Abstract: A hydraulic system 300 for an aircraft including a backup hydraulic pressure source 216 to provide hydraulic pressure to a brake 222 in the event of a failure condition of a primary hydraulic brake pressure source. The hydraulic system 300 also includes a landing gear backup system to provide hydraulic pressure to enable extension and/or retraction of landing gear 100. The backup hydraulic pressure source 216 is arranged to provide hydraulic pressure to the landing gear backup system in the event of a failure condition of a primary landing gear hydraulic pressure source.

Abstract: An aircraft hydraulic fluid heating system and method are disclosed. In one embodiment, pump characteristics of a hydraulic pump coupled to a reservoir are obtained. Further, total demand of the hydraulic fluid for hydraulically controlled flight controls in the aircraft is determined. Furthermore, the hydraulic fluid in the reservoir is dynamically heated based on the pump characteristics and the total demand of the hydraulic fluid.

Abstract: A method, apparatus, and computer program product for managing movement of a flight control surface on an aircraft. A control signal is received to move the flight control surface to a position. Travel in a number of actuators in a plurality of actuators coupled to the flight control surface is limited to an amount that reduces a load on the number of actuators in the plurality of actuators in response to receiving the control signal while the aircraft is on the ground and the speed of the aircraft is less than a threshold.

Abstract: A hydraulic drive for an aircraft includes: a gear, a first hydraulic pump and a second hydraulic pump, wherein the gear is installed in a gear housing and wherein the first hydraulic pump and the second hydraulic pump in each case are installed in a pump housing that is affixed to the gear housing, or the two together are installed in a pump housing that is affixed to the gear housing; a hydraulic supply device including a first and a second hydraulic system for operating actuators of the aircraft; and a monitoring and drive device, with the hydraulic supply device including a first hydraulic drive for coupling the latter to a first engine, and a second hydraulic drive for coupling the latter to a second engine, wherein each hydraulic drive includes: a gear drive shaft for coupling the respective hydraulic drive to an engine output shaft of the respective associated engine; two hydraulic pumps that are coupled to a gear output shaft, in each case with a connection device for connecting the hydraulic pump to

Abstract: A plurality of hydraulically operated actuators that drive a control surface and a plurality of control systems that respectively control the operation of the actuators are included. Each of the control systems includes a control valve, a state switching valve and a test orifice circuit. The test orifice circuit includes a test orifice used for testing the performance of an orifice. The state switching valve is provided such that its position can be switched between an actuator connection position, a damping position and a test orifice position.

Abstract: A hydraulic system for aircraft wherein at least one circuit includes two hydraulic pumps, at least one of which is driven by an engine that may suffer uncontained failure that can damage hydraulic lines close to the pump, is equipped with pressure sensors for the hydraulic fluid in the lines close to the pump and a sensor for the hydraulic fluid level in a hydraulic tank of the circuit supplied by the pump. A control system for a cut-out valve installed on a suction line wherein the fluid arrives at the pump includes logic that determines the occurrence of an uncontained engine failure requiring the isolation of the pumps from line elements that may have been damaged from measurements of the fluid pressures in the lines, from measurement of the level of fluid in the tank and from information supplied late by a uncontained engine failure detection system to command the closure of the cut-out valve.

Abstract: To provide an actuator device for a flight control surface which can reduce a stress applied to the flight control surface when one of two actuators is operated. The present invention relates to a hydraulically-operated actuator device 30 which drives a flight control surface of an aircraft 1, including a first actuator 31A that is provided with a first piston rod 39A, and drives an aileron body 11; a second actuator 31B that is provided with a second piston rod 39B, and drives the aileron body 11 when the function of the first actuator 31A is lost or reduced; and a single second connection fitting 41 to which the first piston rod 39A and the second piston rod 39B are both connected, wherein the first actuator 31A and the second actuator 31B are connected to the aileron body 11 via the second connection fitting 41.

Abstract: A hybrid power distribution system for an aircraft generates hydraulic power from one of a plurality of power sources based on which power source provides energy most efficiently. Power sources includes an electric power distribution bus that distributes electrical energy onboard the aircraft, a pneumatic distribution channel that distributes pneumatic energy onboard the aircraft, and mechanical power provided by one or more engines associated with the aircraft.

Abstract: A hydraulic pump is installed inside a wing at which a control surface is provided, and supplies pressure oil to an actuator when a loss or degradation occurs in the function of aircraft central hydraulic power sources. An electric motor is installed inside the wing and drives the backup hydraulic pump. A driver is installed inside the wing and drives the electric motor. A cooling device is installed inside the wing and simultaneously cools the backup hydraulic pump, the electric motor, and the driver.

Abstract: A first actuator drives a control surface by being operated by supply of pressure oil from a first aircraft central hydraulic power source including a first aircraft central hydraulic pump. A second actuator drives the control surface by being operated by supply of pressure oil from a second aircraft central hydraulic power source including a second aircraft central hydraulic pump. A backup hydraulic pump is installed inside a wing of the aircraft and is provided so as to be able to supply pressure oil to the first actuator when a loss or degradation in a function of at least one of the first aircraft central hydraulic power source and the second aircraft central hydraulic power source occurs. A maximum discharge pressure of the backup hydraulic pump is set to be greater than maximum discharge pressures of the first aircraft central hydraulic pump and the second aircraft central hydraulic pump.

Abstract: A hybrid power distribution system for an aircraft generates hydraulic power from one of a plurality of power sources based on which power source provides energy most efficiently. Power sources includes an electric power distribution bus that distributes electrical energy onboard the aircraft, a pneumatic distribution channel that distributes pneumatic energy onboard the aircraft, and mechanical power provided by one or more engines associated with the aircraft.

Abstract: A pump unit installed inside a wing, and a panel body constituting part of a wing structure portion forming a surface structure of the wing are provided. The pump unit includes a backup hydraulic pump that can supply pressure oil to an actuator when a loss or reduction occurs in the function of an aircraft central hydraulic power source and an electric motor that drives this pump. Except for at least the panel body, the wing structure portion is formed from fiber reinforced plastics. The panel body is formed of a metallic material.

Abstract: A pump unit installed inside a wing includes a backup hydraulic pump that can supply pressure oil to an actuator when a loss or reduction occurs in the function of an aircraft central hydraulic power source and an electric motor that drives the pump. A wing structure portion forming the surface structure of the wing is provided with an inlet port and an exhaust port that are formed therethrough. The inlet port is provided so as to be opened and closed by an inlet port opening/closing portion, and the exhaust port is provided so as to be opened and closed by an exhaust port opening/closing portion.

Abstract: An actuator system (14) comprising a valve assembly (40) having an inner spool (50), an outer spool (60), and a sleeve (70). An assembly (80) directly drives the inner spool (50) to move it relative to the outer spool (60), and thereby hydromechanically causes the outer spool (60) to move relative to the sleeve (70). A control assembly (90) provides current input to the drive assembly (80), which converts current input into mechanical motion. The control assembly (90) senses the position of the inner spool (50) and regulates current in accordance with the sensed position.

Abstract: When a loss or degradation in the function of one of a first aircraft central hydraulic power source and a second aircraft central hydraulic power source occurs, a controller performs a control so as to operate the other backup hydraulic pump, out of a first backup hydraulic pump and a second backup hydraulic pump, which is connected downstream of the other hydraulic power source, which is the other of the first and second aircraft central hydraulic power sources. Oil flowing through the other backup hydraulic pump is cooled by an oil cooler of the other hydraulic power source by operation of the other backup hydraulic pump in a state where the other hydraulic power source is being operated.

Abstract: An actuation system includes: two hydraulic actuators, each being coupled to a load-bearing structural component and to an elevator, and displaceable relative to the load-bearing structural component for the operation of the elevator; a first control valve device to control the first actuator; a second control valve device to control the second actuator; a control and monitoring unit that determines and transmits appropriate command signals to the control valve devices to execute appropriate control movements for the operation of the actuators; a locking device coupled to the first actuator to secure the first actuator a locked state, which is hydraulically connected with the first hydraulic system and the second hydraulic system via an hydraulic OR-circuit, where in normal operation the locking mechanism is in its unlocked state, and in the event of a failure of both hydraulic systems the locking mechanism secures the first actuator.

Abstract: A system, apparatus and method of verifying operation of a vehicle fluid brake system shutoff valve is provided, wherein the shutoff valve is adapted to enable or inhibit the transmission of fluid pressure to at least one brake solenoid valve that controls operation of at least one brake actuator so as to effect wheel braking. In verifying operation of the system, the shutoff valve is commanded to inhibit the transmission of fluid pressure to the at least one brake solenoid valve, and the at least one brake solenoid valve is commanded to apply fluid pressure to the at least one brake actuator. An operational status of the shutoff valve is determined based on the absence or presence of wheel braking.

Abstract: A plurality of hydraulically operated actuators that drive a control surface and a plurality of control systems that respectively control the operation of the actuators are included. Each of the control systems includes a control valve, a state switching valve and a test orifice circuit. The test orifice circuit includes a test orifice used for testing the performance of an orifice. The state switching valve is provided such that its position can be switched between an actuator connection position, a damping position and a test orifice position.

Abstract: When a loss or degradation in the function of one of a first aircraft central hydraulic power source and a second aircraft central hydraulic power source occurs, a controller performs a control so as to operate the other backup hydraulic pump, out of a first backup hydraulic pump and a second backup hydraulic pump, which is connected downstream of the other hydraulic power source, which is the other of the first and second aircraft central hydraulic power sources. Oil flowing through the other backup hydraulic pump is cooled by an oil cooler of the other hydraulic power source by operation of the other backup hydraulic pump in a state where the other hydraulic power source is being operated.

Abstract: A pump unit installed inside a wing includes a backup hydraulic pump that can supply pressure oil to an actuator when a loss or reduction occurs in the function of an aircraft central hydraulic power source and an electric motor that drives the pump. A wing structure portion forming the surface structure of the wing is provided with an inlet port and an exhaust port that are formed therethrough. The inlet port is provided so as to be opened and closed by an inlet port opening/closing portion, and the exhaust port is provided so as to be opened and closed by an exhaust port opening/closing portion.

Abstract: A hydraulic system for aircraft operating devices provides a secondary pressure source for direction and deceleration control in case of loss of pressure from a primary pressure source. The system includes multiple pressure accumulators that include a primary accumulator, which supplies pressurized fluid to a first actuator, and first and second secondary accumulators, which supply pressurized fluid to second and third actuators, respectively. If the primary accumulator is disabled, the first secondary accumulator will supply pressurized fluid to the first actuator. If the first secondary accumulator is disabled, the second secondary accumulator will supply pressurized fluid to the second actuator. By providing multiple, substantially independent accumulators, direction and deceleration control is maintained even in the event of loss of the primary accumulator.

Abstract: An actuator control system has a dual concentric servo valve having a spool and at least one motor adapted to selectively displace the spool.

Abstract: Testing of an aircraft pressure control system may be performed without use of an altitude chamber. Aircraft cabin configuration date may be modeled and used, along with high resolution positional feedback from a simulated valve, to produce a high resolution electrical signal that may represent a simulated cabin pressure. A voltage-to-pressure transducer may convert the electrical signal to a pneumatic signal. The pneumatic signal may be employed to operate a cabin-pressure controller under test. The controller may operate an outflow valve actuator and an attached potentiometer. The potentiometer may produce a feedback signal and closed-loop testing of the aircraft pressure control system may thus be performed. The outflow valve actuator may be operated without being attached to an outflow valve because a simulated aerodynamic load may be applied to the actuator.

Abstract: A backup system is provided that has a local electric motor and pump for some or all of the hydraulic actuators on an aircraft. A local backup hydraulic actuator has two power sources, hydraulic as primary and electrical as backup. During normal operation, the hydraulic actuator receives pressurized fluid from a hydraulic system and the fluid flow to the chambers is controlled by a servo valve. If the hydraulic system fails, the electronic controller detects the failure by observing the signal indicative of the pressure from the pressure sensor, and the controller powers the local hydraulic pump to provide high pressure hydraulic fluid to the hydraulic actuator via the servo valve.

Abstract: A hydraulic system for aircraft operating devices provides a secondary pressure source for direction and deceleration control in case of loss of pressure from a primary pressure source. The system includes multiple pressure accumulators that include a primary accumulator, which supplies pressurized fluid to a first actuator, and first and second secondary accumulators, which supply pressurized fluid to second and third actuators, respectively. If the primary accumulator is disabled, the first secondary accumulator will supply pressurized fluid to the first actuator. If the first secondary accumulator is disabled, the second secondary accumulator will supply pressurized fluid to the second actuator. By providing multiple, substantially independent accumulators, direction and deceleration control is maintained even in the event of loss of the primary accumulator.