Patent Application
20240190403
This application claims priority to European Patent Application No. 22213225.0 filed Dec. 13, 2022, the entire contents of which is incorporated herein by reference.
This disclosure relates to a braking device for an aircraft, a flight control system comprising the braking device and an aircraft comprising the flight control system and the braking device.
Aircraft are typically equipped with flight control systems to control various surfaces during the operation of the aircraft. The flight control systems may include braking functions that are utilised to provide a safe operating condition in the event of a failure within a flight control system.
Existing braking devices may use a combination of conventional brake discs and sets of springs. The devices are typically designed to provide a minimum braking torque to ensure that all failure cases are enveloped. This design philosophy drives the number of braking disc required and the size of associated compression springs, which in turns drives both the weight of the braking device and the magnitude of drag torque occurring at cold temperature.
According to a first aspect, there is provided a braking device for a flight control system, the flight control system comprising a drive shaft for applying a drive torque to a flight control surface. The braking device includes: a housing component comprising a first braking surface; and a trolley comprising a second braking surface configured to contact the first braking surface to provide a braking torque. The trolley is configured to receive an input torque from the drive shaft and to apply a contact force between the first and second braking surfaces in response to the input torque.
By configuring the trolley to apply the contact force in response to receiving the input torque, the braking device can be configured to generate a braking torque of magnitude necessary to envelope (i.e. match and exceed where necessary) the input torque. Additionally, the braking device is simplified with fewer components required to generate a required braking torque. This means that there is less chance of failure with fewer components in the device.
The trolley may be configured such that applying the input torque to the trolley causes the trolley to apply the contact force between the first and second braking surfaces.
The trolley may be configured to increase a contact force between the first and second braking surfaces in response to an increase in the input torque.
The braking torque can thus increase as input torque increases providing a device with variable braking capacity. The braking torque increases as contact pressure increases which prevents slipping.
The trolley may be configured to axially displace in response to the input torque to apply the contact force between the first and second braking surface.
The trolley is a movable component in the braking device which may be axially displaced in response to the input torque. The housing may be fixed and, as such, there is provided a reliable braking device with the trolley being the movable component.
The trolley may be configured to apply the contact force in response to the input torque being received in a first direction and in a second direction, the second direction opposite to the first direction.
The trolley may comprise a torque receiver. The torque receiver may be configured to receive the input torque from the drive shaft, the input torque causing the torque receiver to apply a force to the trolley such that the trolley applies the contact force between the first and second braking surfaces.
The torque receiver comprises a first inclined surface configured to receive the input torque from a second inclined surface arranged on the drive shaft.
The torque receiver may comprise a plurality of first inclined surfaces configured to receive the input torque from a plurality of second inclined surfaces arranged on the drive shaft.
The plurality of first inclined surfaces may comprise an opposing first inclined surface. The opposing first inclined surface may be angled in an opposing direction to the first inclined surface. The opposing first inclined surface may be configured to receive the input torque from an opposing second inclined surface arranged on the drive shaft. By having surfaces angled in opposing directions, the torque receiver may be able to receive torque in the first direction and in the opposing, second direction (e.g. clockwise and anti-clockwise), with a braking torque applied in both cases.
The trolley may comprise a plurality of torque receivers. The plurality of torque receivers may be radially distributed around the trolley.
The trolley may be configured to axially displace in response to relative angular displacement of the second inclined surface with respect to the first inclined surface.
The trolley may axially displace to bring the second braking surface into contact with the first in order to provide a braking torque. As such, the geometry of the torque receiver may be easily tuned as required to provide the required braking torque. Tuning may include, for example changing the angles, the shapes, or the sizes of the inclined surfaces or ball ramps during manufacture.
The axial force increases with axial displacement of the trolley, increasing a contact force at the torque receiver and preventing slipping.
An intermediate rolling contact component may be arrangeable between the first and second inclined surfaces and be arranged to be displaced between the first and second inclined surfaces in response to relative angular displacement of the second inclined surface with respect to the first inclined surface.
The intermediate rolling contact component may be a ball.
The intermediate rolling contact component may generate a greater axial displacement of the trolley, thus generating a greater contact force between the first and second braking surfaces. Use of an intermediate rolling contact component means fine tuning is easier to get the desired braking torque across the braking device. By providing a rolling contact surface, surface wear will be reduced and frictional losses will be reduced.
The trolley may be axially displaceable between a first and second position, wherein, in the first position, the second braking surface contacts the first braking surface and, in the second position, the first braking surface is spaced from the second braking surface.
The braking device may comprise a bias element, the bias element configured to apply a force to the trolley to axially displace the trolley towards the first position.
In the first position, the braking device generates a braking torque, while in the second position, there is no contact between the first and second braking surfaces and, as such, there is no braking torque. The trolley may be biased towards the first position where a braking torque is generated. This allows the braking device to function suitable as a secondary, or back up, braking device.
The trolley may be configured to maintain itself in the first position in response to the input torque.
The trolley may be maintained in the first position, wherein a braking torque is generated, as long as an input torque is provided. The bias element does not need to maintain the trolley in the first position, so the bias element can be smaller than in conventional systems.
The braking device may further comprise an actuator, the actuator being actuatable to move the trolley to the second position.
The actuator may be a linear actuator.
The actuator may be a hydraulic actuator.
The actuator may be configured to displace the trolley such that there is no contact between the first and second braking surfaces. This means that, when actuated, the braking device is not generating a braking torque. As such, the braking device may be in this position during normal operation of the aircraft, when a secondary braking device is not required.
The first and second braking surfaces may be conical. The first and second braking surface may be planar and/or convex.
The first and second braking surfaces may be inclined at an angle of between 14 and 40 degrees. The torque receiver may be inclined at an angle between 10 and 30 degrees.
The first braking surface may be radially separated from a rotational axis of the shaft by a first distance R1 and the torque receiver may be radially separated from the rotational axis of the shaft a second distance R2, wherein R1 is typically greater than R2.
The inclined angles of the first and second braking surfaces, the inclined angles of the torque receiver and the ratio of radii R1 and R2 may be tuned to provide the required gain, which may be in the range of 1.2 to 5.
According to a second aspect, there is provided a flight control system comprising the braking device as described above and a drive shaft for applying a drive torque to a flight control surface, the drive shaft comprising a second inclined surface of the torque receiver.
The flight control surface may comprise a slat surface.
The braking device may be configured to hold the slat surface in a predetermined position.
The braking device may be suitable for acting to provide a braking torque on a flight control surface, for example as a secondary braking device to hold the slat surface in a braking position should the primary brake system fail.
According to a third aspect, there is provided an aircraft comprising the flight control system as described above.
The aircraft may comprise a pair of wings, wherein the braking device is disposed at a distal end of each wing.
Various embodiments will now be described, by way of example only, and with reference to the accompanying drawings, in which:
With reference to
The wing has a flight control surface 106 which may comprise flaps and/or slat surfaces 108. These are lowered and raised to control the aircraft during flight and may be locked in a raised position by a braking device 110. The flight control system 100 comprises a braking device 110, which is typically located at a distal end of the aircraft wing, away from the fuselage. The drive shaft 102 provides a drive torque to the flight control surface 106 to adjust or maintain an angle of the flight control surface 106 to control the aircraft during flight.
The braking device 110 is arranged to react to the torque received from the drive shaft 102. The braking device 110 is arranged to maintain a position of the flight control surface in the event that the hydraulic or electrical supply to the system is shut off, for example in the event of a failure of one of more primary systems of the aircraft.
An asymmetry position pickoff unit (APPU) 112 may also be provided adjacent the braking device 110. The APPU 112 positioned at the distal end of the drive shaft 102 to monitor angular position of the drive shaft 102.
The housing component 200 is part of a larger housing 210 of the braking device 110. The housing 210 is a rigid body. The housing 210 (including the housing component 200) is fixed to the aircraft wing, such that the housing 210 does not displace relative to the aircraft. The housing may be comprised of steel and may incorporate a specialty braking interface material such as Kevlar or a specialty braking interface surface such as a high velocity oxygen fuel (HVOF) coating. The housing 210 surrounds the components of the braking device 110 to retain various internal elements of the braking device 110 therein. There is a split line 212 in the housing to allow for assembly of the braking device 110. The housing 210 comprises a first housing body 214 and a second housing body 216, which are separated by the split line 212. The first housing body 214 and the second housing body 216 are fixed together at the split line 212 by bolts.
The split line 212 means that the trolley 202 may be disposed within the housing 210 during manufacture, with the trolley 202 being received in the housing 210 before the first housing body 214 and the second housing body 216 are fixed together.
The trolley 202 is in contact with the drive shaft 102 of the flight control system at a torque receiver 250, as described below. The drive shaft 102 provides an input torque to the braking device 110. The drive shaft 102 extends into the housing 210. The drive shaft 102 is rotatably fixed to the housing 210 by shaft bearings 218a 218b.
The trolley 202 is comprised of a rigid material. For example, the trolley 202 may be comprised of steel or composite construction. The trolley 202 is axially movable with respect to the longitudinal axis of the drive shaft. The trolley 202 is received entirely within the housing 210.
A bias element 230 is provided. In the present example, the bias element 230 is a spring. The bias element 230 is in contact at a first end to the trolley 202. The bias element 230 is in contact at a second end to a bias element support 220. The bias element support 220 is in turn rotatably fixed to the housing 210 by a trolley bearing 222. This permits the bias element support 220 and the bias element 230 to rotate with the trolley 202 in use. The bias element support 220 is under compression between the trolley 202 and the bias element support 220.
The bias element 230 is configured to apply a force to the trolley 202 in the axial direction (i.e. parallel to the longitudinal axis of the drive shaft 102). The force applied to the trolley 202 is an axial force arranged to bias the second braking surface 203 of the trolley towards the first braking surface 201 of the housing component 200. In response to the force applied to the trolley 202 by the bias element 230, the trolley 202 is axially displaced such that the second braking surface 203 contacts the first braking surface 201 of the housing 200.
The trolley 202 comprises a torque receiver 250. The torque receiver 250 is shown in
The first inclined surface 252 is inclined relative to an axial plane (with the axial plane defined as normal to the longitudinal axis of the drive shaft 102). The second inclined surface 254 is similarly inclined with respect to the radial plane. The first and second inclined surfaces 252254 are substantially parallel to each other. The first and second inclined surfaces 252254 are planar and extend in the radial direction. The first and second inclined surfaces 252254 form a ramp actuator.
The trolley 202 comprises three such torque receivers 250, which are circumferentially displaced about the longitudinal axis. In between the torque receivers 250 the trolley 202 comprises axial surfaces 256, which are parallel to the axial plane of the drive shaft 102. The axial trolley surfaces 256 face corresponding axial drive shaft surfaces 258 on the drive shaft 102.
In the first position, there is no angular displacement between the trolley 202 and the drive shaft 102. This means that the first inclined surface 252 is fully in contact with the second inclined surface 254. Additionally, the axial trolley surfaces 256 are in contact with the axial drive shaft surface 258.
Referring to
The axial displacement of the trolley 202 is in the direction towards the housing component 200. This means that the second braking surface 203 is displaced towards the first braking surface 201 such that there is a contact force therebetween, with the first and second braking surfaces 201203 in contact in the first position as in
As a result of the contact force between the first braking surface 201 and the second braking surface 203, and as described in more detail below, a braking torque is provided by the first and second braking surfaces 201203.
The angles of the inclined surfaces may be chosen to give the required axial displacement to get a desired contact force and braking torque in the braking device. The angles may be tuned to achieve the optimal axial displacement.
In addition to the first inclined surface 252, each torque receiver 250 comprises an opposing first inclined surface 252a. The opposing first inclined surface 252a is angled in an opposing direction (from the axial plane) to the first inclined surface 252. The drive shaft 102 comprises a corresponding opposing second inclined surface 254a. This means that when the input torque is applied from the drive shaft 102 in the opposite direction to that depicted in
The braking device 110 comprises an actuator 240. The actuator 240 is arranged within the housing 210. The actuator 240 may be integrated with the housing 210. The actuator 240 may be a hydraulic actuator, a pneumatic actuator or an electromechanical actuator. The actuator 240 may be a linear actuator. The actuator is arranged to counter the biasing force provided by the bias element 230, to push the trolley 202 towards a second position, as described below.
Referring to
The actuator 240 contacts the trolley 202 via intermediate housing components 242. The actuator 240 is configured to overcome the biasing force applied from the bias element 230.
Actuation of the actuator 240 causes the trolley 202 to displace such that the second braking surface 203 is spaced apart from the first braking surface 201. This means that, in the second position, there is no contact force between the trolley 202 and the housing 200. Therefore, there is no braking torque applied to the braking device 110.
In use, when power is supplied, the braking device 110 is in the second position as shown in
The actuator 240 receives an input of power and displaces the trolley 202 away from the housing component 200. The trolley 202 rotates freely with the drive shaft 102 relative to the housing 210, as the drive shaft 102 rotates as required to move the flight control surface 106.
When power to the system is off, the actuator 240 is deactivated. In response to deactivation of the actuator 240, the biasing force from the biasing element 230 is no longer overcome, so the biasing element 230 applies a force to the trolley 202 to displace the trolley towards the first position, as shown in
An input torque continues to be applied by the drive shaft 102. The contact between the first and second braking surfaces 201203 provides a braking torque in response to the input torque, which causes slipping at the torque receiver 250. The torque receiver 250 therefore moves from its first position to the second position of
The balance between the axial forces on the trolley 102 (from the torque receiver 250 and at the second braking surface 203) means that the trolley 102 is held in equilibrium when it is in the first position. The trolley 102 is thereby configured to maintain itself in the first position in response to the input torque provided by the drive shaft 102. The contact force between the first braking surface 201 and the second braking surface 203 is maintained as the torque is continuously applied form the drive shaft 102.
This means that the bias element 230 needs only provide the initial displacement of the trolley 202 towards the housing component 200, during which only frictional forces (e.g., in the actuators 240) need to be overcome. The bias element 230 therefore does not need to maintain the trolley 202 in its first position, which means that the bias element 230 can be significantly smaller than in conventional systems.
As the input torque increases, the axial force developed at the torque receiver 250 increases, which in turn increases the contact force between the first and second braking surfaces 201203, increasing braking torque.
In order to move the trolley 102 back to the second position, the actuator is activated. The actuator may be sized to provide an axial load greater than that developed by the torque receiver, in order to axial move the trolley to the first position. The sizing of the actuator is dependent upon the architecture of the flight control system in question and may range from a magnitude governed by the stall capability of the system drive unit, to a magnitude governed by the feedback torque from aero-loads, to a magnitude governed by the bias element 230.
As shown in
The gain of the brake (i.e., the ratio of the braking torque to the input torque) may be calculated using the angles of the first braking surface 201 and the second braking surface 203, the coefficient of friction therebetween, and the relative distances of the first and second braking surface from a rotational axis of the shaft.
Typically, the required gain is at least 1.2. When a gain of less than 1 is provided, the brake may apply a drag to the drive shaft 102 but does not provide an enveloping braking action.
The first 252 and second 254 braking surfaces may be inclined at an angle of between 14 and 40 to the axis X of the input shaft. This provides an optimal contact force therebetween. The first and second inclined surfaces of the torque receiver may be inclined at an angle between 10 and 30 degrees to the axial plane.
The first braking surface may be radially separated from a rotational axis of the shaft by a first distance R1 and the torque receiver may be radially separated from the rotational axis X of the shaft a second distance R2, wherein R1>R2. Typically, it is desirable to have a larger first distance R1 than second distance R2 so that the ratio provides a positive factor to the overall gain of the unit.
Various aspects of the braking device disclosed in the various embodiments may be used alone, in combination, or in a variety of arrangements not specifically discussed in the embodiments described in the foregoing and this disclosure is therefore not limited in its application to the details and arrangement of components set forth in the foregoing description or illustrated in the drawings. For example, aspects described in one embodiment may be combined in any manner with aspects described in other embodiments. Although particular embodiments have been shown and described, it will be obvious to those skilled in the art that changes and modifications may be made without departing from the invention in its broader aspects. The scope of the following claims should not be limited by the embodiments set forth in the examples, but should be given the broadest reasonable interpretation consistent with the description as a whole.
| Number | Date | Country | Kind |
|---|---|---|---|
| 22213225.0 | Dec 2022 | EP | regional |
