POWER CONTROL UNIT, HYDRAULIC SYSTEM AND AIRCRAFT USING THE SAME

Abstract

A power control unit configured to supply hydraulic pressure and mechanical torque. To this end, the power control unit includes an electric motor coupled to a differential output transmission and a hydraulic pump. A switchable transmission device allows the torque of the motor to be redirected either to the output transmission, e.g., to drive high-lift devices, or to the hydraulic pump, e.g., to extend or retract landing gears.

Claims

1. A power control unit configured to supply hydraulic pressure and mechanical torque, the power control unit comprising an electric motor configured to generate torque; and a differential output transmission operatively coupled to the motor to be driven by the motor and configured to supply the torque to a torque consumer, wherein the power control unit further comprises a hydraulic pump operatively coupled to the motor to be driven by the motor.

2. The power control unit according to claim 1, further comprising a transmission device operatively arranged to transmit the torque from the motor to the output transmission and the hydraulic pump, wherein the transmission device is switchable between a disabled state, in which torque transmission from the motor to the hydraulic pump is prevented, and an enabled state, in which torque transmission from the motor to the hydraulic pump is allowed.

3. The power control unit according to claim 2, wherein the transmission device comprises a torque switching device operatively arranged between the motor and the output transmission and that is, upon receiving power, switchable between a first state, in which torque transmission from the motor to the output transmission is prevented, and a second state, in which torque transmission from the motor to the output transmission is allowed, wherein, in an absence of power, the torque switching device switches into the first state.

4. The power control unit according to claim 3, wherein the torque switching device comprises at least one of: a power-off brake device operatively arranged between the motor and the output transmission and that has, as the first state, a brake engaged state in which torque transmission from the motor to the output transmission is blocked, and that has, as the second state, a brake disengaged state in which torque transmission from the motor to the output transmission is allowed; or a normally-open clutch device operatively arranged between the motor and the output transmission and that has, as the first state, a clutch disengaged state in which torque transmission from the motor to the output transmission is interrupted, and that has, as the second state, a clutch engaged state in which torque transmission from the motor to the output transmission is allowed.

5. The power control unit according to claim 2, wherein the transmission device comprises a transmission member including a torque input and a torque output, wherein the torque input is operatively coupled to the motor and the torque output is operatively coupled to the output transmission.

6. The power control unit according to claim 5, wherein the torque switching device is operatively arranged between the torque output and the output transmission.

7. The power control unit according to claim 5, wherein the transmission member includes a gear assembly having a plurality of gears, wherein the gear assembly is configured as an epicyclic gear box or comprises a pair of spur gears.

8. The power control unit according to claim 5, wherein the transmission member has a second torque output that is operatively coupled to the hydraulic pump.

9. The power control unit according to claim 8, wherein the transmission device includes an additional torque switching device operatively coupled to the second torque output and that is, upon receiving power, switchable between a first state, in which torque transmission to the second torque output is prevented, and a second state, in which torque transmission to the second torque output is allowed, wherein, in an absence of power, the additional torque switching device switches into the first state.

10. The power control unit according to claim 9, wherein the additional torque switching device includes at least one of: an additional power-off brake device operatively coupled to the second torque output and that has, as the first state, a brake engaged state in which torque transmission to the second torque output is blocked, and that has, as the second state, a brake disengaged state in which torque transmission to the second torque output is allowed; or a normally-open clutch device operatively coupled to the second torque output and that has, as the first state, a clutch disengaged state in which torque transmission to the second torque output is interrupted, and that has, as the second state, a clutch engaged state in which torque transmission to the second torque output is allowed.

11. A hydraulic system for an aircraft, the hydraulic system comprising: a reservoir configured to receive and hold hydraulic fluid, a hydraulic circuit configured to supply a hydraulic consumer and leading the hydraulic fluid back to the reservoir, and a power control unit according to claim 1, wherein the hydraulic pump is arranged in the hydraulic circuit, to allow pressurization of the hydraulic fluid.

12. The hydraulic system according to claim 11, further comprising a locking device operatively coupled to the output transmission to be able to arrest an output of the output transmission.

13. A drive system configured to drive an aircraft component comprising at least one of a high-lift device, a control surface, a landing gear, a landing gear brake, or a cargo door, the drive system comprising a hydraulic system according to claim 12, wherein the hydraulic consumer is a hydraulic actuator configured to drive the aircraft component.

14. The drive system according to claim 13, wherein the locking device comprises a wing tip brake configured to arrest the output of the output transmission.

15. An aircraft comprising a drive system according to claim 13, wherein the drive system is operatively coupled to the aircraft component to drive the aircraft component.

16. A method for operating a power control unit to supply hydraulic pressure and mechanical torque, the method comprising: a) generating torque with a motor; b) selectively transmitting, with a transmission device, the torque from the motor to a differential output transmission, to provide mechanical torque to consumers, or transmitting, with the transmission device, the torque from the motor to a hydraulic pump, so that the hydraulic pump generates hydraulic pressure.

17. The method according to claim 16, wherein step b) includes at least one of that, with a torque switching device, the torque is allowed to being transmitted to the output transmission; with a torque switching device, the torque is prevented from being transmitted from the motor to the output transmission, while with an additional torque switching device, the torque is allowed to be transmitted from the motor to the hydraulic pump; or with a torque switching device, the torque is allowed to be transmitted from the motor to the output transmission, while with an additional torque switching device, the torque is prevented from being transmitted from the motor to the hydraulic pump.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0047] Embodiments are described in more detail with reference to the accompanying drawings.

[0048] FIG. 1 depicts an embodiment of an aircraft;

[0049] FIG. 2 depicts an embodiment of a PCU installed in the aircraft of FIG. 1; and

[0050] FIG. 3 depicts another embodiment of a PCU.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0051] Referring to FIG. 1, an aircraft 10 has a fuselage 12. The aircraft 10 also has a pair of wings 14 that are attached to the fuselage 12. The aircraft 10 further comprises engines 16 that are attached to the wings 14.

[0052] The aircraft 10 has a plurality of high-lift devices 18, such as slats 20 and flaps 22. The high-lift devices 18 are driven by a power control unit or PCU 24. The PCU 24 outputs torque to drive shafts 25 that are connected to the high-lift devices 18 in a manner known per se. In order to arrest the high-lift devices 18 in a predetermined position, wing tip brakes 26 are arranged near the end portions of the drive shafts 25.

[0053] The PCU 24 is part of a drive system 28 configured to drive the high-lift devices 18 and a hydraulic system 30 configured to drive other aircraft components, such as landing gears or cargo doors. The PCU 24 is controlled by a corresponding control device 32 that controls the PCU 24 in correspondence with the pilot's operation of an input device 34.

[0054] Referring to FIG. 2, the PCU 24 comprises a motor control electronic or MCE 36, an electric motor 38, a transmission device 40, a hydraulic pump 42 and a differential output transmission 44. As depicted, these parts can be doubled up, so as to provide redundancy. It is also possible that instead of doubling up, a different arrangement of parts is used. Furthermore, it is also possible that only a single arrangement of these parts is present.

[0055] The MCE 36 is connected to an aircraft electric system 37 in a manner known per se. The MCE 36 is configured to control the electric motor 38 and electrically connected to the electric motor 38.

[0056] The output shaft of the electric motor 38 is mechanically coupled to the transmission device 40.

[0057] The transmission device 40 is mechanically coupled to the hydraulic pump 42 and the output transmission 44.

[0058] In a variant it is also possible that the electric motor 38 is directly coupled to the transmission device 40 and the hydraulic pump 42 using two output shafts of the electric motor 38.

[0059] The transmission device 40 includes a transmission member 46. The transmission member 46 can be configured as a gear assembly 48 that has a plurality of gears. The gear assembly 48 may comprise two spur gears, for example. The electric motor 38 is coupled to the transmission member 46 via a torque input 49. The transmission member 46 is coupled to the output transmission 44 via a torque output 51 and to the hydraulic pump 42 via a second torque output 53.

[0060] The transmission device 40 includes a torque switching device 50. The torque switching device 50 is arranged so as to enable preventing and allowing of torque transmission between the transmission member 46 and the output transmission 44. The torque switching device 50 has a power-off brake 52 for preventing and allowing torque transmission. It should be noted that it is also possible to use a normal-open clutch instead.

[0061] The hydraulic pump 42 is integrated into a hydraulic circuit 54. The hydraulic circuit 54 provides hydraulic consumers 56 with the required hydraulic pressure. The hydraulic pump 42 converts torque that it receives into hydraulic pressure.

[0062] The output transmission 44 comprises an output shaft 58. The output transmission 44 can be coupled to torque consumers, such as the high-lift devices 18.

[0063] Subsequently, the operation of the PCU 24 is described.

[0064] The PCU 24 operates in two modes: a high-lift mode and a hydraulic mode. In the high-lift mode, the electric motor 38 drives via the transmission device 40 the hydraulic pump 42 and the output transmission 44. The output transmission 44 transmits the torque via its output shaft 58 to the high-lift devices 18 thereby driving them into the desired position. The high-lift devices 18 of the high-lift system can be held in the gated position by the torque switching device 50 of the PCU 24. The WTB 26 can be used to arrest the high-lift devices 18 in failure cases (e.g., transmission disconnect etc.).

[0065] As the case may be, the PCU 24 can be switched into the hydraulic mode, e.g., if there is a high flow demand for extending the landing gear. In the hydraulic mode, movement of the output shaft 58 is arrested via the wing tip brakes 26 acting as locking devices 60. It should be noted that this can also be achieved via a separate locking device 60 suitably arranged at the output transmission 44.

[0066] In both modes, the torque switching device 50 is in a state which allows torque transmission from the electric motor 38 to the hydraulic pump 42 and the output transmission 44. Due to the output transmission 44 being a differential transmission, the torque is redirected towards the hydraulic pump 42.

[0067] The torsional tension present in the drive train from the output transmission 44 to the high-lift devices is known and can be released by known methods.

[0068] If neither hydraulic nor mechanical output is needed from the PCU 24, the electric motor 38 is switched of and the system is arrested by the torque switching device 50, e.g., by engaging the power-off brakes 52.

[0069] Referring to FIG. 3, another embodiment of the PCU 24 is described only insofar as it differs from the previous embodiment. In this embodiment, the gear assembly 48 is configured as an epicyclic gear box.

[0070] The transmission device 40 includes an additional torque switching device 150. The additional torque switching device 150 is arranged so as to enable preventing and allowing of torque transmission to the hydraulic pump 42. The torque switching device 150 has an additional power-off brake 152 for preventing and allowing torque transmission. It should be noted that it is also possible to use a normal-open clutch instead.

[0071] Subsequently, the operation of the PCU 24 is described.

[0072] The PCU 24 operates in two modes: a high-lift mode and a hydraulic mode. In the high-lift mode, the electric motor 38 drives via the transmission device 40 the output transmission 44. The torque switching device 50 is disengaged and allows torque transmission from the electric motor 38 to the output transmission 44. The additional torque switching device 150 is engaged and prevents torque transmission from the electric motor 38 to the hydraulic pump 42. As a result, the output transmission 44 transmits the torque via its output shaft 58 to the high-lift devices 18, thereby driving them into the desired position.

[0073] As the case may be, the PCU 24 can be switched into the hydraulic mode, e.g., if there is a high flow demand for extending the landing gear. In the hydraulic mode, the torque switching device 50 is engaged, thereby preventing torque transmission from the electric motor 38 to the output transmission 44. The additional torque switching device 152 is disengaged so as to allow torque transmission from the electric motor 38 to the hydraulic pump 42. As a result, the hydraulic pump 42 is able to pressurize the hydraulic fluid.

[0074] The torque switching device 50 and the additional torque switching device 150 are in opposite states for both modes, thereby redirecting the torque of the electric motor 38 either to the hydraulic pump 42 (hydraulic mode) or to the output transmission 44 (high-lift mode).

[0075] With this embodiment torsional tension in the drive train from the output transmission 44 to the high-lift devices 18 can be avoided.

[0076] If neither hydraulic nor mechanical output is needed from the PCU 24, the electric motor 38 is switched of and the system can be arrested by the torque switching devices 50, 150, e.g., by engaging the respective power-off brakes 52, 152.

[0077] In order to improve the versatility of PCUs (24), the invention proposes a power control unit (24) that can supply hydraulic pressure and mechanical torque. To this end, the power control unit (24) comprises an electric motor (38) that is coupled to a differential output transmission (44) and a hydraulic pump (42). A switchable transmission device (40) allows the torque of the motor (38) to be redirected either to the output transmission (44), e.g., for driving high-lift devices, or to the hydraulic pump (42), e.g., for extending or retracting landing gears.

[0078] While at least one exemplary embodiment of the present invention(s) is disclosed herein, it should be understood that modifications, substitutions and alternatives may be apparent to one of ordinary skill in the art and can be made without departing from the scope of this disclosure. This disclosure is intended to cover any adaptations or variations of the exemplary embodiment(s). In addition, in this disclosure, the terms “comprise” or “comprising” do not exclude other elements or steps, the terms “a” or “one” do not exclude a plural number, and the term “or” means either or both. Furthermore, characteristics or steps which have been described may also be used in combination with other characteristics or steps and in any order unless the disclosure or context suggests otherwise. This disclosure hereby incorporates by reference the complete disclosure of any patent or application from which it claims benefit or priority.

LIST OF REFERENCE SIGNS

[0079] 10 aircraft
12 fuselage
14 wing
16 engine
18 high-lift device
20 slat
22 flap
24 hydraulic power control (PCU)
25 drive shaft
26 wing tip brakes (WTB)
28 drive system
30 hydraulic system
32 control device
34 input device
36 motor control electronic (MCE)
37 aircraft electric system
38 electric motor
40 transmission device
42 hydraulic pump
44 differential output transmission
46 transmission member
48 gear assembly
49 torque input
50 torque switching device
51 torque output
52 power-off brake (POB)
53 second torque output
54 hydraulic circuit
56 hydraulic consumer
58 output shaft
60 locking device
150 additional torque switching device
152 additional power-off brake (APOB)