| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 81 | Boundary layer control means for obtaining high lift for aircraft | US72986458 | 1958-04-21 | US2951662A | 1960-09-06 | THEODORE THEODORSEN |
| 82 | High-lift device track having a U-shaped to H-shaped cross-section | US12914545 | 2010-10-28 | US08628045B2 | 2014-01-14 | Guy Lauwereys; Frédéric Paulis; Miguel Ramirez Garcia; Juan-Carlos Ramirez Ramirez; Stijn Vandegaer; Yvon Vandenbulcke |
| A high-lift device track 5 comprising a first track end 6 comprising attachment points for the high-lift device 4, two vertical flanges 16 connected by a horizontal web 17, a set of raceways 10,11,12 for guiding rollers 13 or glide pads, and a gear rack 7 installed between said flanges 16 over a first track segment 18. This first track segment 18 presents an inverted-U, or cross-section. However, between said first track segment 18 and a second track end 20 opposite to said first track end 6, the track 5 comprises a second track segment 21 presenting a depth d between the horizontal web 17 and lower edges 25 of the vertical flanges 16 which decreases towards said second track end 20, so that, at said second track end, the track presents an H cross-section. FIG. 4. | ||||||
| 83 | Vorrichtung zur Erfassung von Gleichlauffehlern von Hochauftriebsflächen an Flugzeugen | EP05020261.3 | 2005-09-16 | EP1637453B1 | 2011-07-06 | Schievelbusch, Bernd |
| 84 | Vorrichtung zur Erfassung von Gleichlauffehlern von Hochauftriebsflächen an Flugzeugen | EP05020261.3 | 2005-09-16 | EP1637453A3 | 2008-06-25 | Schievelbusch, Bernd |
Die vorliegende Erfindung betrifft eine Vorrichtung zur Erfassung von Gleichlauffehlern von Hochauftriebsflächen (2) wie Landeklappen oder Vorflügeln an Flugzeugen, mit einem optischen Leiter, der über zumindest zwei nebeneinander angeordnete Hochauftriebsflächen (2) hinweg verlegt ist, einer Lichtquelle (6) und einem Lichtempfänger (7), die verschiedenen Enden des optischen Leiters zugeordnet sind, sowie einer Auswerteeinheit zur Bestimmung eines Gleichlauffehlers der Hochauftriebsflächen (2) anhand des vom Lichtempfänger (7) empfangenen Lichtsignals. Erfindungsgemäß zeichnet sich die Vorrichtung dadurch aus, dass der optische Leiter derart verlegt ist, dass der optische Leiter durch Gleichlauffehler eine bruchfreie Verformung erfährt und demzufolge eine Veränderung übertragener Lichtsignale bewirkt, und dass die Auswerteeinheit die Signalform des vom Lichtempfänger (7) empfangenen Lichtsignals bzw. eines daraus abgeleiteten Lichtempfängerausgabesignals mit einer Soll-Signalform vergleicht und das Vorliegen eines Gleichlauffehlers anhand der Formabweichung zwischen dem empfangenen Lichtsignal bzw. dem daraus abgeleiteten Lichtempfängerausgabesignal und dem Soll-Signal bestimmt.
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| 85 | Systems and methods for providing differential motion to wing high lift devices | US10935846 | 2004-09-08 | US20060049308A1 | 2006-03-09 | Mark Good; Paul Viigen; Seth Gitnes; Glynn Thomas |
| Systems and methods for providing differential motion to wing high lift devices are disclosed. A system in accordance with one embodiment of the invention includes a wing having a leading edge, a trailing edge, a first deployable lift device with a first spanwise location, and a second deployable lift device with a second spanwise location different than the first. The wing system can further include a drive system having a drive link operatively coupleable to both the first and second deployable lift devices, and a control system operatively coupled to the drive system. The control system can have a first configuration for which the drive link is operatively coupled to the first and second deployable lift devices, and activation of at least a portion of the drive link moves the first and second deployable lift devices together. In a second configuration, the drive link is operatively coupled to at least the first deployable lift device and operatively decoupled from the second deployable lift device, so that actuation of at least a portion of the drive link moves the first deployable lift device relative to the second deployable lift device. | ||||||
| 86 | Systems and methods for providing differential motion to wing high lift device | US12352447 | 2009-01-12 | US07726610B2 | 2010-06-01 | Mark S. Good; Paul M. Vijgen; Seth E. Gitnes; Glynn Michael Thomas |
| Systems and methods for providing differential motion to wing high lift devices are disclosed. A system in accordance with one embodiment of the invention includes a wing having a leading edge, a trailing edge, a first deployable lift device with a first spanwise location, and a second deployable lift device with a second spanwise location different than the first. The wing system can further include a drive system having a drive link operatively coupleable to both the first and second deployable lift devices, and a control system operatively coupled to the drive system. The control system can have a first configuration for which the drive link is operatively coupled to the first and second deployable lift devices, and activation of at least a portion of the drive link moves the first and second deployable lift devices together. In a second configuration, the drive link is operatively coupled to at least the first deployable lift device and operatively decoupled from the second deployable lift device, so that actuation of at least a portion of the drive link moves the first deployable lift device relative to the second deployable lift device. | ||||||
| 87 | Mechanism for supporting and extending a high lift device for aircraft wings | US193786 | 1988-05-13 | US4838503A | 1989-06-13 | George H. Williams |
| A mechanism for supporting and extending a high lift device relative to an aerofoil, comprises one or more support beams (10) connected to the aerofoil, a pair of spaced apart chordwise extending wing ribs (20) bounding the support beam, a set of cylindrical rollers (23) mounted between the wing ribs for supporting the support beam (10) with their rotational axes aligned transversely with respect to the support beam (10), the support beam (10) including a gear rack (12) with gear teeth facing downwardly and a pinion gear (13) lying in meshing engagement with the gear rack (12), and an actuator (14) in driving engagement with the pinion gear (13) to extend and retract the high lift device (2-6) relative to the aerofoil (1). Bearings (45, 47) are provided for rotatably supporting the pinion gear (13) between the wing ribs (20) about a generally transverse axis of rotation, and there are splined engaging means (42, 43) between the actuator (14) and the pinion gear (13). | ||||||
| 88 | Method for controlling a high-lift device or a flight control surface, system and aircraft or spacecraft | US13707033 | 2012-12-06 | US08903569B2 | 2014-12-02 | Ina Ruckes; Marc Fervel; Tobias Sebastian Rumpf |
| The present invention discloses a method for controlling a high-lift device or a flight control surface of an aircraft or spacecraft, especially with a system according to the present invention, comprising the steps of receiving, at least one first control unit, a command signal from a commander unit via a data network, providing a primary control signal to at least one secondary control unit via the data network, wherein the primary control signal depends on the received command signal, receiving, at the at least one second control unit, a sensor signal of one or more sensors of the high-lift device or flight control surface, and providing a secondary control signal to one or more actuators of the high-lift device or flight control surface, wherein the secondary control signal depends on the received sensor signal. Furthermore, the present invention discloses a system and an aircraft or spacecraft. | ||||||
| 89 | Method and device for providing automatic load alleviation to a high lift surface system, in particular to a landing flap system, of an aircraft | US12086467 | 2006-12-08 | US08256718B2 | 2012-09-04 | Andreas Fleddermann; Wolfgang Hartwig; Alexandre Darbois; Martin Richter |
| A method and a device for providing automatic load alleviation to a high lift surface system, in particular to a landing flap system, of an aircraft when a blockage occurs, wherein in response to a control signal emitted by a control device at least one high lift surface, which is actuated by means of a local mechanical final control element, is brought to a predetermined position by a central drive unit that is connected by way of a rotary shaft arrangement to the local final control element by generating a torque transmitted by the central drive unit to the rotary shaft arrangement. If a signal is registered that indicates that there is a blockage within the high lift surface system, the torque transmitted by the central drive unit to the rotary shaft arrangement is automatically reduced to a predetermined low torque value, and the position of the high lift surface system is fixed. | ||||||
| 90 | Method and system for controlling a high-lift device or a flight control surface, and air- or spacecraft comprising such system | EP11193054.1 | 2011-12-12 | EP2604515B1 | 2017-11-08 | Rumpf, Tobias Sebastian; Fervel, Marc; Ruckes, Ina |
| 91 | Method and system for controlling a high-lift device or a flight control surface, and air- or spacecraft comprising such system | EP11193054.1 | 2011-12-12 | EP2604515A1 | 2013-06-19 | Rumpf, Tobias Sebastian; Fervel, Marc; Ruckes, Ina |
The present invention discloses a method for controlling a high-lift device or a flight control surface of an air- or spacecraft, especially with a system according to the present invention, comprising the steps of receiving, at at least one first control unit, a command signal from a commander unit via a data network, providing a primary control signal to at least one secondary control unit via the data network, wherein the primary control signal depends on the received command signal, receiving, at the at least one second control unit, a sensor signal of one or more sensors of the high-lift device or flight control surface, and providing a secondary control signal to one or more actuators of the high-lift device or flight control surface, wherein the secondary control signal depends on the received sensor signal. Furthermore, the present invention discloses a system and an air- or spacecraft.
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| 92 | 具有集中内侧致动控制和独立外侧致动控制的高升力致动系统 | CN201911118790.2 | 2019-11-15 | CN111196349A | 2020-05-26 | 埃胡德·察巴里 |
| 具有集中内侧致动控制和独立外侧致动控制的高升力致动系统。本文公开了一种用于对飞机的多个高升力表面进行差速致动的高升力致动系统。一种示例性高升力致动系统包括：集中驱动装置，其用于分别对第一机翼和第二机翼的内侧高升力表面进行集中致动控制；和至少两个独立驱动装置，其分别用于对所述第一机翼和所述第二机翼的外侧高升力表面进行单独致动控制。集中驱动装置可包括中央动力驱动单元(PDU)，其在操作上联接到公共中央驱动系以用于驱动内侧高升力表面，并且公共中央驱动系可以与独立驱动装置的相应的驱动系分开并且间隔开。公共中央驱动系可以机械地同步内侧高升力表面的运动，并且控制器可以电协调所述多个高升力表面的同步运动和受控的差速运动。 | ||||||
| 93 | 机翼组件、机翼及飞行器 | CN202310996253.8 | 2023-08-09 | CN117585145A | 2024-02-23 | 弗洛里安·洛伦茨 |
| 本发明涉及机翼组件、机翼及飞行器。机翼组件包括：固定机翼部分；第一高升力装置；第一连接组件，其将第一高升力装置以可移动的方式连接至固定机翼部分，使得第一高升力装置能够在缩回位置与至少一个伸出位置之间移动；第二高升力装置；第二连接组件，其将第二高升力装置以可移动的方式连接至第一高升力装置，使得第二高升力装置能够在缩回位置与至少一个伸出位置之间移动；驱动单元，其附接至固定机翼部分；以及驱动组件，其包括附接至驱动单元的第一部分和与第二高升力装置的一部分附接的第二部分，并且其中，驱动单元适于通过驱动组件来驱动第二高升力装置从缩回位置移动至至少一个伸出位置以及从至少一个伸出位置移动至缩回位置。 | ||||||
| 94 | 具有集中内侧致动控制和独立外侧致动控制的高升力致动系统 | CN201911118790.2 | 2019-11-15 | CN111196349B | 2023-08-08 | 埃胡德·察巴里 |
| 具有集中内侧致动控制和独立外侧致动控制的高升力致动系统。本文公开了一种用于对飞机的多个高升力表面进行差速致动的高升力致动系统。一种示例性高升力致动系统包括：集中驱动装置，其用于分别对第一机翼和第二机翼的内侧高升力表面进行集中致动控制；和至少两个独立驱动装置，其分别用于对所述第一机翼和所述第二机翼的外侧高升力表面进行单独致动控制。集中驱动装置可包括中央动力驱动单元(PDU)，其在操作上联接到公共中央驱动系以用于驱动内侧高升力表面，并且公共中央驱动系可以与独立驱动装置的相应的驱动系分开并且间隔开。公共中央驱动系可以机械地同步内侧高升力表面的运动，并且控制器可以电协调所述多个高升力表面的同步运动和受控的差速运动。 | ||||||
| 95 | 一种飞机增升装置控制方法 | CN201310196160.3 | 2013-05-23 | CN103287574A | 2013-09-11 | 朱妍; 安刚 |
| 本发明属于航空飞行控制领域，特别是涉及到一种飞机增升装置控制方法。本发明在传统简单的高升力装置控制方法基础上，增加高升力装置偏角与当前飞机飞行速度匹配性的检测，避免出现不正确的高升力装置偏角。本发明不仅可使飞行员在负担较大的起降阶段，无忧虑地对高升力装置进行操纵。即使出现误操作，也可及时对飞行员的操作进行自动纠正，减轻飞行员飞行负担，提高飞行性能，避免飞机出现危机飞行安全的情况。本发明不需要对任何飞机操纵机构或高升力装置进行改造，可直接在高升力装置控制器中增加该算法，节约改造成本、缩短研发周期。 | ||||||
| 96 | 一种飞机增升装置控制方法 | CN201310196160.3 | 2013-05-23 | CN103287574B | 2015-07-01 | 朱妍; 安刚 |
| 本发明属于航空飞行控制领域，特别是涉及到一种飞机增升装置控制方法。本发明在传统简单的高升力装置控制方法基础上，增加高升力装置偏角与当前飞机飞行速度匹配性的检测，避免出现不正确的高升力装置偏角。本发明不仅可使飞行员在负担较大的起降阶段，无忧虑地对高升力装置进行操纵。即使出现误操作，也可及时对飞行员的操作进行自动纠正，减轻飞行员飞行负担，提高飞行性能，避免飞机出现危机飞行安全的情况。本发明不需要对任何飞机操纵机构或高升力装置进行改造，可直接在高升力装置控制器中增加该算法，节约改造成本、缩短研发周期。 | ||||||
| 97 | 一种高升力控制系统的测试系统 | CN201611239585.8 | 2016-12-28 | CN106586029A | 2017-04-26 | 支超有; 李霞 |
| 本发明公开了一种高升力控制系统的测试系统及其方法，属于航空工程试验领域。其特征在于：包括用于完成高升力控制计算机相关交联信号检测的高升力信号传输断连装置，高升力控制系统测试接口设备，以及襟缝翼超控控制板、襟缝翼操纵手柄、襟缝翼PDU(动力驱动装置)、襟缝翼防收刹车制动装置、襟缝翼舵面位置传感器的仿真器和航电系统仿真器和测试应用软件组成，实现高升力控制系统测试中交联设备的仿真，完成对高升力控制系统测试。 | ||||||
| 98 | 具有独立致动控制的高升力致动系统 | CN201911119919.1 | 2019-11-15 | CN111196348A | 2020-05-26 | 埃胡德·察巴里 |
| 具有独立致动控制的高升力致动系统。本文公开了一种用于对飞机的多个高升力表面进行差速致动的高升力致动系统。一种示例性高升力致动系统包括多个独立的驱动装置，以单独致动所述多个高升力表面。所述独立的驱动装置可包括布置在相应的高升力表面的内侧致动器和外侧致动器之间的动力驱动单元(PDU)并且包括互连驱动系。至少一个独立驱动装置的PDU可包括两个马达，所述两个马达具有在扭矩加和布置中联接在一起的相应的马达输出部。一种控制器可实现为具有分别联接到两个马达中的一个的两个独立控制通道。 | ||||||
| 99 | 一种高升力控制系统的测试系统 | CN201611239585.8 | 2016-12-28 | CN106586029B | 2019-06-11 | 支超有; 李霞 |
| 本发明公开了一种高升力控制系统的测试系统及其方法，属于航空工程试验领域。其特征在于：包括用于完成高升力控制计算机相关交联信号检测的高升力信号传输断连装置，高升力控制系统测试接口设备，以及襟缝翼超控控制板、襟缝翼操纵手柄、襟缝翼PDU(动力驱动装置)、襟缝翼防收刹车制动装置、襟缝翼舵面位置传感器的仿真器和航电系统仿真器和测试应用软件组成，实现高升力控制系统测试中交联设备的仿真，完成对高升力控制系统测试。 | ||||||
| 100 | 具有主翼和高升力体的翼型件以及飞行器 | CN201810961229.X | 2018-08-22 | CN109455292A | 2019-03-12 | 马库斯·埃尔班; 马丁·费斯 |
| 所公开并要求保护的是一种翼型件和飞行器，该翼型件包括主翼和高升力体。高升力体限定凹部。翼型件还包括密封装置，该密封装置具有布置在凹部中的两个密封元件。密封元件是板状的、部分地抵接在高升力体上并且具有垂直于共同的旋转轴线延伸的侧面。当高升力体在收回位置与展开位置之间移动时，密封元件相对于主翼且相对于彼此旋转，使得：密封元件之间的重叠在高升力体处于展开位置时比在高升力体处于收回位置时少。 | ||||||
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