Aerospace actuators. 2, Signal-by-wire and power-by-wire

214 Pages·2017·10.648 MB·English

by  Maré, Jean-Charles

Table of Contents
Cover
Title
Copyright
Introduction
List of Acronyms
1 European Commercial Aircraft before the Airbus A320
1.1. Introduction
1.2. The Caravelle and irreversible primary flight servocontrols
1.3. The Concorde and flight controls with analog electrical signals and controllers
2 Airbus A320 and Electrically Signaled Actuators
2.1. Airbus A320 or Signal-by-Wire with digital computers
2.2. Flight controls
2.3. Landing gears
2.4. Hydraulic system architecture
2.5. Hydraulic pumps
3 Airbus A380
3.1. Introduction
3.2. Data transmission and processing [BER 07, BUT 07, ITI 07]
3.3. Power generation and distribution
3.4. Flight controls
3.5. Landing gears
3.6. Thrust reversers
3.7. Subsequent programs
4 V-22 and AW609 Tiltrotors
4.1. V-22 Osprey military tiltrotor
4.2. AW609 civil tiltrotor
4.3. Comparison of the pylon conversion actuator approaches for the V-22 and AW609
Bibliography
Index
End User License Agreement
List of Tables
2 Airbus A320 and Electrically Signaled Actuators
Table 2.1. Mechanical characteristics of the Airbus A320 actuators (according to [SOC
11] and [SOC 12])
Table 2.2. Comparison of concepts for the Airbus A320 linear actuators
3 Airbus A380
Table 3.1. Power needs for the actuation functions on the A380
Table 3.2. Braking and steering functions for the landing gears
4 V-22 and AW609 Tiltrotors
Table 4.1. Main characteristics of the V-22 flight control actuators (according to SOC
12)
Table 4.2. Power capacity of the AW609 flight control actuators (according to [SOC
12])
Table 4.3. Comparison of the solutions used for the actuation of pylons of the V-22 and
the AW609
List of Illustrations
1 European Commercial Aircraft before the Airbus A320
Figure 1.1. Aerodynamic assistance concepts. For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 1.2. SE-210 Caravelle (© Air France Archives)
Figure 1.3. The Caravelle Servodyne under maintenance at Arlanda Airport (© SAS
Scandinavian Airlines)
Figure 1.4. Caravelle Servodyne servocontrol (according to [SAB 61, SWI 60]). For a
color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 1.5. Equivalent diagram of the Servodyne servocontrol (half-actuator, active
normal mode). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 1.6. Artificial feel on Caravelle flight controls. For a color version of this
figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 1.7. Simplified diagram of the Caravelle hydraulic power
generation/distribution architecture (according to [DAR 65]). For a color version of
this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 1.8. The Concorde (© Air France Archives). For a color version of this figure,
see www.iste.co.uk/mare/aerospace3.zip
Figure 1.9. Concorde flight control surfaces (according to [BRI 79])
Figure 1.10. Example of setpoint elaboration for the yaw axis of the Concorde (upper:
architecture with 3 loops; lower: generation of position setpoints). For a color version
of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 1.11. Use of synchros for the elaboration of flight control setpoints. For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 1.12. PFCU of the Concorde elevon (according to [BRI 79]). For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 1.13. Photographs of Concorde flight control actuators (upper: relay jack
(courtesy of Concordescopia Museum, Toulouse); lower: PFCU). For a color version
of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 1.14. Simplified architecture of the Concorde artificial feel function (setpoint
generator inputs depend on the axis considered). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 1.15. Simplified architecture of the Concorde hydraulic generation and
distribution (according to [BRI 79]). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
2 Airbus A320 and Electrically Signaled Actuators
Figure 2.1. The Airbus A318, the smallest aircraft in the A320 family. For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.2. Principle of electrical flight controls on the Airbus A320. For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.3. Simplified representation of the architecture of the Airbus A320
electrically signaled flight controls. For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 2.4. Topology and redundancy of the Airbus A320 electrical flight controls
(according to [AIG 16]). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 2.5. Hydraulic architecture of an Airbus A320 aileron actuator (according to
[VOL 10]). For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.6. Photograph of an Airbus A320 aileron actuator. For a color version of this
figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.7. The Airbus A320 rudder control surface actuator (according to an original
image © Liebherr). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 2.8. Hydraulic architecture of the Airbus A320 elevator actuator. For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.9. Photograph of the Airbus A320 elevator. For a color version of this figure,
see www.iste.co.uk/mare/aerospace3.zip
Figure 2.10a. Trimmable horizontal stabilizer actuator. For a color version of this
figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.10b. Trimmable horizontal stabilizer actuator. For a color version of this
figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.11. No-back with friction disks (upper: sectional view of a no-back according
to [NFO 06]; lower: partial perspective view, according to [MOR 99]). For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.12. Actuator of deployed right wing spoiler no. 2. For a color version of this
figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.13. Airbus A320 secondary flight controls. Top image: high-lift flaps and lift
dumpers deployed; bottom image: power control unit (according to an original
photograph © Liebherr). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 2.14. Simplified architecture of the Airbus A320 slat actuation (according to
[FAL 04, WIL 08]). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 2.15. Architecture of the Airbus A330 braking system (according to [LAL 02]).
For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.16. Mechanically signaled auxiliary landing gear steering on the Airbus A310
(upper: diagram of the mechanical transmission of commands (© Airbus); lower:
photograph of the actuator). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 2.17. Electrically signaled auxiliary landing gear steering on the Airbus A320
(according to [DAN 17]). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 2.18. Architecture of hydraulic generation/distribution for the Airbus A320 (©
Airbus). For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.19. Hydraulic power generation at constant pressure. For a color version of
this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.20. Evolution of variable displacement pumps
Figure 2.21. Main pump of the Airbus A320 (© Eaton Aerospace LLC 2016. All Rights
Reserved). For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.22. Hydraulic architecture of an Airbus A320 EDP pump. For a color version
of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 2.23. Electric motor pump (EMP) of the Airbus A320 (© Eaton Aerospace LLC
2016. All Rights Reserved). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 2.24. Power transfer unit (PTU) of the Airbus A320 (© Eaton Aerospace LLC
2016. All Rights Reserved). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
3 Airbus A380
Figure 3.1. The Airbus A380 in low-speed flight, deployed slats and flaps. For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.2. Electric cables in the cabin of an Airbus A380 prototype (© SIPA). For a
color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.3. Integrated modular architecture of the Airbus A380 (upper: ADCN/AFDX
network and interfacing possibilities; middle: top view of CPIOM topology, according
to [MOI 13]; lower: photographs of a CPIOM (©Thales)). For a color version of this
figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.4. Power architecture for the actuation functions of the Airbus A380 (updated
from [Mar 04b]). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 3.5. Schematic cross-section of an EDP of the Airbus A380 (Drawing © Eaton
Aerospace LLC 2016. All Rights Reserved). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 3.6. EMP of the Airbus A380 (© Eaton Aerospace LLC 2016. All Rights
Reserved). For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.7. RAT of the Airbus A380. For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 3.8. Concept of the accumulator with a metallic bellow (according to [DAC
04]). For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.9. Signal and power topology of the Airbus 380 flight controls (according to
[CHA 07, LET 07, VAN 15]). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 3.10. New power-metering concepts introduced on the Airbus A380 for flight
control actuators. For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 3.11. IMA architecture (flight control part) of the Airbus A380 (according to
[BUT 07]). For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.12. Removal of the mechanical transmission of rudder actuator setpoints on
the Airbus A340-600. For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 3.13. Signal and power interfaces of a PbW actuator for the A380. For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.14. Topology of the actuation of the Airbus A380 slats and flaps (upper:
power architecture for the flaps [HAU 05]; lower: power architecture for the slats
[BOW 04]). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 3.15. Hydraulic channel of the PCU of the Airbus A380 slats [BOW 04]. For a
color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.16. PCU of the Airbus A380 flaps [HAU 05]. For a color version of this
figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.17. Hydraulic architecture of an EHA (according to [VOL 10]). For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.18. Spoiler EBHA for the Airbus A380 [BIE 04]. For a color version of this
figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.19. Integration of EHA and EBHA on the Airbus A380 (according to [TOD
07]). For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.20. Trimmable horizontal stabilizer actuator for the Airbus A380 (left:
elements, according to [PHI 04]; right: photograph of the upper part). For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.21. Mechanical architecture of the THSA of the Airbus A380. For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.22. Architecture of a hydraulic channel of the THSA of the Airbus A380. For
a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.23. Landing gears of the Airbus A380 (upper: the Airbus A380 upon landing
at Farnborough; lower: references of landing gears and wheels (top view)). For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.24. The 3 local electrohydraulic generation systems of the Airbus A380 [DEL
04]. For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.25. Simplified power architecture of the steering of the nose landing gear
(according to [DEL 04]). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 3.26. Steering of the nose landing gear of push–pull type (upper: example of
hydraulic architecture for push–pull actuator; lower: hydraulic block for steering of
A380 nose landing gear). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 3.27. Power architecture of the Airbus A380 brakes (according to [DEL 04]).
For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.28. Thrust reverser according to the cascade concept (upper: stowed reverser;
middle: deployed reverser; lower: main mechanical elements). For a color version of
this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 3.29. Simplified diagram of the signal and power architectures of the ETRAS of
the Airbus A380 (according to [RÉS 14]). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
4 V-22 and AW609 Tiltrotors
Figure 4.1. Flight envelopes of V-22 (according to [BOE 11]) and AW609 (according
to [CAP 04]) tiltrotors. For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 4.2. V-22 in taxi mode. For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 4.3. Triplex PFCS architecture of the V-22 (according to [BAL 91]). For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.4. Top view of the V-22 flight control power architecture (according to [MCM
85]). For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.5. Control loop of a V-22 swashplate actuator (according to [MCM 85]). For
a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.6. Generic architecture of a V-22 control surface actuator. For a color version
of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.7. Simplified hydromechanical diagram of the swashplate actuator (according
to [MCM 85]). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 4.8. Photograph of a V-22 swashplate actuator (© Moog Inc.). For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.9. Kinematics of V-22 pylon actuation (upper: simplified diagram of the side
view; middle: actuator/pylon gimbal joints; lower: wing/actuator (adapted from [HIC
92])). For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.10. Geometric integration of the V-22 pylon conversion actuator (upper:
ground photograph, rotor tilted at about 60°; left lower: attachment to the right pylon;
right lower: anchorage on the left wing). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 4.11. Nut-screw system viewed as a mechanical quadriport (angles and
positions are defined with respect to a shared frame of reference; the sign convention
may depend on the application according to functional needs). For a color version of
this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.12. Power architecture of the V-22 pylon conversion actuator (upper:
schematic diagram (according to [CAE 92]); lower: power channels (according to
[FEN 01])). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 4.13. Pylon actuator in retracted configuration (airplane mode), showing the
elements of PCA with the electrical backup channel (according to [WHI 93]). For a
color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.14. Examples of power paths in reference to Figure 4.12 (left: normal case
with 2 active electrohydraulic channels; right: actuation by the backup channel). For a
color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.15. Simplified diagram of an electrohydraulic channel of the pylon conversion
actuator (represented in active mode). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 4.16. Simplified representation of the backup actuation channel (initially
electrical version). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 4.17. Flight controls of the AW609 (photograph according to [FEN 05], courtesy
of Bell Helicopter Inc.). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 4.18. Hydraulic power architecture of the AW609 (according to an original
image from [FEN 05], courtesy of Bell Helicopter Inc.). For a color version of this
figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.19. Simplified representation of the initial hydraulic architecture of an
actuator. For a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.20. Simplified representation of the ITFV hydraulic architecture of the AW609
(according to [FEN 06]). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 4.21. Simplified representation of the hydraulic architecture and photograph of
redundant ITFV for the AW609 collective pitch actuation (according to [FEN 05]). For
a color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.22. Integration of the pylon conversion actuator on the AW609 (according to
an original image from [FEN 00], courtesy of Bell Helicopter Inc.). For a color version
of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.23. Pylon conversion actuator of the AW609 (photograph courtesy of
Woodward, Inc.). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip
Figure 4.24. Architecture of PCA of the AW609 (upper: topology (according to [FEN
00] and courtesy of Bell Helicopter Inc.); lower: signal and power architecture). For a
color version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.25. Architecture of a hydraulic power drive unit of the AW609. For a color
version of this figure, see www.iste.co.uk/mare/aerospace3.zip
Figure 4.26. Shock damper with conical elastic rings (upper: partial sectional view, ©
Ringfeder® Power Transmission GMBH; lower: example of integration on the nut-
screw as the end-stop). For a color version of this figure, see
www.iste.co.uk/mare/aerospace3.zip