 7 illustrates an actuator system including a dumber of individual control surface actuators.

In the illustrated embodiment, each individual flight control surface 80 is controlled by two individual actuators 82, each having a gearbox 5 and four connected eccentric cam and

lever arm assemblies 1, 3. Providing rotational drive to each of the gearboxes S is a power drive unit 84, which is in turn driven by a hydraulic motor 86. Rotational drive from the power drive unit 84 is output via torque tube 50. Referring to Figure 5, the torque tube 50 is concentric and internal to the torque tubes 7 interconnecting the eccentric cam assemblies 1 of any particular actuator. Rotational drive from the power drive unit is therefore transmitted via the concentric torque tubes SO and the through drive shaft 52 to each gearbox S of each actuator in an uninterrupted manner. Each gearbox 5 has its input connected to a torque tube 50 such that the rotational drive imparted from the power drive unit is transferred to the torque tube 7 of the respective actuator assembly.

Embodiments of the present invention therefore provide an aircraft flight surface actuator and actuator system that typically has a lower weight compared to known actuator systems and also permits the flexible distribution of load into the flight control surface and static part of the aircraft to which the control surface is attached, the flexibility being achieved by altering the number and spacing of the eccentric cam mechanisms. Further advantage of the actuator according to embodiments of the present invention it that it exhibits a high overall mechanical efficiency that allows lower torques to be applied compared to other actuating systems, resulting in the use of smaller torque tubes and power drive units.

1. An aircraft flight surface actuator comprising at least one eccentric cam mechanism, the eccentric cam mechanism having an eccentric cam cooperating with a lever assembly, the lever assembly being arranged to be coupled to a flight surface, whereby rotation of the eccentric cam imparts movement of the flight surface.

2. An aircraft flight surface actuator according to claim 1, wherein the lever assembly comprises a first lever element in engagement with the eccentric cam and a second lever element pivotally connected to the first element, the second element being arranged to be coupled to the flight surface.

3. An aircraft flight surface actuator according to claim 2, wherein the pivotal connection between the first and second lever elements is arranged to allow axial misalignment between the first and second lever elements to occur.

4. An aircraft flight surface actuator according to claim 2 or 3, wherein an engagement mean is provided between the first lever element and the eccentric cam, the engagement means being arranged to allow axial misalignment between the first lever element and the eccentric cam.

5. An aircraft flight surface actuator according to claim 3 or 4, wherein the pivotal connection between the first and second lever elements and/or the engagement means between the first lever element and the eccentric cam comprises either a rolling element bearing, a plain bearing, a spherical plain bearing or a spherical rolling element bearing.

6. An aircraft flight surface actuator according to any one of claims 2 to 5, wherein the eccentric cam is arranged to rotate through substantially 180 .

7. An aircraft flight surface actuator according to any one of claims 2 to 6, wherein at either extent of rotation of the eccentric cam the pivot point between the first and second lever elements and the point of rotation of the eccentric cam coincide with a line of symmetry of the eccentric earn, wherein substantially zero torque can be transmitted from the first lever element to the eccentric carn.

8. An aircraft flight surface actuator according to any preceding claim further comprising a drive mechanism arranged to transmit a rotational driving force to the or each eccentric cam mecharism.

9. An aircraft flight surface actuator according to claim 8, wherein the drive mechanism includes a gearbox arranged to receive a rotational driving force having a first speed and to convert the rotational driving force to a second speed prior to transmitting the driving force to the or each eccentric cam mechanism.

10. An aircraft flight surface actuator according to claim 8 or 9, wherein said rotational driving forces are transmitted by means of at least one torque tube.

11. An aircraft flight surface actuator according to any one of claims 8 to 10 comprising a plurality of eccentric cam mechanisms, wherein the rotational driving force is transmitted between successive eccentric cam mechanisms by means of at least one torque tube.

12. An aircraft flight surface actuator system comprising a plurality of aircraft flight surface actuators according to any preceding claim and a power drive unit arranged to impart a rotational driving force to each of the plurality of aircraft flight surface actuators.

13. An aircraft flight surface actuator system according to claim 12, wherein the rotational driving force from the power drive unit is transmitted by means of at least one torque tube. 14. An aircraft flight surface actuator system according to claim 13 when dependent on any one of claims 10 to 11, wherein the or each torque tube arranged to transmit the rotational driving force to the or each aircraft flight surface actuator is concentric with the or each torque tube arranged to transmit the rotational driving force between each eccentric cam mechanism.

Claims

Amendments to the chums have been filed QS follows lo CLAIMS

1. An aircraft flight surface actuator comprising: an eccentric cam arranged to be rotatably driven; and a lever assembly comprising: a first lever element mounted on the periphery of the eccentric cam; and a second lever element pivotally connected to the first lever element and arranged to be coupled to a flight surface, wherein rotation of the eccentric cam causes movement of the second lever element.

2. An aircraft flight surface actuator according to claim 1, wherein at either extent of rotation of the eccentric cam the connection point between the first and second lever elements and the point of rotation of the eccentric cam coincide with a line of symmetry of the eccentric cam, wherein substantially zero torque can be transmitted from the first lever element to the eccentric cam.

3. An aircraft flight surface actuator according to claims 1 or 2, wherein the pivotal connection between the first and second lever elements is arranged to allow axial misalignment between the first and second lever elements to occur.

4. An aircraft flight surface actuator according to any preceding claim, wherein an engagement mean is provided between the first lever element and the eccentric cam, the engagement means being arranged to allow axial misalignment between the first lever element and the eccentric cam.

5. An aircraft flight surface actuator according to any preceding claim, wherein the pivotal connection between the first and second lever elements and/or the engagement means between the first lever element and the eccentric cam comprises either a rolling element bearing, a plain bearing, a spherical plain bearing or a spherical rolling element bearing.

6. An aircraft flight surface actuator according to any preceding claim further comprising a drive mechanism arranged to transmit a rotational driving force to the or each eccentric cam mechanism.

7. An aircraft flight surface actuator according to claim 6, wherein the drive mechanism includes a gearbox arranged to receive a rotational driving force having a first speed and to convert the rotational driving force to a second speed prior to transmitting the driving force to the or each eccentric cam mechanism.

8. An aircraft flight surface actuator according to claim 6 or 7, wherein said rotational driving forces are transmitted by means of at least one torque tube.

9. An aircraft flight surface actuator according to any one of claims 6 to 8 comprising a plurality of eccentric cam mechanisms, wherein the rotational driving force is transmitted between successive eccentric cam mechanisms by means of at least one torque tube.

10. An aircraft flight surface actuator system comprising a plurality of aircraft flight surface actuators according to any preceding claim and a power drive unit arranged to impart a rotational driving force to each of the plurality of aircraft flight surface actuators.

11. An aircraft flight surface actuator system according to claim 10, wherein the rotational driving force from the power drive unit is transmitted by means of at least one torque tube.

12. An aircraft flight surface actuator system according to claim l l when dependent on claims 8 or 9, wherein the or each torque tube arranged to transmit the rotational driving force to the or each aircraft flight surface actuator is concentric with the or each torque tube arranged to transmit the rotational driving force between each eccentric cam mechanism.