ERJ170_190 Slats and Flaps_0905BBrev1.pdf
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EMBRAER SERIES 170/190
Slat/Flap Control System Training Manual NOTICE THIS TRAINING MANUAL TO BE USED FOR TRAINING PURPOSES ONLY This training manual has been prepared by Hamilton Sundstrand for the EMBRAER Series 170 / 175 / 190 / 195 Slat/Flap Control System training. Information contained in this training manual is subject to change. It has been written based on the current state of design and information available at the time. It is not a controlled document and does not amend or supersede information contained in any Hamilton Sundstrand or EMBRAER manual or document.
EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
TABLE OF CONTENTS SYSTEM OVERVIEW AND COMPONENTS .................................... 1 Slat/Flap System Overview ........................................................ 1 Slat System Overview ........................................................... 1 EMB 190 Series: ................................................................... 2 Flap System Overview .......................................................... 2 Slat/Flap Control System (SFCS) Operation.............................. 3 Overspeed Warning .............................................................. 4 List of Components 170 Series .................................................. 9 List of Components 190 Series ................................................ 10 Slat/Flap Control Lever (SFCL) ................................................ 11 Slat/Flap Actuator Control Electronics (SF-ACE) ..................... 12 *MMEL operational requirement. ........................................ 12 Failure Modes ..................................................................... 12 Slat/Flap Power Drive Unit (SF-PDU) General Description ..... 15 Power Drive Unit (PDU) Motor ............................................ 15 Drive Line System .................................................................... 16 Torque Drive Shafts ............................................................ 17 Slat/Flap Bearing Support ................................................... 18 Slat Angle (137 ) Gearboxes .............................................. 19 Flap Angle Gearboxes (144 ) ............................................. 19 Flap Angle Gearboxes (161 ) ............................................. 19 Slat Actuators ........................................................................... 20 Slat Inboard Skew Sensor Resolvers ....................................... 21 Slat Midboard & Outboard Disconnect (Skew) Sensors .......... 22 Slat Skew Sensor Mechanical Fuses ....................................... 22 Flap Actuators .......................................................................... 23 Flap Outboard Skew Sensors .................................................. 24 Position Sensor Units (PSUs) .................................................. 25 System Architecture Overview ................................................. 26 SYSTEM RIGGING AND AUTORIG ............................................... 27 Flap System Mechanical Rigging ............................................. 27 Slat System Mechanical Rigging .............................................. 27 System Electrical Rigging and Autorig ..................................... 28 MAINTAINABILITY .......................................................................... 29 Re-lubrication Frequencies ...................................................... 29 Other Maintenance Features ................................................... 29 SFCS EICAS/CMC INTERFACE AND DISPLAY ........................... 30
Interface.................................................................................... 30 EICAS Position Indications and Messages .............................. 30 SF-ACE GENERAL DESCRIPTION................................................ 47 Functional Description .............................................................. 47 SF-ACE Inhibits ........................................................................ 48 SF-ACE Architecture ................................................................ 48 Packaging Design .................................................................... 55 SF-ACE Communications ........................................................ 56 SF-ACE Inputs From Other Slat/Flap System LRUs .......... 56 SF-ACE Inputs From Other Systems .................................. 57 SF-ACE Outputs To Other Systems ................................... 58 [Do-178B Software Levels: A – Catastrophic, B – Hazardous]SF-ACE Outputs To Other Slat/Flap System LRUs ................................................................................... 58 SF-ACE Outputs To Other Slat/Flap System LRUs ............ 59 Surface Motion Functions ......................................................... 61 SF-ACE Data Interface ............................................................. 61 Interface FPGA Protection Logic: ............................................. 62 Control and Output Integrity Features ...................................... 64 Microprocessor Subsystem And Watchdog Timer ................... 66 Control Microprocessor Software System Level Functions ..... 66 Monitor Microprocessor Software System Level Functions ..... 66 Motor Drive ............................................................................... 67 Brake Drive ............................................................................... 70 ARINC 429 Communication ..................................................... 72 -ARINC 429 Bus .................................................................. 72 -ARINC Waveform .............................................................. 72 -ARINC Word Format .......................................................... 72 -Label .................................................................................. 72 -Source/Destination Identifier (SDI) .................................... 72 -Data Structure .................................................................... 72 -Sign/Status Matrix (SSM) ................................................... 73 -Parity .................................................................................. 73 -Data .................................................................................... 73 SF-ACE ARINC 429 Reception ................................................ 73 SF-ACE ARINC 429 Transmission........................................... 73 -Transmission of Critical Labels .......................................... 73
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EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
TABLE OF CONTENTS -Interface FPGA ARINC 429 Transmit Function ................. 73 -Control Channel Function ....................................................... 73 -Monitor Channel Function ....................................................... 74 ARINC 429 Wraparound Function ........................................... 74 CAN Bus Description ................................................................ 74 SF-ACE Response to Failure ................................................... 76 SF-ACE Rigging Functions ...................................................... 79 Rigging Function and CMC interface .................................. 79 Initial Rigging ....................................................................... 79 Rig Mode Initialization Conditions ....................................... 79 Automatic Rigging (Auto Rig) .............................................. 79 Rig Verification .................................................................... 79 SF-ACE Control and Protective Functions ............................... 80 SF-ACE Circuit Description ................................................... 80 A1 Motherboard Assembly .................................................. 80 A2/A9 Power Supply and Motor Drive Assembly ................ 80 -Magnetics Assembly .......................................................... 80 -Integrated Power Supply (IPS) .......................................... 80 -Motor Drive ........................................................................ 80 A3/A8 Interface Assembly ................................................... 81 A3/A8 Data Structure .......................................................... 81 -Position Sensing ..................................................................... 81 -Position Transducer Excitation .......................................... 81 Position Transducer Returns and Monitoring ........................... 83 -Wingtip Resolver Position Sense ....................................... 83 -Slat/Flap Control Lever Position Sense ............................. 85 -Digital Input Conditioning ........................................................ 88 -Controller ID ............................................................................ 89 -Brake Torque Test Returns ..................................................... 90 -Spare (Unused) Inputs ............................................................ 90 -Slat Disconnected Actuator (Skew) Sense ............................. 90 -BIT STIM Drivers ..................................................................... 92 -Spare Analog Input ................................................................. 92 -Brake Drivers .......................................................................... 92 -Flap “Greater Than Zero” Outputs .......................................... 92 Communication Data ................................................................ 92 -ARINC 429 Communications ............................................. 92
-DCU (ARINC 429) Receivers............................................. 92 -ARINC 429 Transmitter ...................................................... 93 -CAN Bus Transceivers ............................................................ 94 A4 Slat Micro Assembly ........................................................... 94 -Data Interface .......................................................................... 94 -Microprocessor Subsystem And Watchdog Timer .................. 94 Actuation Control ...................................................................... 95 -Motor Control FPGA .......................................................... 95 -Motor Current Feedback .................................................... 95 -Fail Safe Circuitry ............................................................... 95 -Health Monitoring ............................................................... 95 -Excitation Control ............................................................... 95 -Motor Control ..................................................................... 95 -Brake Drive Commands ..................................................... 96 -Flaps Greater Than 0 Commands ..................................... 96 -Motor Commutation Feedback ................................................ 97 A5/A6 Interconnect Assembly .................................................. 98 A7 Flap Micro Assembly........................................................... 98 A10/A11 AC EMI Assembly...................................................... 98 POWER DRIVE UNIT (PDU) GENERAL DESCRIPTION ............... 99 PDU Components .................................................................. 102 -Motor Brake Modules ....................................................... 102 -PDU Gearbox ................................................................... 103 -PDU Differential ............................................................... 103 -PDU Torque Limiter/Slip-Clutch ....................................... 103 DRIVELINE SYSTEM GENERAL DESCRIPTION ........................ 104 Torque Drive Shaft General Description ................................ 104 Slat/Flap Bearing Support Description ................................... 106 Angle Gearboxes General Description ................................... 109 Slat Angle Gearboxes ....................................................... 109 Flap Angle Gearboxes ...................................................... 109 SLAT ACTUATORS GENERAL DESCRIPTION .......................... 111 -Slat Actuator Configurations ................................................. 111 -Slat Actuator Torque Limiter Description .............................. 111 -Slat Actuator No-Back Mechanism ....................................... 112 -Slat Actuator Gearbox Description ........................................ 112 -Torque Limiter Trip Indicator ................................................. 112
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Hamilton Sundstrand Proprietary. EAR DATA – Subject to the export control restrictions on the title page of this document or file. ECCN: 9E991
EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
TABLE OF CONTENTS Slat Actuator Parameters ....................................................... 115 Torque Limiter Settings .......................................................... 115 SLAT SKEW SENSOR GENERAL DESCRIPTION ..................... 116 -Slat Inboard Skew Sensor Description ................................. 117 -Slat Midboard/Outboard Disconnect (Skew) Sensor Description ................................................................................................ 120 POSITION SENSOR UNITS (PSUs) GENERAL DESCRIPTION. 121 FLAP ACTUATORS GENERAL DESCRIPTION .......................... 125 -Flap Actuator Torque Limiter/No-Back .................................. 125 -Flap Actuator Torque Limiter Trip Indicatior.......................... 126 Parameters ............................................................................. 131 Torque Limiter Settings .......................................................... 131 FLAP OUTBOARD SKEW SENSOR GENERAL DESCRIPTION 133 SYSTEM BUILT IN TEST AND MONITORING............................. 135 -Automatic Built-in Test .......................................................... 135 -Power Up BIT ........................................................................ 135 -Warm Start ............................................................................ 135 -Cold Start .............................................................................. 135 -Microprocessor Circuits (Cold Start) ..................................... 135 -Microprocessor Protection Circuits (Cold Start) .................... 135 -Discrete Input Interfaces (Cold Start) .................................... 135 -Initiated Bit (Cold Start) ......................................................... 135 -Motor Tests ........................................................................... 136 -Brake Tests ........................................................................... 136 -Brake Drive Tests .................................................................. 136 -Brake Torque Tests............................................................... 137 -Continuous BIT ..................................................................... 137 -Manually-Initiated Test .......................................................... 139 -Failure Monitoring ................................................................. 139 -Fault Isolation BITE ............................................................... 139 SKEW SENSING ........................................................................... 140
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EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
TABLE OF FIGURES Figure 1: Table of Slat/Flap Position Angles……………………….….1
Figure 26: Loss of SFCS Command Information…………………….32
Figure 2: Slat/Flap Panel Locations…………………………………….4
Figure 27: Loss of SFCS Surface Position Information…………..…32
Figure 3: Control System Schematics………………………………….5
Figure 28: SFCS Failure Indication………………………..…………..33
Figure 4: Table of Components – 170 Series………………………….7
Figure 29: CMC Display for Slats-ACE1 Built In Test……………….34
Figure 5: Table of Components – 190 Series………………………….8
Figure 30: CMC Display for Slats Brake Release……………………34
Figure 6: Slat Flap Control Lever………………………………………..9
Figure 31: CMC Display forSF-ACE1 Status 1 of 2……………….…35
Figure 7: Table of SF-ACE Power Sources…………………………..10
Figure 32: CMC Display for SF-ACE1 Status 2 of 2……………..….35
Figure 8: Slat/Flap Actuator Control Electronics Unit……………..…11
Figure 33: CMC Display for SF-ACE1F Inhibit…………………….…36
Figure 9: SF-ACE Mounting Tray……………………………………...11
Figure 34: CMC Display for SF-ACE1F Inhibit……………………….36
Figure 10: Electrical Diagram…………………………………………..12
Figure 35: CMC Display for ACE1F Inhibit…………………….……..37
Figure 11:Slat/Flap Power Drive Unit (PDU)…………………………13
Figure 36: CMC Display for ACE1F Inhibit…………………………...37
Figure 12: Driveline Components……………………………………...14
Figure 37: CMC Display for ACE1S Inhibit………………………...…38
Figure 13: Slat and Flap Torque Shafts………………………………15
Figure 38: CMC Display for ACE1S Inhibit……………………….…..38
Figure 14: Slat and Flap Bearing Shafts……………………………...16
Figure 39: CMC Display for Slats- ACE Main Rigging……….……...39
Figure 15: Slat and Flap Angle Gearboxes…………………………..17
Figure 40: CMC Display for Slats – ACE Rig Clear Inhibits………...39
Figure 16: Slat Actuator………………………………………………...18
Figure 41: CMC Display for Slats – PSU Resolver Rigging………...40
Figure 17: Slat Inboard Skew Sensor………………………………....19
Figure 42: CMC Display for Slats – Slats Skew Sensor Rigging…..40
Figure 18: Slat Midboard/Outboard Disconnect (Skew) Sensors….20
Figure 43: CMC Display for Flaps – ACE Main Rigging…………….41
Figure 19: Flap Actuator………………………………………………..21
Figure 44: CMC Display for Flaps – ACE Rig Clear Inhibits………..41
Figure 20: Flap Outboard Skew Sensor………………………………22
Figure 45: CMC Display for Flaps – PSU Resolver Rigging………..42
Figure 21: Slat/Flap Position Sensor Unit (PSU)…………………….23
Figure 46: CMC Display for Flaps – Skew Sensor Rigging………..42
Figure 22: SFCS Synoptic Display…………………………………….31
Figure 47: SFCL RVDT Voltage vs. Angle……………………………44
Figure 23: Clean Wing Display……………………...…………………31
Figure 48: Slat/Flap Control Lever…………………………………….45
Figure 24: SFCS Display at a Valid Non-Zero Detent……………….31
Figure 49: SFCL Top View Configuration………………………….…46
Figure 25: SFCS in Motion Display……………………………………32
Figure 50: SFCL Internal Detent/Gating Cam……………………..…45
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EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
TABLE OF FIGURES Figure 51: Table of SF-ACE Power Sources…………………………46
Figure 76: PDU Installation…………………………………………...101
Figure 52: SF-ACE………………………………………………………47
Figure 77: Motor Brake Module………………………………………102
Figure 53: SF-ACE Rear Connector View……………………………49
Figure 78: Torque Tube Spline Configurations……………………..103
Figure 54: SF-ACE Installation in Center Fuselage E-bay………….50
Figure 79: Torque Drive Shaft Assemblies……………………….…105
Figure 55: SF-ACE Microprocessor/Software Utilization……………51
Figure 80: Flap and Slat Bearing Supports…………………………106
Figure 56: Slat Channel Architecture………………………………….52
Figure 81: Common Bearing Support installation…………………..107
Figure 57: Flap Channel Architecture…………………………………53
Figure 82: Flap Sealed Bearing Support installations……………..107
Figure 58: Packaging Layout…………………………………………..54
Figure 83: Flap Sealed Bearing Support…………………………….108
Figure 59: MAU Interface………………………………………….……55
Figure 84: Slat/Flap Angle Gearboxes………………………………109
Figure 60: ERJ SF-ACE Data Interface…………………………….…60
Figure 85: Slat/Flap Angle Gearbox Cross Section………………..110
Figure 61: Control and Output Integrity Features……………………63
Figure 86: Slat Actuator and Torque Limiter Trip Indicator………..113
Figure 62: Motor Drive Interface Block Diagram……………….…….65
Figure 87: Slat Actuator Cross Section – Cone Brake No-Back….114
Figure 63: Motor Control FPGA………………………………………..68
Figure 88: Slat Actuator Installation (Typical)………………………116
Figure 64: Brake Control Block Diagram……………………………..70
Figure 90: Inboard Slat Skew Sensor Schematic…………………..118
Figure 65: Dual CAN Bus Architecture of SF-ACEs…………………71
Figure 91: Inboard Slat Skew Sensor Installation………………….119
Figure 66: Table of SF-ACE Surface Monitors……………………….75
Figure 92: Slat Outboard Skew Sensor installation………………..120
Figure 67: Table of Position Transducer Excitation………………….77
Figure 93: Slat/Flap PSU and Cross Section……………………….121
Figure 68: Wingtip Position Excitation and Sense…………………...82
Figure 94: Slat/Flap PSU Rigging Marks……………………………122
Figure 69: Table of Slat Position Transducer Excitation…………….84
Figure 95: Slat PSU Installation………………………………………123
Figure 70: Slat Inboard Skew Excitation……………………………...85
Figure 96: Flap PSU Installation……………………………………..124
Figure 71: Table of Flap Skew Excitation and Sense……………….86
Figure 97: Flap Actuator Trip Indicator Components………………126
Figure 72: Typical In put Signal Conditioning Circuit………………..87
Figure 98: Flap Actuator Cross Section……………………………..127
Figure 73: Slat Disconnect Sense…………………………………….88
Figure 99: Flap Actuator Cross Section Thru Ballscrew…………..128
Figure 74: Power Drive Unit (PDU)……………………………………99
Figure 100: Flap Actuator Torque Limiter/No-Back Operating……129
Figure 75: Slat/Flap Power Drive Unit, Cross Section……………..100
Figure 101: Flap Actuator Torque Limiter/No-Back Holding………130
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EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
TABLE OF FIGURES Figure 102: Flap Actuator installation (Typical)…………………….132 Figure 103: Flap Outboard Skew Sensor and Linkage……………133 Figure 104: Flap Outboard Skew Sensor Installation……………...134 Figure 105: Flap Skew Sensor Voltage Thresholds….……………140 Figure 106: Slat Skew Sensor Voltage Thresholds………………..141 Figure 107: Slat/Flap CMC messages………………………………142 Figure 108: Slat Fault Labels & Bits…………………………………143 Figure 109: Flap Fault Labels & Bits…………………………………144 Figure 110: PSU Connectors…………………………………………153 Figure 111: PDU Connector P1………………………………………153 Figure 112: PDU Connector P2………………………………………153 Figure 113: Skew Sensor Connectors……………………………….154 Figure 114: SFCL Connectors………………………………………..154 Figure 115: Flap ARINC Connector………………………………….155 Figure 116: Slat ARINC Connector…………………………………..155 Figure 117: MAU to SF-ACE Communication………………………156
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EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
LIST OF ACRONYMS AND ABBREVIATIONS AC .......................................................................... Alternating Current ADC ...................... Air Data Computer, or Analog To Digital Converter AFCS ................................................. Automatic Flight Control System AFM .................................................................. Airplane Flight Manual ANC ................................................................... Aircraft Number Code AP .......................................................................................... Auto Pilot ARINC ...............................................Aeronautical Radio Incorporated BATT .................................................................................. Battery Bus BIT .................................................................................... Built In Test BITE ................................................................ Built In Test Equipment BLDCM ................................................................. Brushless DC Motor CAN ................................................................ Controller Area Network CAS ...................................................................... Computed Airspeed CB .................................................................................Circuit Breaker CCMR................. Candidate Certification Maintenance Requirements CMA .............................................................. Common Mode Analysis CMC ................................................... Central Maintenance Computer CMR ....................................... Certification Maintenance Requirement DCU................................................................. Data Concentrator Unit Deg .......................................................................................... Degrees EICAS................................ Engine Indication & Crew Alerting System EMB………………………………………………………………..Embraer EMI ........................................................ Electro Magnetic Interference ESS .................................................................................Essential Bus FADEC ....................... Full Authority Digital Electronic Engine Control F.M. ................................................................................. Failure Mode FMEA .................................................. Failure Mode & Effect Analysis FNR ............................................................................ Fetch Non ROM FTA........................................................................ Fault Tree Analysis GMT ................................................................. Greenwich Mean Time HIRF ....................................................... High Intensity Radiated Field I/B ............................................................................................. Inboard IOC ..............................................................Input/Output Concentrator ISO ............................................ International Standards Organization KIAS ............................................................. Knots Indicated Airspeed LC .................................................................................. Line Contactor LH(L) ..................................................................................... Left Hand
LRU ................................................................... Line Replaceable Unit LSB ........................................................................Least Significant Bit M.T.O. ..................................................................... Minimum Take Off MAU .................................................................. Modular Avionics Unit MBA .................................................................. Motor/Brake Assembly MMEL ................................................ Master Minimum Equipment List ms ...................................................................................... Milliseconds MSB ........................................................................Most Significant Bit MSG ....................................................................................... Message NVM .................................................................... Non Volatile Memory O/B ........................................................................................ Outboard PACE ........................................ Primary Actuation Control Electronics PBA .............................................................. Push Button Annunciator PDU ........................................................................... Power Drive Unit PLD ......................................................... Programmable Logic Device PRA .................................................................Particular Risk Analysis PROM ........................................... Programmable Read Only Memory PSU ......................................................................Position Sensor Unit RAM ............................................................. Random Access Memory RAT ............................................................................ Ram Air Turbine RES ........................................................................................ Resolver RH(R) ................................................................................. Right Hand ROM ...................................................................... Read Only Memory RTO ......................................................................... Rejected Take Off RVDT .................................. Rotary Voltage Displacement Transducer S/W ......................................................................................... Software SF-ACE ...............................Slat/Flap Actuator Control Electronic Unit SFCL ............................................................... Slat/Flap Control Lever SFCS ............................................................ Slat/Flap Control System SFHA ........................................... System Functional Hazard Analysis SRT ...................................................................... Safety Related Task SSA .................................................................System Safety Analysis SSM ......................................................................... Sign Status Matrix TOC .................................................................. Take-Off Configuration VAC ............................................................... Volts Alternating Current VDC ....................................................................... Volts Direct Current WOW ...................................................................... Weight On Wheels
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Table Of Acronyms
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Hamilton Sundstrand Proprietary. EAR DATA – Subject to the export control restrictions on the title page of this document or file. ECCN: 9E991
EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
SYSTEM OVERVIEW AND COMPONENTS SYSTEM OVERVIEW AND COMPONENTS The Slats and Flaps Control System (SFCS) includes the leading and trailing edge lift augmentation drive systems, the cockpit/flight crew interfaces, and the associated electronic controls required for operation of the complete aircraft system for use on the EMBRAER Model 170/175/190/195 aircraft. Slat/Flap System Overview The EMB 170 Series and 190 Series aircraft utilize both leading edge Slats and trailing edge Flaps for lift augmentation during the take-off, climb-out, approach and landing phases of flight. The SFCS is a computer controlled, electric motor driven actuation system that converts aircraft-supplied electrical power into mechanical actuation force to move the Slats and Flaps to predetermined discrete positions (see Figure 1). The positions are determined by command input from the flight crew via a single Slat/Flap Control Lever (SFCL). The SFCL command surface positions and the relative positions are as follows: SFCL Position Selection Flap 0
Slat Position (degrees) 0°
Flap Position (degrees) 0°
Flt Condition
Flap 1
15°
5°* - 7°**
Take-Off
Flap 2
15°
10°
Take-Off
Flap 3
15°
20°
Take-Off
Flap 4
25°
20°
Take-Off/ Go Around
Flap 5
25°
20°
Approach
Flap Full
25°
35°* - 37°**
Landing
Stowed
Figure 1: Table of Slat/Flap Position Angles Note: “*” designates the EMB 170/175 series aircraft: “**” designates the EMB 190/195 series aircraft.
The two identical Slat/Flap Actuator Control Electronics (SF-ACE) units communicate shared information on a dedicated redundant Controller Area Network (CAN) communications bus, enabling each SF-ACE channel to verify its data inputs via data outputs from the other SF-ACE channel. Each SF-ACE contains two completely separate computer channels, one for Slats and one for Flaps. The Flap channel provides control, monitor and protection for one electrical channel of Flaps while the Slat channel provides the control, monitor and protection for one electrical channel of Slats. The system architecture, using four independent electrical channels (two for Slats and two for Flaps), assures operation of either the Flap system and/or the Slat system in the event of a single channel failure even when the aircraft is dispatched with a single failed channel (Note: MMEL requirements for Flap channel 1 and Slat channel 2 being operational, due to these system channels being powered by the AC ESS bus for RAT use). Slat System Overview The Slat sub-system includes four (4) Slat panels on the leading edge of each wing. The panels are deployed perpendicular to the leading edge, via tracks attached to the panel that move through roller mechanisms attached to the wing fixed leading edge. A gap seal is mounted between each Slat panel to seal out airflow. The Slat actuation system is comprised of 16 Slat Geared Rotary Actuators, one at each end of a Slat panel, connected to a central Power Drive Unit (PDU) via torque tubes, bearings supports and angle gearboxes. The Slat Actuators are driven synchronously by the Power Drive Unit (PDU). System monitoring, control and aircraft systems interfacing functions are provided by two the Slat/Flap Actuator Control Electronics (SF-ACEs). There are two discrete deployed positions for the Slats at 15° and 25°. At the deployed positions, there is a slot for airflow between the Slat panel and the wing fixed leading edge. The inboard Slat panels have electronic skew sensors, which annunicate panel skew.
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EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
SYSTEM OVERVIEW AND COMPONENTS The midboard/outboard panels have electronic skew (disconnect) sensors to detect a differential movement of the Slat panels caused by an actuator or driveline disconnect.
Control Electronics (SF-ACEs). The position sensor units have dual output channels, with one channel being connected to each of the two SF-ACEs.
The Slat Power Drive Unit (PDU) is a speed summed, dual electric motor driven unit that provides the torque and rotation necessary to move the surfaces via the actuators. The unit contains a torque limiter/slip clutch for both internal and external protection of the system components. Each motor in the PDU has its own spring actuated, electrically released brake to accommodate single motor operation under electrical channel failure modes.
Flap System Overview
EMB 170 Series: Slat Angle
Actuator Output
Normalized Resolver
(Degrees)
(Rotations)
(Degrees)
0°
0.0
0.000°
15.0°
262.5
95.726°
25.0°
437.5
159.544°
The double slotted Fowler type Flaps include an inboard Flap panel and an outboard Flap panel on the trailing edge of each wing. The Flaps deploy stream-wise, in a non-linear manner, as determined by the Flap track/carriage mechanism. The Flap actuation system is comprised of eight linear ballscrew Flap actuators connected to a PDU via torque shafts. On the outboard Flap panel, both the #3 and #4 actuators share the aerodynamic load equally. On the inboard Flap panel, the #2 actuator carries 80% of the aerodynamic load with only 20% applied to the #1 Flap actuator. The Flap PDU is identical in part number and function to the Slat PDU and are interchangeable. There are four discrete deployed positions; for the EMB 170 series the Flaps are at 5°, 10°, 20°, and 35° respectively, for the EMB 190 series the Flaps are at 7°, 10°, 20°, and 37° respectively. EMB 170 Series:
EMB 190 Series: Slat Angle
Actuator Output
Normalized Resolver
(Degrees)
(Rotations)
(Degrees)
0°
0.0
0.000°
15.0°
291.4
80.930°
25.0°
485.72
134.880°
Figure 2: Tables of Slat Position versus Actuator Rotations
Two Slat Position Sensor Units (PSUs), one at each outboard end of the Slat driveline, provide position feedback to the Slat/Flap Actuator
Flap Angle
Driveline Input
Output Stroke
Normalized Resolver
(Degrees)
(Rotations)
(Inches)
(Degrees)
0°
0.0
0.000
0.000°
5°
103.9
3.223
86.676°
10°
159.2
4.940
137.379°
20°
254.4
7.893
214.709°
35°
367.8
11.413
310.450°
Driveline Input
Output Stroke
Normalized Resolver
EMB 190 Series: Flap Angle
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EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
SYSTEM OVERVIEW AND COMPONENTS (Degrees)
(Rotations)
(Inches)
(Degrees)
0°
0.0
0.000
0.000°
7°
124.7
4.803
104.040°
10°
153.3
6.119
132.330°
20°
252.4
9.864
213.000°
37°
386.2
15.026
325.970°
Figure 3: Tables of Flap Position/Stroke versus Driveline Rotations
Two Flap Position Sensor Units (PSUs), one at each outboard end of the Flap driveline, provide position feedback to the Slat/Flap Actuator Control Electronics SF-ACEs. The position sensor units of the Flap PSU are dual channel with one channel being connected to each of the two SF-ACEs. The Flap PSU is identical in part number and function to the Slat PSU. The outboard Flap panels have electronic skew sensors which detect and annunciate panel skew in the event of an actuator disconnect. The system normally receives power from the aircraft AC and DC busses and in an emergency situation receives power from the Ram Air Turbine (RAT). In the emergency situation with the RAT deployed, the system automatically configures to Low Rate (half speed) to avoid power drain. Slat/Flap Control System (SFCS) Operation As the aircraft is powered-up and AC and DC power become available to the SF-ACEs, each SF-ACE performs a Power-up Built In Test (PBIT) check. The extent of the PBIT check (Cold Start 50ms) depends on the power off interval. For short power interruptions, the Warm Start BIT only verifies proper microcircuit operation. For longer power outages, a full Cold Start Power-up BIT, including monitor circuits, is performed.
If the SF-ACEs determine that the date is advanced from the last start, the GMT has advanced accordingly, WOW is active (onground) and CAS is below 50 knots, the SF-ACEs will automatically coordinate with each other to perform Power up BIT (PBIT). If for any reason, the last PBIT was interrupted, the SF-ACEs will attempt to run PBIT at every cold start until successful completion. PBIT and Initiated BIT (IBIT) includes automated functional checks of the PDU motors and brakes. The SF-ACEs utilize a discrete cross channel communication (CAN) bus to determine the order in which both SFACEs (all four electrical control channels) run PBIT. Initiated BIT (IBIT) can also be started manually from the Central Maintenance Computer (CMC) for fault isolation purposes. In the motor/brake check, the SF-ACE first releases all brakes except the brake being checked, and then applies power to the correct PDU motor to verify brake integrity. After all brake checks are completed, the SF-ACE reverts to standby mode awaiting command input. In standby mode, the SF-ACE Continuous BIT (CBIT) monitors the SF-ACEs and SFCS electrical components/circuits to determine status and detect system failures. When the flight crew inputs a command at the SFCL, each of the four SF-ACE channels checks its SFCL RVDT inputs. Up to three RVDT inputs from the other SF-ACE channels are checked via the cross channel CAN Bus. When an SF-ACE channel agrees with at least one other SF-ACE channel that the input command is valid, motion is commanded as follows: The SF-ACE releases the motor brake and power is then applied by the motor drive to the PDU motor. System speed is controlled by regulating the delivered motor torque. The affected system (Slat or Flap) surfaces move toward the commanded position. As the commanded position is achieved, the SF-ACE motor drive stops motion within a threshold associated with the commanded position. Power is then released from the motor brake after the motor comes to a stop, engaging the brake. The SFACE then returns to standby mode. The PDU motor brake is capable of holding all system air loads. Each Slat channel is capable of operating the Slats on its own, as long as SFCL RVDT position can be validated over the cross
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EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
SYSTEM OVERVIEW AND COMPONENTS channel bus. Each Flap channel is capable of operating the Flap on its own, as long as SFCL RVDT position can be validated over the cross channel bus. Motion sequencing of the system is also determined via the cross channel bus. When extending, the motion sequencing logic will move the Slats first, if the command requires both Slat and Flap to operate. When retracting, the motion sequencing logic will move the Flap first, if the command requires both Slat and Flap to operate. The Slat and Flap systems normally operate in an active/active mode with both electric motors driving each PDU providing full system torque and speed. The PDU speed-summing differential provides full system torque at half speed with a single channel operational. When the Ram Air Turbine (RAT) is the only source of electrical power, the system architecture ensures only one Slat channel (2) and one Flap channel (1) receive electrical power during emergency conditions. In this configuration, motion sequencing assures that only one motor will run at any time and the SFCS will not draw excessive power from the RAT. (Note: MMEL A/C dispatch requirements for Slat channel 2 and Flap channel 1 to be operational). Additionally, discrete electrical signals from the electric power generating system to the Slat/Flap system indicate closure of the RAT line contactor (RATLC). This information is used by the SF-ACEs to prevent the extension of the Flaps beyond the Flap 3 detent (Flaps 20/Slats 15) when the RAT is deployed, assuring minimum airspeed needed for RAT power.
SFCL Detent Flap 0 Flap 1 Flap 2 Flap 3 Flap 4 Flap 5 Full Flap
Slat Position (degrees)
Flap Position (degrees)
Placard Speed Vfe (knots CAS)
Placard Speed Vf (knots CAS)
0 15 15 15 25 25 25
0 5, 7 10 20 20 20 35, 37
None 230 215 200 180 180 165
None 250 235 205 200 200 185
Figure 4: Slat/Flap Placard Speeds
Whenever the surfaces are greater than 0°, each SF-ACE channel will provide a discrete signal to its Primary Actuation Control Electronics (PACEs). These discretes are used in the event the PACEs lose all airspeed information. Overspeed Warning Selection of a Slat/Flap position, if the airspeed is above the placard speeds indicated below (Figure 4), the SF-ACE provides a visual overspeed warning indicator to the cockpit display.
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Training Manual
SYSTEM OVERVIEW AND COMPONENTS Slat Outboard Flap Outboard
Slat Inboard Flap Inboard
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SYSTEM OVERVIEW AND COMPONENTS
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Training Manual
SYSTEM OVERVIEW AND COMPONENTS Figure 2: Slat/Flap Panel Locations Flap/Slat Lever 190 Series Angle Gearboxes are 1.09:1
4X Slat Inbd Skew Sensors Slat PDU
4 X PDU MOTOR
4X Slat Outbd Disconnect Sensors
16X Irreversible Slat Actuators 28 VDC
28 VDC 115 VAC
SF ACE#1 4X Position Sensor
115 VAC
Slat Control/ Monitor
Slat Motor Drive
Slat Motor Drive
Slat Control/ Monitor
Flap Control/ Monitor
Flap Motor Drive
Flap Motor Drive
Flap Control/ Monitor
SF ACE #2 Flap/Slat Driveline
+28 VDC 115 VAC
115 VAC 170 Series Angle Gearboxes are 1:1
Figure 3: Control System Schematic Flap PDU
8X Irreversible Flap Actuators
4X Flap Outbd Skew Sensors
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Training Manual
SYSTEM OVERVIEW AND COMPONENTS Operational Endurance/Duty Cycle The SFCS is designed and tested to one (1) aircraft life. One aircraft life consists of 80,000 flight cycles. One flight cycle is defined as the operation of both Slats plus either Flap sequence (EMB 170 series or EMB 190 series) as follows:
5. Retraction* from 25º to 0º with ground loads. (19 sec. of operation) Flaps (EMB 190 series) 1. Extension from 0º to 20º with ground loads. (23 sec. of operation)
Slats (EMB 170 series)
2. Retraction from 20º to 0º with flight loads. (23 sec. of operation)
1. Extension from 0º to 15º with ground loads. (11 sec. of operation)
3. Extension* from 0º to full extension with flight loads. (35 sec. of operation)
2. Retraction from 15º to 0º with flight loads. (11 sec. of operation)
4. Retraction* from full extension to 20º then to 0º with ground loads. (35 sec. of operation)
3. Extension* from 0º to 25º with flight loads. (18 sec. of operation)
1. Extension from 0º to 20º with ground loads. (21 sec. of operation)
“*” NOTE: System extension sequence (0º to “Full” selected) from Slat/Flap fully retracted to fully extended position are: Slats 0º to 15º, Flaps 0º to 20º, Slats 15º to 25º, then Flaps 20º to 37º. System retraction sequence (“Full” to 0º selected) from Slat/Flap fully extended to fully retracted position are: Flaps 37° to 20°, Slats 25° to 15°, Flaps 20° to 0°, then Slats 15° to 0°.
2. Retraction from 20º to 0º with flight loads. (21 sec. of operation)
Slat and Flap operating times are provided in the following table:
3. Extension* from 0º to full extension with flight loads. (31 sec. of operation)
Operating Times
Slat System
Flap System
4. Retraction* from full extension to 20º then to 0º with ground loads. (31 sec. of operation)
(ERJ 170 model)
0 – 25 deg
0 – 35 deg
Two Motors
18 sec.
31 sec.
“*” NOTE: System extension sequence (0º to “Full” selected) from Slat/Flap fully retracted to fully extended position are: Slats 0º to 15º, Flaps 0º to 20º, Slats 15º to 25º, then Flaps 20º to 35º. System retraction sequence (“Full” to 0º selected) from Slat/Flap fully extended to fully retracted position are: Flaps 35° to 20°, Slats 25° to 15°, Flaps 20° to 0°, then Slats 15° to 0°.
One Motor
36 sec.
62 sec.
Operating Times
Slat System
Flap System
(ERJ 190 model)
0 – 25 deg
0 – 37 deg
Slats (EMB 190 series)
Two Motors
19 sec.
35 sec.
1. Extension from 0º to 15º with ground loads. (11 sec. of operation)
One Motor
38 sec.
70 sec.
4. Retraction* from 25º to 0º with ground loads. (18 sec. of operation) Flaps (EMB 170 series)
2. Retraction from 15º to 0º with flight loads. (11 sec. of operation) 3. Extension* from 0º to 25º with flight loads. (19 sec. of operation) EFFECTIVITY ALL
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Training Manual
SYSTEM OVERVIEW AND COMPONENTS Flap
List of Components 170 Series
Slat/Flap PDU *
1700591A
1
Flap Actuator 1L
C154810-2, C157510-1, C158380-1, C158386-1
1
Flap Actuator 2L
C154811-2, C157511-1, C158381-1, C158387-1
1
Flap Actuator 3L, 4L
C154812-2, C157512-1, C158382-1, C158388-1
2
Flap Actuator 1R
C154814-2, C157514-1, C158383-1, C158389-1
1
Flap Actuator 2R
C154815-2, C157515-1, C158384-1, C158390-1
1
Flap Actuator 3R, 4R
C154816-2, C157516-1, C158385-1, C158391-1
2
Flap Angle Gearbox (144 )
1700637
4
Flap Angle Gearbox (161 )
1700639
2
The SFCS Line Replaceable Units (LRUs): Part No.
Qty
Surface
Description
Slat
Slat/Flap PDU *
1700591A
1
Slat Actuator Type A
1700593C/D/E 1713255 or 1713255A
6
Slat Actuator Type B
1702885C/D/E/F/G
6
Slat Actuator Type C
1700597C/D/E/F
4
Slat Angle Gearbox (137 )
1700599
4
Slat Bearing Support (BS2)
1700641
2
Slat Bearing Support (BS0)
1702961
4
Slat/Flap Position Sensor
5912847
2
Flap Bearing Support (BS0)
1702961
2
Torque Tube S1
5912868-1
1
Sealed Bearing Support
1700595
2
Torque Tube S2
5912868-6
1
Slat/Flap Position Sensor
5912847
2
Torque Tube S3
5912868-7
2
Torque Tube F1
5912868-1
2
5913005-1
2
Torque Tube S4
5912868-8
2
Torque Tube F2
Torque Tube S5
5912949-4
2
Torque Tube F3
5912949-1
2
2
Torque Tube F4
5913003-1
2
2
Torque Tube F5
5912949-2
2
Torque Tube F6
5912949-3
2
Torque Tube F7
5912868-2
2
Torque Tube F8
5912868-3
2
Torque Tube S6 Torque Tube S7
5912949-1 5912870-1
Torque Tube S8
5913470-1
2
Torque Tube S9
5913469-1
2
Torque Tube S10
5912868-9
2
Torque Tube F9
5912869-1
4
Torque Tube S11
5912868-16
2
Torque Tube F10
1703883-1
2
Torque Tube S12
5912868-9
2
Flap Outboard Skew Sensors
5912843-7
4
Torque Tube S13
5912868-5
4
Slat/Flap Handle
5914055, 5914383, 5914868
1
Slat Inboard Skew Sensor
5913306
4
Slat/Flap ACE
1700064C,D,E,F
2
Slat Outboard Skew Sensors
1702286B 1702288B
2 2
Slat/Flap
Figure 4: Table of Components EMB 170 Series *NOTE: 4 PDU Motors, P/N 5913144 or 5914054 per ship set.
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SYSTEM OVERVIEW AND COMPONENTS List of Components 190 Series
Flap
The SFCS consists Line Replaceable Units (LRUs): Part No.
Qty
Slat/Flap PDU *
1700591A
1
Flap Actuator 1L
C155810-1, C155810-2, C158818-1
1
Flap Actuator 2L
C155811-1, C155811-2, C158819-1
1
Flap Actuator 3L, 4L
C155812-1, C155812-2, C158820-1
2
Surface
Description
Slat
Slat/Flap PDU *
1700591A
1
Slat Actuator Type D
1703909/A/B/C/D
8
Slat Actuator Type E
1703911/A/B 1713255 or 1713255A
8
Flap Actuator 1R
C155814-1, C155814-2, C158821-1
1
Slat Angle Gearbox (137 )
1704207
2
Flap Actuator 2R
C155815-1, C155815-2, C158822-1
1
Slat Bearing Support (BS2)
1700641
2
Flap Actuator 3R, 4R
1702961
4
C155816-1, C155816-2, C158823-1
2
Slat Bearing Support (BS0) Slat/Flap Position Sensor
5913840
2
Flap Angle Gearbox (144 )
1700637
2
Slat PSU Bracket
1705683
2
Flap Angle Gearbox (161 )
1700639
2
2
Flap Bearing Support (BS0)
1702961
2
2
Flap Bearing Support (BS2)
1700641
2
Sealed Bearing Support
1700595
2
Slat/Flap Position Sensor
5913840
2
Torque Tube F1
5913003-1
2
Torque Tube F2
5912949-8
2
Torque Tube F3
1703917-1
2
Torque Tube F4
5912949-7
2
Torque Tube S2 Torque Tube S3
5912868-6 5912868-7
Torque Tube S4
5912868-11
2
Torque Tube S5
5912949-5
2
Torque Tube S6
5912949-6
2
5912949-7
2
Torque Tube S7 Torque Tube S8
1703913-1
2
Torque Tube F5
1704203-1
2
Torque Tube S9
1705621-1
2
Torque Tube F6
5912949-3
2
Torque Tube S10
5912868-9
2
Torque Tube F7
5912868-13
2
Torque Tube S11
5912868-5
2
Torque Tube F8
5912868-14
2
4
Torque Tube F9
5912869-2
4
Torque Tube F10
5912868-15
2
Flap Outboard Skew Sensors
5912843-7
4
Slat/Flap Handle
5914055, 5914383, 5914868
1
Slat/Flap ACE
1700064C,D,E,F
2
Torque Tube S12
5912868-12
Torque Tube S13
5912868-13
2
Slat Inboard Skew Sensor
5913479
4
Slat Outboard Skew Sensors
1702286B 1702288B
2 2
Slat/Flap
Figure 5: Table of Components EMB 190 Series *NOTE: 4 PDU Motors, P/N 5913144 or 5914054 per ship set. EFFECTIVITY ALL
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SYSTEM OVERVIEW AND COMPONENTS Slat/Flap Control Lever (SFCL) The SFCL allows flight crew input to the SFCS by converting angular displacement of the lever to electrical signals to the SF-ACEs. The SFCL mounts to the center pedestal from above (see Figure 6). A light plate is integral to the lever and provides reference position markings for surface position selection.
The Slat/Flap Control Lever (SFCL) has seven (7) positions, each having a detented arrangement. Position (4) is gated in either lever direction for the “go-around” gate. The SFCL is designed to sustain a single internal mechanical failure of the detent/gate mechanism that meets certification requirements pertaining to uncommanded motion of the Slats and Flaps. Movement of the lever from one detent position to another causes the synchronous rotation of four rotary voltage displacement transducers (RVDTs) mounted in the handle. Each of the two electrical connectors on the SFCL connects one SFACE unit to two RVDTs for excitation and analog return. Thus, each RVDT on the SFCL is connected to a single SF-ACE unit‟s control channel.
Cockpit Console Figure 6: Slat/Flap Control Lever
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SYSTEM OVERVIEW AND COMPONENTS Slat/Flap Actuator Control Electronics (SF-ACE) Each of the two SF-ACE units contains a Flap channel and a Slat channel. The Slat and Flap channel in each SF-ACE are independent. The only connections between the two channels inside each SF-ACE are the redundant cross channel CAN data buses. The two channels are identical in architecture with different microprocessors and field programmable gate arrays (FPGAs). The Slat channel in each SF-ACE uses 80C186 microprocessors for both control and monitor, while the Flap channel uses 80C386 microprocessors for both control and monitor operations. Control, status monitoring, protection, and communication functions in the SF-ACE channels are handled by the control microprocessor. The monitor microprocessor, using dissimilar software, monitors the control functions and validates critical ARINC 429 data transmitted by the SF-ACE. Disagreement between control and monitor microprocessors in a single channel results in protective shutdown of that channel. The two SF-ACEs on the aircraft are referred to as SF-ACE 1 (left side) and SF-ACE 2 (right side). Each SF-ACE channel interfaces with one channel of each of the electrical LRUs; SFCL, Slat PDU, Slat PSUs, Slat Disconnect Sensors, Slat Skew Sensors, Flap PDU, Flap PSUs, Flap Skew Sensors (see Figure 9). A dual redundant CAN bus transmitter and receiver is employed within each SF-ACE channel. Both Slat channels and both Flap channels are connected to this redundant CAN bus for cross channel communication of SFCL RVDT data, surface position data, RAT status, motion sequencing, power-up and initiated BIT coordination, channel failure information, and rigging information. For SF-ACE 1, 115 VAC power is supplied by the AC Bus #1, under normal conditions, and by the AC ESS Bus for normal or emergency conditions. SF-ACE 1 +28 VDC power is supplied by the 28V ESS buses. For SF-ACE 2, 115 VAC power is supplied by the AC Bus #2, under normal conditions, and by the AC ESS Bus for normal or emergency conditions. SF-ACE 2 +28 VDC power is supplied by DC BUS 1 or 28V ESS bus. With +28 VDC power only, the SF-ACEs
can be power-up, perform warm or cold Start BIT and monitor the system. Initiated BIT is inhibited without AC power. SF-ACE 1
SF-ACE 2
SF-ACE 1
SF-ACE 2
Flap Channel
Flap Channel
Slat Channel
Slat Channel
DC Source
DC ESS 1
DC ESS 3
DC Bus 1
DC ESS 2
AC Source
AC ESS Bus*
AC Bus 2
AC Bus 1
AC Bus*
ESS
Figure 7: Table of SF-ACE Power Sources *MMEL operational requirement. Failure Modes The following failure modes are determined by the SF-ACE: •Asymmetry - Detected by SF-ACE using wingtip resolvers - Emergency shutdown - Latched failure (simultaneous motor shutdown and brake engagement) •Uncommanded Motion - Detected by SF-ACE - Emergency shutdown - Filter of 3 occurrences to latched failure •Slat IB Panel Skew - Detected by SF-ACE using Skew sensors •Slat OB Panel Skew - Detected by SF-ACE using Skew sensors •Flap OB Panel Skew - Detected by SF-ACE using Skew sensors - Emergency shutdown - Latched failure (simultaneous motor shutdown and brake engagement) • SF-ACE Over Temperature - Abnormal shutdown - Reset when thermostat resets
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SYSTEM OVERVIEW AND COMPONENTS
Figure 8: Slat/Flap Actuator Control Electronic Unit
Figure 9: SF-ACE Mounting Tray
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SYSTEM OVERVIEW AND COMPONENTS
LEFT WING IB SLAT PANEL SKEW SENSORS
M O T O R
RVDT
RESOLVER 1
SLAT PDU
SLATS AND FLAPS CONTROL LEVER
LEFT SLAT
2
1
OB ACTUATOR
2
3
4
B R A K E
M O T O R
RIGHT SLAT
B R A K E
RESOLVER 1
IB ACTUATOR
IB ACTUATOR
SEN 1 LEFT WING SLAT DISCONNECT SENSORS
SEN 2
X-CHAN A
SLATS DC BUS1
RIGHT WING IB SLAT PANEL SKEW SENSORS
SEN 2
RIGHT WING SLAT DISCONNECT SENSORS
DC ESS 1
AC ESS
SLATS
DC ESS 2
SF-ACE 1
SF-ACE 2
FLAPS
FLAPS
X-CHAN B
DC ESS 3
AC ESS
OB ACTUATOR 1
OB ACTUATOR
SEN 1
AC BUS1
2
AC BUS2
IB
IB
ACTUATOR
ACTUATOR
OB ACTUATOR
2
2
RESOLVER
LEFT FLAP
LEFT WING OB FLAP PANEL SKEW SENSORS
M O T O R
B R A K E
M O T O R
B R A K E
FLAP PDU
1
RESOLVER RIGHT WING OB FLAP PANEL SKEW SENSORS
RIGHT FLAP
Figure 10: Electrical Diagram EFFECTIVITY ALL
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SYSTEM OVERVIEW AND COMPONENTS Slat/Flap Power Drive Unit (SF-PDU) General Description The Slat and Flap subsystems utilize identical PDUs. Speed and torque requirements for the Slat subsystem and the Flap subsystem are resolved in SF-ACE software and control. Nominal output speed is 752 RPM for the Slat PDU (376 RPM low rate) and 797 RPM for the Flap PDU (398 RPM low rate). The PDU incorporates two brushless DC motor LRUs that are speed summed through the PDU gearbox to provide operating torque and rotation to the Slat and Flap drivelines. Each SF-PDU has a slip-clutch torque limiter on the output shaft to limit the impact torque to the driveline and actuators in the event of a mechanical jam. The PDU also incorporates a mounting “hook” for easier installation.
Power Drive Unit (PDU) Motor Each motor/brake module contains: -
1 3-phase wound 270 volt BLDC motor 1 motor shaft position resolver 1 spring engaged, electric coil released brake
The PDU Motor is powered and driven by the motor drive section of its respective SF-ACE channel. Motor commutation is based on motor shaft position information from the PDU Motor shaft position resolver. The brake is capable of reacting full motor torque and is released by its respective SF-ACE channel.
Figure 11: Slat/Flap Power Drive Unit (PDU)
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SYSTEM OVERVIEW AND COMPONENTS Drive Line System Torque from the PDUs is transmitted to the Slat and Flap actuators through a mechanical driveline system. The driveline system is composed of torque drive shafts, bearing supports and angle gearboxes, in combination, connected in series to their respective system, Slat or Flap.
Torque Tube Angle Gearbox
Bearing Support
Sealed Bearing Support
Figure 12: Driveline Components EFFECTIVITY ALL
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SYSTEM OVERVIEW AND COMPONENTS Torque Drive Shafts Hard torque shafts (tubes) are used in the Slat and Flap drivelines. Boot protected, grease-filled universal joints or swiveling bearing flange mounts are used to accommodate minor angle changes and wing flexure. Straight splines are used at all interface connections. Various configurations of torque shafts are used, depending on the aircraft structure and run length. The female spline element at each joint (except those on the bearing supports) incorporates grease fittings for lubrication. A nut and bolt arrangement is used to retain the torque shaft, axially, after installation.
Slat/Flap Torque Shafts
A C D E
G H
Figure 13: Slat and Flap Torque Shafts
F
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SYSTEM OVERVIEW AND COMPONENTS Slat/Flap Bearing Support Bearing supports provide increased maintainability and avoid critical speeds that might otherwise be a concern with longer torque drive shafts. The bearing supports consist of a splined shaft with female splined ends, supported by two radial ball bearings and housed in a flanged bearing case. Unsealed bearing supports are used in the unpressurized leading edge and trailing edge wing positions to connect adjacent torque tubes. Each unsealed bearing support is secured to the airframe with 3 fasteners.
Common Bearing Supports BS0 & BS2
There are two configurations of unsealed bearing supports; one configuration has cross-drilled holes on the through shaft for attachment of an adjacent torque tube and the other has no crossdrilled holes. Two Flap system sealed bearing supports provide penetration through the pressurized bulkhead to the Flap PDU located in the center fuselage E-bay. The Flap system sealed bearing supports are secured to the airframe with 4 fasteners.
Flap Sealed Bearing Support
Figure 14: Slat and Flap Bearing Supports
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Training Manual
SYSTEM OVERVIEW AND COMPONENTS Flap Angle Gearboxes (144 )
Slat Angle (137 ) Gearboxes There are four 137-degree bevel gearboxes between the PDU and the inboard Slat actuators (two per side) to accommodate the difference between the axis of the PDU output and the axis of the inboard actuator input. The 170 Series gearboxes are 1:1 ratio; the 190 Series gearboxes are 1.09:1 ratio to help accommodate the higher Slat loads.
There are four (170 Series) or two (190 Series) 144-degree bevel gearboxes between the PDU and the inboard Flap actuators to accommodate the difference between the axis of the PDU output and the axis of the inboard actuator input. Flap Angle Gearboxes (161 ) There are two 161-degree bevel gearboxes (one per side) in the driveline between the inboard and outboard Flaps, to accommodate the change in wing trailing edge angle.
Slat 137 Degree
Flap 144 Degree
Flap 161 Degree
(PN 1700599 / P/N 1704208)
(PN 1700637)
(PN 1700639)
Figure 15: Slat and Flap Angle Gearboxes
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SYSTEM OVERVIEW AND COMPONENTS Slat Actuators The Slat actuators are geared rotary actuators (GRAs) with an output shaft that drives the Slat pinion gear. The output shaft is concentric with the through shaft, allowing for driveline continuation. Each actuator incorporates a torque limiter for protection in hard jam failure events. The 170 Series uses three different Slat Actuator configurations; the Type “A”, the Type “B, and the Type “C”. The 190 Series uses two different Slat Actuators configurations; the Type “D” and the Type “E”.
The actuator design is a half-hinge planetary arrangement. The planets have three gear meshes; input mesh, reaction mesh and output mesh. The output of the planetary is a ring gear that drives a flange on the output shaft via a splined gear. The geared flange drives a rack gear connected to the Slats. The actuator incorporates irreversible gearing and a “No-Back” mechanism that prevents aerodynamic forces from back-driving the Slats.
Figure 16: Slat Actuator
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Training Manual
SYSTEM OVERVIEW AND COMPONENTS Slat Inboard Skew Sensor Resolvers Two dual channel resolvers are used on the two driven racks for the inboard Slat panel on each wing. The resolvers are driven by a spur gear that meshes with the pinion that drives the Slat rack. The gear ratio for the 170 Series is slightly different from the 190 Series. The skew sensors are electrically inter-connected, such that differential movement between the two sensors mounted on each end of the same panel creates a difference voltage that is monitored by the Slat/Flap ACEs. In the event that the differential movement detected by the skew sensors exceeds a predetermined acceptable limit the SF-ACEs will shut down the Slat system and annunciate the fault. Each SF-ACE monitors one channel of the dual channel resolvers on the left hand and right hand wings.
Mechanical rigging of the inboard Slat skew sensors is needed to align resolver travel with the Slat travel and provide a nomimal differential offset for normal operation. See General Description of the Inboard Slat Skew Sensor for detailed description of skew sensor rigging.
Slat Rack
Slat Pinion
Skew Sensor Gear/Timing Mark Inboard Skew Sensor
Figure 17: Slat Inboard Skew Sensor EFFECTIVITY ALL
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SYSTEM OVERVIEW AND COMPONENTS Slat Midboard & Outboard Disconnect (Skew) Sensors The midboard and outboard Slat panels utilize reed switch sensors located between panels 2-3 and 3-4 on each wing to provide skew (disconnect) detection and annunciation. The reed switch is mounted on one panel while the other panel contains a striker pin that provides adequate clearance to the switch under normal differential panel deflections. If the relative movement between panels exceeds the predetermined level, the striker pin will contact one of the torque arms that breaks a mechanical fuse and trips the spring-loaded switch to the open position. The reed switch circuit is opened by the trip and is monitored by both SF-ACEs that will shut down the Slat system and annunciate the fault in the event of a Slat disconnect or skew condition.
Slat Skew Sensor Mechanical Fuses Each of the four Slat midboard/outboard disconnect sensor devices has a mechanical fuse mounted across the sensing arms. The fuse is a piece of sheet metal with a narrow section sized to fracture when the force to separate the arms becomes greater than 60 to 90 pounds. The mechanical fuse is easily visible with the Slats extended. The mechanical fuses provide visual indication and ease of repair in the event that the skew sensor is tripped.
Electrical Connector
Reed Sensor Switch
Switch
Mechanical Fuse
Figure 18: Slat Outboard Skew Sensor EFFECTIVITY ALL
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SYSTEM OVERVIEW AND COMPONENTS Flap Actuators The Flap actuators are translating ballscrew actuators. The actuators are clevis mounted to the wing rear spar and trunnion mounted to each of the Flap carriages. This arrangement prevents side loading of the actuators. The actuator gearbox uses a bevel gearset with worm and wheel gearset to provide a gear reduction and a change in direction of rotation. A torque limiter device in each Flap actuator provides protection for the structure in the event of a hard jam failure event. The system is designed with no “master” actuator to provide a single stop that references the other actuators in the system. The actuators incorporate lip seals on the through shaft and output shafts (ballscrew).
There are six (6) different configurations of Flap actuators to accommodate the differences in angles, loads and translation at the actuator locations. Each Flap actuator includes drop boxes with bevel gearsets, trip indicators on the torque limiters, a bonding strap, and a “No-Back” mechanism that prevents system motion in failure conditions.
Figure 19: Flap Actuator
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SYSTEM OVERVIEW AND COMPONENTS Flap Outboard Skew Sensors Two dual channel resolver sensors are used on the two driven Flap carriages for the outboard Flap panels on each wing. The sensors are attached to the fixed Flap track and are driven by a linkage arm connected to the Flap carriage. The skew sensors are electrically inter-connected, such that differential movement between the two sensors mounted on each end of the same panel is monitored by the Slat/Flap ACEs. In the event that the differential movement detected by the skew sensors exceeds a predetermined acceptable limit the SF-ACEs will shut down the Flap system and annunciate the fault. Each SF-ACE monitors one channel of the dual channel resolvers on
Mechanical rigging of the Flap skew sensors is not required. The Flap skew sensors and linkage arrangement are preset (timed) to provide proper rigging upon proper installation. Electrical rigging of the Flap skew sensors will be performed by the SF-ACEs. Note: the aircraft to torque arm connection link is a “dog bone” shape and should always be mounted with the fold above the sensor. Failure to mount the sensor properly may result in damage to the sensor arms or surrounding components.
the left hand and right hand wings. Figure 20: Flap Outboard Skew Sensor
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SYSTEM OVERVIEW AND COMPONENTS Position Sensor Units (PSUs) The PSU provides surface position analog feedback to the SF-ACEs. Both Slat and Flap systems utilize PSUs that are identical. There are a total of four dual channel PSUs; one on the outboard end of the Slat driveline on each wing and one on the outboard end of the Flap driveline on each wing.
Two position resolvers are mounted in each PSU and are both driven from the input shaft through a common anti-backlash gearset. Each resolver channel is wired to a different SF-ACE channel for excitation and analog feedback.
Figure 21: Slat/Flap Position Sensor Unit (PSU)
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SYSTEM OVERVIEW AND COMPONENTS System Architecture Overview The only source of system motion commands is the flightdeck center pedestal mounted Slat Flap Control Lever (SFCL), which has 7 discrete detent positions. The two dual channel SF-ACEs provide a four channel, redundant system architecture to assure availability of either Flaps or Slats in the event of a single channel failure, even after dispatching with a single channel fault. The SF-ACEs provide system protections for asymmentry, uncommanded motion, Flap and Slat skew, overtemperature, PDU stall protection, placard speed warnings, Low Rate RATmode and RAT-mode control surface position limiting. The SF-ACEs provide position and status data to the MAUs for use by the EICAS, CMC and aircraft safety critical systems, such as the stall warning protection. The SF-ACEs provides multiple types of BIT monitoring for system status and fault annunciation. The two SF-ACEs communicate shared information on a dedicated redundant CAN bus, enabling each SF-ACE channel to verify its inputs with data from the other SF-ACE channels for rigging, power up BIT sequencing, Slat/Flap system operation sequencing, and input lever command validation.
Slat and Flap motion is sequential with the slats extending first to 15° on extension or the flaps retracting first to 20° on retraction. Full Slat/Flap extension is sequential with Slats extending to 15°, Flaps extending to 20°, Slats extending to 25°, then Flaps extending to 35° (EMB 170 series) or 37° (EMB 190 series). Full Slat/Flap retraction is sequential with Flaps retracting to 20°, Slats retracting to 15°, Flaps retracting to 0°, then Slats retracting to 0°. The Slat system uses 16 irreversible rotary actuators to drive four Slat panels on each wing, via a rack and pinion mechanism. The Flap system uses 8 irreversible linear ballscrew actuators to drive two double slotted Flap panels on each wing using Flap track and carriage mechanisms. The Flap and Slat actuators provide a torque limiting mechanism to protect the aircraft structure from excessive loads in the event of a system jam. The Flap and Slat actuators provide a torque limiter trip indicator for ease of locating the source of a jammed surface condition. Two dual channel Position Sensor units (PSUs) are used on the outboard end of each wing to provide position feedback from the Slats and Flaps to the SF-ACEs.
The SF-ACEs provide a means for automatic system electrical rigging and auto rigging during replacement of a single SF-ACE.
Electronic skew sensors are used on the inboard and midboard/outboard Slat panels to prevent excessive skew and detect/annunciate system disconnect failures.
The speed summed PDUs provides full torque and speed with two electric motors operating and full torque at half speed with single electric motor operation.
Electronic skew sensors are used on the outboard Flap panels to detect and annunciate system disconnect failures.
Rotary torque and speed is transmitted from the SF-PDUs to the Flap and Slat actuators and between individual actuators using rigid torque tubes, angle gearboxes and bearing supports. The SF-PDUs incorporate a torque limiting device to protect the system driveline from excessive loads in the event of a system jam. EFFECTIVITY ALL
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SYSTEM RIGGING AND AUTORIG SYSTEM RIGGING AND AUTORIG
Slat System Mechanical Rigging
Flap System Mechanical Rigging
Initial mechanical rigging of the Slat system is performed during installation of the system components. Rigging synchronizes the Slat actuators on each panel in the nominal retracted (0 deg.) position to assure proper panel location for the aircraft cruise condition and provide timing of the rack mechanism overtravel stops. Mechanical rigging of the Slat system on each wing is conducted in accordance with the Slat System Component Installation and Rigging Guidelines per Embraer report No. 170-02311-701. A summary of the Slat system mechanical rigging is provided below:
Initial mechanical rigging of the Flap system is performed during installation of the system components. Rigging synchronizes the flap actuators on each panel in the nominal retracted (0 deg.) position to assure proper panel location for the aircraft cruise condition and provide timing of the actuator overtravel stops. Mechanical rigging of the Flap system on each wing is conducted in accordance with the Flap System Component Installation and Rigging Guidelines per Embraer report no. 170-02310-701. A summary of the Flap system mechanical rigging is provided below: 1. After installation of the Flap track and carriage assemblies position each Flap carriage in the nominal retract (0 deg) position as determined by a rigging pin or clamp and maintain in this position throughout the rigging process. 2. Attach the forward mounting lug of each Flap actuator to the mounting bracket on the fixed trailing edge spar using the specified fastners. 3. With the Flap carriage assembly fixed in the nominal retract position adjust the actuator ballnut 3.5 +/- 0.3 mm away from the retract overtravel stop and connect the ballnut to the Flap carriage using the serrated pillow blocks and specified fastners. 4. Install the driveline torque shafts between each actuator input shaft to maintain proper rigging of the Flap panels on each wing. 5.
With all the Flap actuators at the nomimal retract (0 deg) position adjust and install the wing tip Position Sensor Unit (PSU) to the outboard Flap actuator with the timing mark on the outboard end of the sensor aligned for the proper wing (i.e. LH or RH wing).
6. With both wings properly rigged in the retract position install the driveline torque shafts, angle gearboxes and bearing supports between the PDU and inboard Flap actuator on both wings.
1. After installation of the Slat rack and pinion assemblies position each track to the nominal retract position (0 deg) as determined by a rigging block placed between the lower front roller and Slat track retract stop. 2. With the Slat track held in the nomimal retract position install each Slat actuator to engage the pinion gear spline using the specified fastners. 3. Install the interconnecting driveline torque shafts and bearing supports between each actuator input shaft to maintain proper rigging of the Slat panels on each wing. 4. With all the Slat actuators at the nomimal retract (0 deg) position adjust and install the wing tip Position Sensor Unit (PSU) to the outboard mounting bracket with the timing mark on the outboard end of the sensor aligned for the proper wing (i.e. LH or RH wing). 5. With both wings properly rigged in the retract position install the driveline torque shafts and angle gearboxes between the PDU and inboard slat actuator on both wings.
Additional mechanical rigging of the Flap and Slat skew sensors is discussed later in the section titled Skew Sensor General Description.
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SYSTEM RIGGING AND AUTORIG System Electrical Rigging and Autorig After the Flap and Slat systems are mechanically rigged, an electrical rigging procedure is performed by command from the CMC (after system start-up is complete). Electrical rigging is performed in two positions; Slats 0°/Flaps 0° in SFCL position Flap 0 and Slats 0°/Flaps 5° (EMB 170 series)/Flaps 7° (EMB 190 series) in SFCL position Flap 0. The Flaps are extended/retracted to and from the 5° position using the CMC Flap Rigging page functions.
See additional electrical rigging information in the general description of the SF-ACE under sub-paragraph “Rigging Function and CMC Interface”.
Note: Most protective functions for the Flap system are disabled when the CMC, in the Flap Rigging pages, is used to position the Flaps out to and in from the 5° position. The electrical rigging process is manually initiated via the CMC and establishes the electrical offsets for the position feedback resolvers in the wing tip mounted PSUs, Inboard Slat Skew Sensors, and Outboard Flap Skew Sensors and stores them, along with aircraft tail number, in the SF-ACE non-volatile memory. The SF-ACEs share all electrical rig information and stores the values for both SF-ACEs. Mechanical rigging, after a driveline disconnect, may or may not be necessary, depending on whether or not the system is held by rig features (pins) when the driveline is disconnected during maintenance. Electrical rigging is recommended to be performed when a PSU or a Skew Sensor is removed or any time the driveline is disconnected between the PDU and the PSU, whether for maintenance or after a failure event. If any mechanical adjustment is made to the driveline, electrical rigging is required. There is also an autorig process in the event of a single SF-ACE replacement. When a SF-ACE is removed and another SF-ACE is installed in place of the removed unit, the new SF-ACE will autorig at startup, when it recognizes that the aircraft tail number and date are different than its previous installation. Autorig simply transfers the stored electrical offset information from the existing SF-ACE to the replacement SF-ACE.
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EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
MAINTAINABILITY MAINTAINABILITY Re-lubrication Frequencies Slat Geared Rotary actuator : 40,000 for the 170 and 25,000 flight hours for the 190 per MSG-3 sampling Plan Flap ballscrew nut : every 1,200 flight hrs (2 A-Check) or 1 year (which ever is shorter) Flap Actuator gearhead : 40,000 for the 170 and 25,000 flight hours for the 190 per MSG-3 sampling Plan PDU gearbox : 40,000 for the 170 and 25,000 flight hours for the 190per MSG-3 sampling Plan Torque Tube splines : every 6,000 flight hours (C-Check) or less, dependent upon operator‟s experience. Angle Gearbox : 40,000 for the 170 and 25,000 flight hours for the 190 per MSG-3 sampling Plan Note: recommended lubricant is AeroShell 33 (BMS 3-33). Other Maintenance Features Visual inspection of torque limiter trip indicators. - On an as needed basis for flap and slat actuators – recommended anytime access permits. Check for Inboard Flap Actuator disconnect – at C-check. - Visual inspection of Actuator/Carriage attachment. Verify Flap Outboard Skew Sensor operation – at C-check - Disconnect linkage and rotate sensor to trip skew circuit – Flap Fail indication. Verify Slat panel sensor operation – at C-check. - Inboard Slat Skew Sensor - Disconnect and rotate resolver to trip skew circuit – Slat Fail indication. - Midboard/Outboard Slat Disconnect Sensor - Insert ferrous plate into sensor gap to trip disconnect circuit – Slat Fail indication.
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SFCS EICAS/CMC INTERFACE AND DISPLAY SFCS EICAS/CMC INTERFACE AND DISPLAY Interface Each of the four Slat/Flap ACE control channels (2 Slat, 2 Flap) communicate the system status to MAU1 and MAU3 for use by the EICAS, CMC and other safety critical functions, such as the stall warning system. The data is transmitted via the ARINC 429 data bus and consists of surface position, channel status, maintenance related data and rigging related data.
conditions could cause any one of the basic fault messages to be displayed. Cause of the EICAS fault message may be determined through the CMC fault pages or other troubleshooting methods. The following status messages are provided on EICAS for the Slat and Flap systems: #
MESSAGE
1
TYPE Caution
SLATS FAIL
EICAS Position Indications and Messages
2
Caution
FLAPS FAIL
Slat/Flap position and status information is provided via the MAUs to the EICAS cockpit display for flight crew information and dispatch assessment. Each SF-ACE channel transmits three address labels that contain the position and status information for that channel.
3
Status
4
Advisory
SLAT/FLAP LVR DISAGREE SLATS LOW RATE
5
Advisory
The Slat channel transmits Slat angle (label 127) and the Flap channel transmits Flap angle (label 137). This information is used for EICAS position and synoptic display. The Slat and Flap position data is an average of the surface position determined by the left and right wing PSUs. The SFCS position data, used by the EICAS and other safety critical aircraft functions, is independently verified by the SF-ACE monitor channel. ARINC 429 data, with a SSM setting of “normal operation”, is used by the safety critical users of the critical labels, such as the MAU. Additionally, each of the Slat and Flap channels transmits data labels 270 and 271 (discrete words) via the ARINC 429 for fault status messages to other related components. EICAS utilizes this data for the primary CAS page and the flight controls synoptic page displays. Figure 22 shows the location of the SFCS synoptic information and message area on the EICAS display. Figure 23 thru Figure 28 show the synoptic display under the various SFCS operating and failure conditions.
FLAPS LOW RATE
LOGIC EQUATION (cause description)
INHIBIT
SF-ACE1 slat channel and SFACE2 slat channel disabled. SF-ACE1 flap channel and SFACE2 flap channel disabled. Surface position is not equal to a valid handle position. Includes >Vfe. Either SF-ACE1 slat channel OR SF-ACE2 slat channel disabled OR system is operating in ADG (RAT) Mode. Either SF-ACE 1 flap channel or SF-ACE 2 flap channel disabled OR system is operating in ADG (RAT) Mode.
T.O T.O N/A
N/A
N/A
NOTE: Warning and Caution messages are displayed on the Primary EICAS page in the CAS message area (see Figure 22). Advisory and Status messages are displayed on the status EICAS page.
Five different messages are used by EICAS to identify Slat and Flap system fault status. It should be noted that many different fault EFFECTIVITY ALL
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SFCS EICAS/CMC INTERFACE AND DISPLAY Figure 23 Clean wing display
Message Display Area
Figure 23 shows the SFCS synoptic when the surfaces are retracted to zero position (normal). The color of the graphic is white and the position displays a green “0”, as shown in the figure.
Figure 24 SFCS display at a valid non-zero detent Figure 22 EICAS Synoptic Display
Slat/Flap Position Indication Area
Figure 24 shows the SFCS synoptic when the surfaces are not moving (extended) and in a valid SFCL detent position (green). The number/text in the gray box corresponds to the SFCL detent and can be any one of the following “1”, “2”, “3”, “4”, “5” or “FULL”. The cyan (blue) arrows correspond to the Slat and Flap angles commanded by the SFCL detent position.
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SFCS EICAS/CMC INTERFACE AND DISPLAY is replaced with two reverse video amber boxes showing the Slat and Flap detent based on the surface angles.
Figure 25 SFCS in motion display Figure 25 shows the SFCS synoptic when the surfaces are in transit. Two green dashes in display in the gray box indicating surfaces are in motion and the relative angle of the green slat and flap outlines change in realtime, based on the SFCS Slat and Flap angle data. The cyan (blue) arrows correspond to the Slat and Flap angles commanded by the SFCL detent position.
Figure 27 Loss of SFCS surface position information Figure 27 shows the display configuration if surface position information is invalid or unavailable. The four figures show the combinations of Slat and Flap both in the retracted and non-zero positions. The affected surface outline is removed, the lever detent bug (cyan arrow) for the effected system is not displayed and an amber reverse video box is added to the display. Figure 26 Loss of SFCS command information Figure 26 shows the display configuration if the SFCS surface command information is invalid or unavailable. The lever detent bugs (cyan arrows) are removed and the color of the Slat and Flap outlines change to amber reverse video format. The single gray box
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SFCS EICAS/CMC INTERFACE AND DISPLAY -
Isolate cause of Flap or Slat Low Rate conditions to LRU level (i.e. Control Lever, PSU, motor resolver or brake etc.) Troubleshooting wiring problems
The CMC receives data from each SF-ACE channel using nine address labels as shown in the following table:
Figure 28 SFCS Failure indication Figure 28 shows the SFCS display under various failure conditions. The display for the failed surface is replaced with a reverse video amber outline. Whenever two boxes are displayed the possible values are “0”, “3” or “FULL” for the slats and “0”, “1”, “2”, “4” or “FULL” for the Flaps, all based on the value of the surface angle.
-
Description Slat/Flap Cockpit Handle Position SFCS Fault Bit Indications 1 SFCS Fault Bit Indications 2 SFCS Fault Bit Indications 3 SF-ACE System Status Williamsburg Protocol Data % SFCS System Identification Right Flap Resolver Position (flap only) Left Flap Resolver Position (flap only) Right Slat Resolver Position (slat only) Left Slat Resolver Position (slat only)
Address Label # - 107 - 353 - 354 - 355 - 350 - 351 - 377 - 300 -
301
-
302
-
303
CMC Functions and Displays Each SF-ACE channel transmits information to the MAUs via the ARINC 429 data bus to be used by the Central Maintenance Computer (CMC). The CMC can be used for a variety of maintenance functions including the following: -
Initiation of electrical rigging Initiation of Built in Test (BIT) Manual release of the PDU electromechanical brakes Monitor SF-ACE channel status Monitor Control Lever and Flap/Slat Panel positions Monitor Slat and Flap skew sensor status and positions Isolate cause of Flaps or Slats fail conditions (asymmetry, uncommanded motion, skew or jam condition)
Additional information regarding the specific CMC data transmitted in each label is provided in the SF-ACE General Description, herein, and in the ARINC 429 Interface Control Document DS10152/03, appended to Embraer FSCS Electrical ICD 170ICD-0043. The following figures provide samples of the CMC displays for the Slat and Flap Systems:
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SFCS EICAS/CMC INTERFACE AND DISPLAY
Figure 29 CMC Display for Slats-ACE1 Built in Test
Figure 30 CMC Display for Slats Brake Release
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SFCS EICAS/CMC INTERFACE AND DISPLAY
Figure 31 CMC Display for SF-ACE1 Status 1 of 2
Figure 32 CMC Display for SF-ACE1 Status 2 of 2
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SFCS EICAS/CMC INTERFACE AND DISPLAY
Figure 33 CMC Display for SF-ACE1F Inhibit
Figure 34 CMC Display for SF-ACE1F Inhibit
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SFCS EICAS/CMC INTERFACE AND DISPLAY
Figure 35 CMC Display for ACE 1F Inhibit
Figure 36 CMC Display for ACE 1F Inhibit
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SFCS EICAS/CMC INTERFACE AND DISPLAY
Figure 37 CMC Display for ACE 1F Inhibit Figure 38 CMC Display for ACE 1S Inhibit EFFECTIVITY ALL
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SFCS EICAS/CMC INTERFACE AND DISPLAY
Figure 39 CMC Display for Slats – ACE Main Rigging
Figure 40 CMC Display for Slats – ACE Rig Clear Inhibits
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SFCS EICAS/CMC INTERFACE AND DISPLAY
Figure 42 CMC Display for Slats Skew Sensor Rigging Figure 41 CMC Display for Slats PSU Resolver Rigging EFFECTIVITY ALL
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EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
SFCS EICAS/CMC INTERFACE AND DISPLAY
Figure 43 CMC Display for Flaps – ACE Main Rigging
Figure 44 CMC Display for Flaps – ACE Rig Clear Inhibits
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Training Manual
SFCS EICAS/CMC INTERFACE AND DISPLAY
Figure 45 CMC Display for Flaps PSU Resolver Rigging
Figure 46 CMC Display for Flaps Skew Sensor Rigging
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Training Manual
SLAT/FLAP CONTROL LEVER GENERAL DESCRIPTION SLAT/FLAP CONTROL LEVER GENERAL DESCRIPTION The Slat/Flap Control Lever (SFCL) is the primary cockpit control device. The SFCL allows flight crew input to the SFCS by converting angular displacement of the lever to electrical signals to the SFACEs. The SFCL mounts to the center pedestal from above. A light plate with a distinctive shape and configuration is mounted to the SFCL to provide reference position markings for surface position selection. The SFCL has seven detent/gated positions that provide combinations of Flap and Slat positions as shown in the table below and Figure 49: SFCL Position Selection
Position
Slat Position
Flap Position
Type
(degrees)
(degrees)
Flap 0
Fwd Stop/Detent
0
0
Flap 1
Detent
15
5* - 7**
Flap 2
Detent
15
10
Flap 3
Detent
15
20
Flap 4
Fwd/Aft Gate
25
20
Flap 5
Detent
25
20
Full Flap
Aft Stop/Detent
25
35* - 37**
Note: “*” designates the EMB 170/175 series: “**” designates the EMB 190/195 series. The detent must agree with at least one other channel (SFCL position between left and right channels is sent and received on the SF-ACE CAN Bus). The voltages are read by an analog multiplexer in the SF-ACE and then sent to an A/D converter. “Va” is the RVDT voltage measured from S1 output to center tap. “Vb” is the RVDT voltage measured from S2 output to center tap. The sum of the voltage read across both secondary coils will always equal 3.66 +/0.17 volts when 6 volts RMS, 3000 volts is applied to the primary coil
in a properly operating RVDT. The SF-ACE determines position by computing the difference over the sum of Va and Vb. The positional relationship of the two corresponding RVDT outputs (Va and Vb), for each SFCL commanded position, are shown in the table below and Figure 47: SFCL Position
Flap 0 Flap 1 Flap 2 Flap 3 Flap 4 Flap 5 Flap Full
RVDT Detent Window m: b: -30 -20 -10 0 10 20 30
Va
Vb
Sum Va+Vb
Diff/Sum
0.0234 1.8300 1.1275 1.3617 1.5958 1.8300 2.0642 2.2983 2.5325
-0.0234 1.8300 2.5325 2.2983 2.0642 1.8300 1.5958 1.3617 1.1275
3.6600 3.6600 3.6600 3.6600 3.6600 3.6600 3.6600
-0.3839 -0.2559 -0.1280 0.0000 0.1280 0.2559 0.3839
Position is transmitted over ARINC 429 SF-ACE label 107. The bit weight is = 0.0439453125 deg./bit. The lower portion of the SFCL knob contains a finger lift that permits the lever to be moved from one position to another. To move the lever from a detent position the finger lift mechanism must first be raised and then forward or aft force applied to move the lever to the desired position. This feature prevents inadvertent movement of the lever from the detent position due to forward and aft forces on the knob only. Once the finger lift is raised, the lever may be moved past adjacent detents without releasing the finger lift. Each detent position has a secondary detent to indicate when the lever has reached the new position. This feature allows the operator to “feel” the detent location without having to look at the markings on the lever light plate. The secondary detent also maintains the lever in the detent position to prevent unintentional motion of the lever in the event of a failure of the primary detent (finger lift) spring.
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SLAT/FLAP CONTROL LEVER GENERAL DESCRIPTION The single gated position at Flap 4 provides a stop mechanism in either direction that requires the finger lift to be released and lifted again to pass through the gated position. This feature provides for ease of selecting the Flap 4 position for normal take-off and approach conditions and is a certification requirement for quickly and accurately locating the go-around position without looking at the lever or relying on detent feel (see Figure 50).
into a voltage signal proportional to the angular position of the RVDT and drive gearshaft. Each RVDT provides the primary lever position input to one of two slat channels or one of two flap channels of the SF-ACEs. All wiring is internal to the SFCL housing. Two connectors provide for connection of the RVDTs to the SF-ACEs and also to provide power to the light plate. An elastometric curtain is installed in the slot through which the handle protrudes. As the handle is moved the curtain serves to seal the slot, to prevent foreign objects and liquids from migrating into the lever. A drain hole is provided in the bottom of the lever to prevent buildup of moisture or liquids inside the lever.
The drive gear shaft serves as the pivot for the handle and also drives the four RVDTs. Each drive gear meshes with two RVDT gears. As the handle is pivoted, the drive gearshaft rotates and causes the RVDT shafts to rotate. The RVDTs convert this rotation
SFCL VOLTAGE VS. ANGLE
4.00 3.50
RMS VOLTAGE
3.00 2.50 Va 2.00
Vb SUM AB
1.50 1.00 0.50 0.00
-30
-20
-10
0
10
20
Va
1.1275
1.3617
1.5958
1.8300
2.0642
2.2983
Vb
2.5325
2.2983
2.0642
1.8300
1.5958
1.3617
SUM AB
3.6600
3.6600
3.6600
3.6600
3.6600
3.6600
Figure 47: SFCL RVDT Voltage vs. Angle
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SLAT/FLAP CONTROL LEVER GENERAL DESCRIPTION
Lever Handle Finger Lift Illuminated Display
Cockpit Console
Internal Gating & 4-RVDTs
Figure 48: Slat/Flap Control Lever
Electrical Connectors
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SF-ACE GENERAL DESCRIPTION
Figure 479: SFCL Top View Configuration
Figure 50: SFCL Internal Detent/Gating Cam
Gate Moved to position 4
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SF-ACE GENERAL DESCRIPTION SF-ACE GENERAL DESCRIPTION There are two identical electronic line replaceable units (LRUs) with the nomenclature of Slat/Flap Actuator Control Electronics (SFACE). Each SF-ACE contains two completely separate operating channels, one for Slats and one for Flaps. Functional Description Each SF-ACE contains one Slat channel and one Flap channel; the Slat and Flap channels are independent and autonomous. Each channel is computer controlled, and is designed to drive an electric motor and brakes to move the Slats or Flaps to predetermined discrete positions, selected by the Slat/Flap Control Lever (SFCL). Each SF-ACE Slat channel drives one Slat PDU electric motor and controls one channel of the Slat brakes. Each SF-ACE Flap channel drives one Flap PDU electric motor and controls one channel of the Flap brakes. Each SF-ACE channel interfaces with the two Slat or two Flap Position Sensor Units (PSUs), one at each outboard end of the driveline, to receive Slat or Flap position feedback signals and provide asymmetry protection. The SF-ACE also receives information from the Flap and Slat skew/disconnect sensors. The Slat channel of each SF-ACE receives a discrete input signal from the two midboard/outboard Slat disconnect sensor circuits and the two analog return signals from the dual channel resolvers mounted on each of the inboard Slat panel drive tracks. Each Flap channel receives two analog return signals from the dual channel resolvers mounted on each of the two outboard Flap panel drive carriages, for the purpose of providing continuous skew detection of the outboard Flap panel to the SFACE.
For SF-ACE 1, 115 VAC Slat power is supplied by AC Bus #1, Flap power is supplied by AC ESS Bus under normal conditions and by the RAT Bus for emergency conditions. SF-ACE 1 +28 VDC Slat power is supplied by DC Bus 1, Flap power is supplied by DC ESS 1 bus. For SF-ACE 2, 115 VAC Slat power is supplied by AC ESS under normal conditions and by the RAT Bus for emergency conditions, Flap power is supplied by AC Bus 2. SF-ACE 1 +28 VDC Slat power is supplied by DC ESS 2 bus, Flap power is supplied by DC ESS 3 bus. SF-ACE 1
SF-ACE 2
SF-ACE 1
SF-ACE 2
Flap Channel
Flap Channel
Slat Channel
Slat Channel
DC Source
DC ESS 1
DC ESS 3
DC Bus 1
DC ESS 2
AC Source
AC Bus
AC Bus 2
AC Bus 1
AC Bus
ESS
ESS
Figure 51: Table of SF-ACE Power Sources With +28 VDC power only, the SF-ACEs can power-up, perform warm or cold start BIT and monitor the system (continuous BIT). Initiated BIT (IBIT) is inhibited without AC power.
Each of the four SF-ACE channels communicate shared information on a dedicated and redundant CAN bus, enabling each channel to verify its inputs via data from the opposite CAN bus channel.
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SF-ACE GENERAL DESCRIPTION SF-ACE Inhibits The SF-ACE will inhibit/limit Flap and or Slat commands under the following conditions:
are the FPGAs, for which there is a continuous background routine of tests performed to ensure its integrity.
1. Limit Slats/Flaps extension to no greater than detent 3 (Slats 15 deg/ Flaps 20 deg) when the RAT is deployed. 2. Cockpit indication when airspeed exceeds placard speed for Slat and Flap commanded positions (as shown on page 23). 3. Limit Flap extension to 10 degrees when Slats fail < 15 degrees. 4. Limit Slat retraction to 15 degrees when the Flaps fail > 10 degrees. 5. Full Slat/Flap extension sequencing (lever moved from full in to full out) – Slats extend to 15°, Flaps extend to 20°, Slats extend to 25°, then Flaps extend to 35° (ERJ 170 series) or 37° (ERJ 190 series). 6. Full Slat/Flap retraction sequencing (lever moved from full out to full in) – Flaps retract to 20°, Slats retract to 15°, Flaps retract to 0°, then Slats retract to 0°. SF-ACE Architecture Each SF-ACE channel has a control function and monitor function with intentionally dissimilar computer processing requirements and combinations of microprocessor and software programming languages. The SF-ACE utilizes 80C386 microprocessors for Flap Control and Monitor functions and 80C186 Microprocessors for Slat Control and Monitor functions. Fully Programmable Gated Arrays (FPGA) devices are utilized for microprocessor watchdog timer function, motor commutation, brake control, ARINC-429 communication and analog data acquisition (see Figure 55). Different part number complex devices are used where associated with the 80C186 microprocessors than for the devices used with the 80C386 microprocessors. Further, the only complex devices that are utilized by both the control and the monitor functions EFFECTIVITY ALL
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SF-ACE GENERAL DESCRIPTION
Figure 52: SF-ACE
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Training Manual
SF-ACE GENERAL DESCRIPTION
SF-ACE Flap channel signal interface
SF-ACE Slat channel signal interface
SF-ACE primary bonding path
SF-ACE Flap channel power interface
SF-ACE Slat channel power interface
Figure 53: SF-ACE Rear Connector View
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SF-ACE GENERAL DESCRIPTION
SF-ACE installation trays
Electronics bay access port
Figure 54: SF-ACE Installation in Center Fuselage E-Bay (looking aft)
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SF-ACE GENERAL DESCRIPTION
Figure 55: SF-ACE Microprocessor/Software Utilization
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Training Manual
SF-ACE GENERAL DESCRIPTION PDU Motor REGENERATIV E FEEDBACK RESISTOR
115 VAC Aircraft Input 27.7 VDC Aircraft Input
DC POWER SUPPLY
CONVERTER
+5 VDC +3.3 VDC +15 VDC -15 VDC
RDC
Interface FPGA
TRIGGER
TRANSDUCER EXCITATION
RDC
SF-ACE ID1 SF-ACE ID0 provides SF-ACE ID2 28 VDC to ID1, ID2 and SF-ACE ID3 3 are open RAT LC AUX L WING DISCONNECT R WING DISCONNECT ARINC 429 WRAPAROUND
Monitor p 80C386 L & R Position Resolvers BLDCMBA Resolver SFCL RVDT1 L & R iNboard Skew Sensors
ARINC 429 TRANSMITTER
RDC BIT RDC BIT
RIB SKEW SENSOR LIB SKEW SENSOR
BRAKE DRIVE
PROGRAM RAM
Monitor p WDT FPGA
A/D CONVERTER
R Resolver Position
PDU Brake
ANALOG MULTIPLEXER
SFCL RVDT Position
L Resolver Position
MOTOR DRIVE
FAILSAFE
Motor Control FPGA
RDC
PDU Resolver Position
270 VDC
DISCRETE INPUT SIGNAL CONDITIONING
MAU
MON CAN A TX CONT CAN A TX
To/from other 3 SF-ACE channels. See
MON CAN B TX ANALOG INPUT SIGNAL CONDITIONING
MAU1B
ARINC 429 RX
MAU2B
ARINC 429 RX
CONT CAN B TX
PROGRAM RAM/NVM
OUTPUT DISCRETES
Control p 80C386
HC1 SLATS > 0 HC2 SLATS > 0
Control p WDT FPGA
Figure 56: Slat Channel Architecture EFFECTIVITY ALL
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SF-ACE GENERAL DESCRIPTION REGENERATIV E FEEDBACK RESISTOR
115 VAC Aircraft Input 27.7 VDC Aircraft Input
DC POWER SUPPLY
270 VDC
+5 VDC +3.3 VDC +15 VDC -15 VDC
BRAKE DRIVE
PROGRAM RAM
ANALOG MULTIPLEXER
SFCL RVDT Position
Monitor p WDT FPGA
A/D CONVERTER
RDC
L Resolver Position
MOTOR DRIVE
FAILSAFE
Motor Control FPGA
RDC
PDU Resolver Position
CONVERTER
Interface FPGA
TRIGGER
TRANSDUCER EXCITATION
RDC
R Resolver Position
DISCRETE INPUT SIGNAL CONDITIONING
MAU
MON CAN A TX CONT CAN A TX
To/from other 3 SF-ACE channels. See
MON CAN B TX
ARINC 429 WRAPAROUND ROB SKEW SENSOR LOB SKEW SENSOR
L & R Position Resolvers BLDCMBA Resolver SFCL RVDT1 L & R Outboard Skew Sensors
ARINC 429 TRANSMITTER
RDC BIT RDC BIT
SF-ACE ID1 SF-ACE ID0 provides SF-ACE ID2 28 VDC to ID1, ID2 and SF-ACE ID3 3 are open RAT LC AUX
Monitor p 80C386
ANALOG INPUT SIGNAL CONDITIONING
MAU1B
ARINC 429 RX
MAU2B
ARINC 429 RX
CONT CAN B TX
PROGRAM RAM/NVM
OUTPUT DISCRETES
Control p 80C386
HC1 FLAPS > 0 HC2 FLAPS > 0
Control p WDT FPGA
Figure 57: Flap Channel Architecture EFFECTIVITY ALL
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SF-ACE GENERAL DESCRIPTION Packaging Design The SF-ACE is a modular design composed of two independent channels, one for the Slats and one for the Flaps. Each channel has three printed wiring board assemblies containing active components, as well as an interconnect assembly containing connectors for routing power and test signals between the active assemblies. A common motherboard (A1) contains the EMI filtering for both channels and routes power and signals to the main LRU connector pins. All components and routing on the A1 are independent for the two channels, with the exception of the filtering and output connection for the CAN buses.
All of the assemblies are identical, side to side, between the Slat and Flap channels, with the exception of the microprocessor assemblies. The circuits are grouped on the assemblies by function to assist in design, to simplify troubleshooting and fault isolation. The control electronics are separated from the high power assemblies in the LRU by an isolation barrier. The high power assemblies are mounted on heat sinks, which make up the outer sides of the LRU to maintain a cooler and more uniform temperature (see Figure 52). The resulting SF-ACE architecture ensures a high level of integrity in the functions of Slat/Flap drive control and position indications to the stall protection system.
Figure 58: Packaging Layout
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SF-ACE GENERAL DESCRIPTION SF-ACE Communications SF-ACE Inputs From Other Slat/Flap System LRUs Input Source
Input Name
Description/Function
PDU Motor
(Slat or Flap) Motor Shaft Position Resolver
Modulated analog signals indicating motor rotor position / Motor commutation and Monitoring
SFCL
Flap Lever RVDT (1 of 4)
Analog signal indicating SFCL setting / Surface position selection for commanded motion
PSU, Right Wing
Right (Slat or Flap) position
Modulated analog signals indicating right (slat or flap) surface position / Actuation system surface control and monitoring
PSU, Left Wing
Left (Slat or Flap) position
Modulated analog Signal indicating right (slat or flap) surface position / Actuation system surface control and monitoring
DC Bus 1 or 2 DC ESS 1 or 3
+28 Vdc Power
+28 Vdc Power / SF-ACE DC Internal Power Supply Input and SF-ACE output Drive Power
AC Bus 1 or 2 AC ESS Bus
3 Phase, 115 Vac
115 Vac input power rectified for PDU Motor operation
Right Wing Outboard Skew Sense, Slat
RW O/B Skew (Slat Channel Only)
Discrete signal indicating skew status / disconnect detection and indication from right wing
Left Wing Outboard Skew Sense, Slat
LW O/B Skew (Slat Channel Only)
Discrete signal indicating disconnect status / disconnect detection and indication from left wing
Right Wing I/B Skew Sensors (2) Slat
R I/B Skew (Slat Channel Only)
Analog signal from inboard skew synchros / skew detection to/from
Left Wing I/B Skew Sensors (2) Slat
L I/B Skew (Slat Channel Only)
Analog signal from inboard skew synchros / skew detection to/from
Right Wing O/B Skew Sensors (2) Flap
R O/B Skew (Flap Channel Only)
Analog signal from inboard skew synchros / skew detection to/from
Left Wing O/B Skew Sensors (2) Flap
L O/B Skew (Flap Channel Only)
Analog signal from inboard skew synchros / skew detection to/from
Other SF-ACE
CAN Bus (Dual)
Redundant high integrity multi master serial communications bus connecting all four SFCS channels.
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SF-ACE GENERAL DESCRIPTION SF-ACE Inputs From Other Systems The following input functions are received by the SF-ACE from sources outside the Slat/Flap Control System. Note that the signals
Input Source
Software Level
of Type ARINC 429 represent the data labeled IOC-6-429-In in the SF-ACE channel block diagrams and are not labeled individually on the block diagrams. The discrete inputs can be found by input name on the block diagrams.
Input Name
Type
Function
(Do-178B) MAU
A
Computed Air Speed (CAS)
ARINC 429
Placard Warnings Rigging Lockout Power-up BIT Lockout
MAU
A
Greenwich Mean Time (GMT)
ARINC 429
Fault storage
MAU
A
Weight on Wheels (WOW)
ARINC 429
Rigging Lockout Power-up BIT Lockout Power-up Configuration
MAU
A
Aircraft Number Code (ANC)
ARINC 429
Rigging
MAU
A
Flight Leg
ARINC 429
Fault Storage
MAU
A
Date
ARINC 429
Rigging Fault Storage
Aircraft Wiring / SF-ACE Connector
N/A
EICC
N/A
Controller Address
Discrete (pinstrap)
RAT LC Aux
Discrete (Aux contacts)
Left/Right Slat/Flap SF-ACE determination SDI determination Power-up BIT coordination Rigging Prevent full extension of flaps when RAT is deployed
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SF-ACE GENERAL DESCRIPTION SF-ACE Outputs To Other Systems The following output functions are transmitted by the SF-ACE to receivers outside the Slat/Flap Control System. Note that the signals of Type ARINC 429 are not labeled individually on the block Output Destination
Software Level
diagrams. The discrete outputs can be found by output name on the block diagrams. 'Incorrect Flaps or Slats position output to the Stall Protection System‟ is the only Slat/Flap System output in the Catastrophic Hazard category.
Output Name
Type
Function
(Do-178B) MAU
A
Slat Position (Label 127)
ARINC 429
EICAS Display input, Stall Protection, Horiz. Stabilizer Control, T-O Config Warning. FADEC, Hydraulic System, Air Managment
MAU
A
Flap Position (Label 137)
ARINC 429
EICAS Display input, Stall Protection, Horiz. Stabilizer Control, T-O Config Warning, FADEC, Hydraulic System
MAU
A
SF-ACE Status (Label 270)
ARINC 429
EICAS Display input, Stall Protection, Horiz. Stabilizer Control, T-O Config Warning
PACEs
B
Flap > 0
Discrete
Redundant input to PACE to be used in gain scheduling in the event of complete loss of PACE airspeed information
PACEs
A
Slat > 0
Discrete
Redundant input to PACE for Slat position greater than 0°
[Do-178B Software Levels: A – Catastrophic, B – Hazardous]
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SF-ACE GENERAL DESCRIPTION SF-ACE Outputs To Other Slat/Flap System LRUs Output Destination PDU Motor
Output Name (Slat or Flap) Motor Shaft Position Resolver
Description/Function 8 Vrms, 5 Khz Sine Wave signal / PDU motor commutation resolver excitation
SFCL
Flap Lever RVDT
6 Vrms, 3 Khz Sine Wave output signal / SFCL RVDT excitation
(1 of 4) PSU, Right Wing
Right (Slat or Flap) position
6 Vrms, 3 Khz Sine Wave excitation output and return signal for right wing position resolver excitation
PSU, Left Wing
Left (Slat or Flap) position
6 Vrms, 3 Khz Sine Wave output and return signal left wing position resolver excitation
PDU Motor
(Slat or Flap) Motor Brake
28 Vdc discrete output and return / motor brake release signal
Right Wing O/B Skew Sense, Slat
RW O/B Skew
28 Vdc Discrete output and return signal to power the slat outboard skew sensing circuit / skew detection and indication
(Slat Channel Only)
Left Wing O/B Skew Sense, Slat
LW O/B Skew
Right Wing I/B Skew Sensors (2) Slat
R I/B Skew
Left Wing I/B Skew Sensors (2) Slat
L I/B Skew
Right Wing O/B Skew Sensors (2) Flap
R O/B Skew
Left Wing O/B Skew Sensors (2) Flap
L I/B Skew
Other SF-ACE
CAN Bus (Dual)
(Slat Channel Only)
(Slat Channel Only)
(Slat Channel Only)
(FlapChannel Only)
(Flap Channel Only)
28 Vdc Discrete output and return signal to power the slat outboard skew sensing circuit / skew detection and indication 8 Vrms, 3 Khz sine wave output and return signals / inboard slat panel skew detection and indication 8 Vrms, 3 Khz sine wave output and return signals / inboard slat panel skew detection and indication 8 Vrms, 3 Khz sine wave output and return signals / outboard flap panel skew detection and indication 8 Vrms, 3 Khz sine wave output and return signals / outboard flap panel skew detection and indication Twisted pair bus / Redundant high integrity multi master serial communications bus connecting all four SFCS channels.
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SF-ACE GENERAL DESCRIPTION
SF-ACE1 MAU-1A
SLAT
MAU1B
FLAP
MAU1
SF-ACE2
MAU3
SLAT
MAU-3A
FLAP
MAU-3B SF-ACE RX
SF-ACE TX
Figure 59: MAU Interface
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SF-ACE GENERAL DESCRIPTION Surface Motion Functions After successfully passing power on BIT (PBIT), each SF-ACE channel will report a valid status to the aircraft over its ARINC 429 output interface. The SF-ACE channels will operate in standby mode while waiting for Flap or Slat movement command from the SFCL. In standby/operational modes, each SF-ACE channel monitors for uncommanded movements, asymmetric conditions, and skew of the interfacing actuation systems while performing periodic, but unobtrusive internal BIT and interface checks to ensure integrity. Each SF-ACE channel continuously communicates its status information, including LRU fault isolation, over its ARINC 429 output interface. The SF-ACE Slat or Flap channel provides the control function to move the Slat or Flap panels to the commanded position via the Slat or Flap PDU and Slat or Flap Actuation System. The SF-ACE channel determines actual surface position based on input from the PSUs. The handle settings and surface positions are presented in the following table: SFCL Selection
Position 0
Slat Position (degrees) 0
Flap Position (degrees) 0
1
15
5* - 7**
2
15
10
3
15
20
4
25
20
5
25
20
Full
25
35* - 37**
Note: “*” designates the EMB 170/175 series: “**” designates the EMB 190/195 series.
Valid surface movement commands are based upon each channel‟s SFCL input. A valid surface command is a new SFCL RVDT position input to the SF-ACE channel and an agreement by at least two SFACE channels of the surface command received over the cross channel (CAN Bus) communications. When the SF-ACE channel receives a valid surface movement command, Slat/Flap surface sequencing is determined between SF-ACE channels over the CAN Bus. When the SF-ACE channel determines it will move its surface, the SF-ACE channel releases the brakes of its interfacing system and commands the interfacing motor to move at a preset speed profile to the commanded position, re-engage the brakes and return to standby mode. SF-ACE Data Interface The SF-ACE data interface, described within this subsection, applies to all of the SF-ACE functions, for both the control and monitor microprocessors, which utilize the input data to the SF-ACE. A complex hardware Interface FPGA device is used for resolver input acquisition. The function of the Interface FPGA is to interface the SF-ACE inputs to the control and monitor channel microprocessors and serve as the ARINC 429 transmitter and SFACE ARINC output loopback receiver. On the input side, the Interface FPGA interfaces with discrete digital (bus) and analog data. For the microprocessor interface, it has two 16-bit buses, one for the control channel and one for the monitor channel (see Figure 60). Within the Interface FPGA, data for the control and monitor channels is written to two separate memory areas. The data requirements for control and monitor channels will determine the actual size of the memory. The control and monitor microprocessors access this data independently via individual 16 bit buses. At reset, this data bus is tested, cleared and newly written status data is communicated to the microprocessors. The process design indicates the availability of new data, to prevent the use of static (old) data. Because this Interface FPGA is a complex device, that is utilized by both control and monitor functions (the only common device), there
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SF-ACE GENERAL DESCRIPTION is a continuous background routine of tests performed to ensure its integrity.
input via the A/D converter path and the data tracking bit from the R/D converter is also checked. If both of these validations are good, the position data is used.
Interface FPGA Protection Logic: The following lists and describes each of the protection logic features: -
Clear interface memory locations following microprocessor „reads‟. This ensures that the microprocessor can detect stale (old) data, because a number of locations will always be non-zero.
-
Fixed reference voltages; A number of fixed reference voltages (5v, 3.3v, 7.5v, 2.5v, and ground) will be stored by the interface FPGA, to be read and verified by the control microprocessor. The correct readback of these references validates the operation of the input data multiplexer, the A/D converter and the FPGA arbitration and data storage and retrieval functions.
-
Variable voltage; This voltage is generated by the control microprocessor, via the watchdog FPGA, and is intended to provide predictable and dynamic data to the interface FPGA. This is required, because for most of a normal flight cycle the interface FPGA data will be static.
-
AAAA and 5555 Hex data words; This data will provide continuous monitoring of the I/O databus for stuck bits.
-
Resolver to Digital Converter Validation; The sine (sin) and cosine (cos) inputs to the R/D converter 2 2 are subjected to a sin +cos validation by the control microprocessor. The sin/cos voltages from the resolvers are
-
RVDT Validation (Slat/Flap Control Handle); The S1 and S2 voltages from the RVDT are summed and then compared with a stored constant. This proves that the RVDT is being correctly excited and that both secondary windings are functional. From this data, failure of the transducer can be detected and isolated.
-
FPGA/Microprocessor Interface; The Interface FPGA internally generates a pseudo random number that the microprocessor reads, in 2‟s complement, and returns to the Interface FPGA. The Interface FPGA compares the original number with the 2‟s complemented return. If the result is good, the Interface FPGA issues a reset to the microprocessor watchdog. This technique provides a dynamic test of the FPGA/microprocessor bus connection and also indicates that many of the FPGA internal functions are operating correctly.
-
ARINC 429 Validation; The Interface FPGA provides the ARINC transmission and loop-back validation. The control microprocessor interfaces with transmit and receive registers within the FPGA to allow validation of the ARINC loop-back, via the microprocessor to the Interface FPGA bus. The FPGA also completes an internal validation of the loop-back and sets a validation signal for the command microprocessor to read. For critical ARINC labels, the monitor microprocessor controls the setting of the ARINC SSM.
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SF-ACE GENERAL DESCRIPTION HANDLE RVDT S1 5V HANDLE RVDT S2 . . .
ANALOG MULTIPLEXER
A/D CONV MAU 1 32X16
ADC PWM
MAU 2 32X16
A/D 64X16
RDC/ DISCT 8X16 MONITOR BUS
3.3 V 1'S COMP
ARBITRATOR
LEFT RES SIN LEFT RES COS
RIGHT RES SIN RIGHT RES COS
I/O BUS RESOLVER to DIGITAL CONVERTER
16 R/D CONVERTER BIT
"AAAAH" OR "5555H"
MONITOR WDG TRIGGER M_SHDN
16 BIT BUS INTERFACE SSM CONTROL
ARINC 429 REC
ARINC TX/RX
SIGNAL COND
SF-ACE ARINC 429 BUS
ARINC 429 LOOPBACK
RESOLVER to DIGITAL CONVERTER R/D CONVERTER BIT
ARINC 429 REC CONTROL BUS INTERFACE
ARBITRATOR
. . . .
MONITOR BUS INTERFACE
DISCRETE INTERFACE
MAU 1 32X16
MAU 2 32X16
A/D 64X16
RDC/ DISCT 8X16
CONTROL BUS CONTROL WDG TRIGGER
INTERFACE FPGA
16 BIT DATA PORT
MAU 1
SIGNAL COND
MAU 2
SIGNAL COND
2
SF-ACE ARINC 429 LOOPBACK
SIGNAL COND
2
ARINC 429 data 2 ARINC 429 data
ARINC 429 data
Figure 60: SF-ACE Data Interface
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SF-ACE GENERAL DESCRIPTION Control and Output Integrity Features The following block diagram, Figure 61, shows the interaction between the Interface, Motor Control, the Watchdog FPGAs and the inputs to the microprocessors. The external logic gates shown are not a part of the FPGA. If the control microprocessor detects discrepancies on the ARINC 429 output, it will disable the output through an output port on the Motor Control FPGA and the „AND‟ gate. Corrupted data, due to failure in the Interface FPGA, is disabled from being transmitted using the Motor Control FPGA.
The effect of failures within the Motor Control FPGA cannot create motor commutation to cause the motor to runaway. The monitor microprocessor has the ability to tri-state the outputs (via the Monitor Shutdown), disable the inverter and the brake drives, independent of the Motor Control FPGA. Operation of the „AND‟ gate and the tristate buffers is tested during power up tests. The scheme shown in the block diagram ensures that no single failure can cause uncommanded motion or incorrect ARINC 429 data to be transmitted to the MAU with the SSM set to “Normal” (not failed).
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SF-ACE GENERAL DESCRIPTION CAN Bus A Transciever Monitor Processor Reset
CAN Bus B Transciever Data Bus
Address Bus
CAN Bus A
Monitor Watchdog Trigger
Left Wing Resolver Right Wing Resolver SFCL RVDT 1
Interface Subsystem
Discrete Inputs Skew Sensor data
Monitor Shutdown
ARINC 429 Transmit Data ARINC 429 Transmitter
Failsafe
Failsafe Logic
ARINC 429 to MAU1 & MAU3
ARINC 429 Wraparound Surface Failsafe
ARINC 429 from MAU1 ARINC 429 from MAU3 CAN Bus B
Trigger
Data Bus
Address Bus
Control Watchdog
CAN Bus A Transciever
Reset Control Processor
Motor Resolver
Commutation Control FPGA
Motor Brake Drive
PDU Motor Brake
OPEN/GND Discrete
Flaps > 0
Motor Drive
PDU Motor
Data Bus
CAN Bus B Transciever
115 V, 3 Phase, 400 Hz
Failsafe
AC EMI Filter
AC/DC Converter R/D Conv
Motor Rotor Position
Figure 61: Control and Output Integrity Features
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SF-ACE GENERAL DESCRIPTION Microprocessor Subsystem And Watchdog Timer Each SF-ACE channel (Slat or Flap) incorporates a control microprocessor and a monitor microprocessor of identical architecture; 80C186 microprocessors (control & monitor) are used for Slat channels and 80C386 microprocessors (control & monitor) are used for Flap channels. The microprocessors execute the Do178B Level A software for operation of the SFCS. The SF-ACE incorporates a hardware watchdog timer (WDT) function executed in the Watchdog FPGA for each microprocessor. The WDT has a period of 1.6 software frames. If the WDT is not triggered each period by the microprocessor, its output resets the microprocessor and de-energizes all SF-ACE Motor drive and brake drive outputs (failsafe). The WDT input is addressable by the microprocessor being monitored. The microprocessor software is written such that the WDT is triggered each software frame and thus does not allow a WDT time-out and subsequent microprocessor reset. The number of WDT time-outs per continuous power on time is limited to three.
-
Perform Communications o Aircraft Communication (ARINC 429) o Inter-channel Communication (CAN bus) o Test Link Communications (RS232 bus)
Monitor Microprocessor Software System Level Functions The monitor microprocessor software system level functions are: -
Monitor Surface Status for Uncommanded Motion, Asymmetry, and O/B Panel Skew Determine Surface Position Command Perform Continuous BIT of monitor microprocessor subsystem Perform Communications o Receive Inter channel Communication (CAN bus) o Test Link Communications (RS232 bus) o Validate Critical Aircraft Communication (ARINC 429) Transmitted Labels
Control Microprocessor Software System Level Functions The control microprocessor software system level functions are: -
Monitor Surface Status: uncommanded motion, asymmetry, skew, underspeed and overspeed Determine Surface Position Command Control Surface Position Motor Drive Brake Drive Perform BIT Perform Cold/Warm Start BIT System Brake Tests (Once per day based on ARINC 429 date input) Power Module Integrity Tests Perform Continuous BIT of control microprocessor subsystem and LRU interfaces Perform Fault Storage and Retrieval Surface Rigging
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SF-ACE GENERAL DESCRIPTION Motor Drive The motor drive interface is configured as a “Current Regulated Pulse Width Modulation (PWM) Voltage Source Inverter” (see Figure 62). The 3-phase 115 volt AC aircraft power is rectified to produce a nominal 270 Vdc link to feed the inverter section(s). The inverter is configured as a 3 phase bridge circuit. The bridge has three legs consisting of two IGBT switches and freewheeling diodes (normally referred to as an upper and a lower switch) per leg. The possibility of an inadvertent commutation is unlikely to cause an uncommanded motion of the surfaces, since it requires continuous and coordinated switching of the solid state power switches in sequence. Current sense resistors are located internally in the phase A and phase C motor drive outputs of the power modules. Phase B current is derived from the difference between phase A and phase C current. An isolated, composite representation of the current is outputted by 0 the power module. Because the motor is being operated in the 120 conduction angle mode, only two phases are energized at a time. The microprocessor controls the speed of the motor by controlling the motor current (torque limiting control). The motor drive interface consists of the following submodules: 1. Front-End AC to DC converter - consisting of a 12 pulse rectifier and interphase transformers (IPT). 2. DC link and Clamp circuitry - regen resistor, regen current sensor, DC link capacitors, DC link sense circuit and regen circuit Built In Test (BIT). 3. Motor Drive Inverter – 3 Phase. 4. Regulator - The motor drive current regulator is a hysteresis feature. This type of regulator is simple, easily implemented in logic and relies on simple comparator circuits. No compensation or loop tuning is required. Dead shorts will be detected by the short-circuit protection circuits.
The Motor Control Digital Logic includes an FPGA (Motor Control FPGA) and provides the following functions: -
Motor Phase current regulation Motor Phase Commutation BIT, diagnostics and status Regen Fail Protection
The Motor Control FPGA incorporates the logic required to provide closed-loop current control of the motor, motor drive Built-In-Test functions, excitation of the PWM for the transducers, I/O ports for control surface greater than zero discrete outputs, and brake control discrete outputs. The functions inside the Motor Control FPGA are controlled through a word-wide data interface to the system control microprocessor. An active low read/write and chip select signal controls the read and write access to the Motor Control FPGA internal I/O ports (see Figure 63). The Motor Control FPGA uses the microprocessor clock output as its clock source. The Motor Control FPGA uses the microprocessor address lines A1 - A4 to select the register to be used for read or write operations. An active low reset input is used to initialize the Motor Control FPGA. This reset is active for three clock cycles to assure proper reset of the Motor Control FPGA. The probability of an inadvertent commutation is unlikely to cause an uncommanded motion of the surfaces due to a failure of the Motor Control FPGA, since the DC brushless (BLDC) motor requires coordinated switching to run. The 270 Volt BLDC motor represents a negligible risk with respect to uncommanded motion. The motor must be commutated by logic based upon position of the motor rotor as sensed by the motor position resolver and read and interpreted by the motor control FPGA. Simply applying power to the motor will not cause it to develop torque or rotation. Multiple sustained faults are required to run the motor. This is further protected in the SF-ACE by uncommanded motion detection and protection, which requires valid command for motor operation.
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SF-ACE GENERAL DESCRIPTION
Figure 62: Motor Drive Interface Block Diagram
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SF-ACE GENERAL DESCRIPTION 10
HALL_A HALL_B HALL_C
SHAFT POSITION SHAFT[9:0]
DATA BUS 16 CS_L RD_L WR_ L ICNTL_HI ICNTL_LO ADDR[3:1] 3 LINK_OK UV SC THERM_L GLBL_SHDN ACT_SHDN M_SHDN_STAT REGEN_OFF OV ACTPOS_SHDN CLK RESET_L
SPARE_0 SPARE_1 SPARE_2 SPARE_3 SPARE_4 SPARE_5
RDC INTERFACE AND SHAFT SPD 12 MEASUREMENT
4
SHAFT SPEED ACT ROTATION
8
TMR IN QUAD SEL CR PWM SEL ICNTL_HI ICNTL_LO
MOTOR COMMUTATION 6 LOGIC BIT CNTL SHAFT OFFSET
MTR CURRENT REGULATOR PWM BIT 16
REGEN EN
MOTOR REGEN BIT GENERATOR
MOTOR GATE DRIVE CONTROL LOGIC CHOP HI CHOP LO
MTR CURRENT THRESHOLD PWM GENERATORS
MTR_A_UP MTR_A_LO MTR_B_UP MTR_B_LO MTR_C_UP MTR_C_LO FAILSAFE IPWM_H I IPWM_L O
REGEN BIT FAILSAFE
REGEN FAIL REGEN OFF OV
MOTOR REGEN FAIL PROTECT LOGIC
UCMD_M MTR_EN BRK_EN M_BRAKE LWT_BRK RWT_BRK GT0_CMD HC1_GT0_CM D HC2_GT0_CM D HC3_GT0_CM D BITSTIM5V RDCIHB_L A429_EN
PROCESSOR INTERFACE
RESV_EN SFCL_EN MTR_EN SYNCHRO_EN MTR_SPD_DATA 8 8 ICMD_DATA IACT_DATA 8 8 ACTPOS_DATA
REGEN FAIL
TRANSDUCER AND TEST PWM GENERATORS
PWM_RESV PWM_SFCL PWM_MTR PWM_SYNCHRO MTR_SPD_PWM
ICMD_PWM IACT_PWM ACTPOS_PWM
Figure 63: Motor Control FPGA EFFECTIVITY ALL
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SF-ACE GENERAL DESCRIPTION Brake Drive The brake interface system in each SF-ACE channel (Flap or Slat) provides a brake signal for its own PDU motor brake (Flap or Slat). There is a master brake enable that must be active for the brake associated with its control channel to be released. The brake enable is controlled with software and has failsafe hardware override which disables the brakes for critical system failures. The PDU brakes are simple friction brakes and are commanded by software. Brake drive signals are interfaced to the brake drive using tri-state buffers. The Motor Control FPGA provides the “glue” logic for the brake control (see Figure 64).
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Figure 64: Brake Control Block Diagram
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SF-ACE GENERAL DESCRIPTION ARINC 429 Communication Each SF-ACE provides two output channels of ARINC 429 serial data, one from the Flap control channel and one from the Slat control channel. Each MAU interfaces with both channels of each SF-ACE output ARINC 429 serial data busses (two total inputs to each MAU). Complete SFCS status is obtained by the MAU combining all SFACE output ARINC 429 serial bus data. Each SF-ACE has four input channels of ARINC 429 serial data, two for the Flap control channel and two for the Slat control channel. Each control channel (Slat and Flap) interfaces with each of the MAUs. -ARINC 429 Bus An ARINC bus consists of a shielded twisted pair of wires. The twisted pair carries the ARINC data. The receive buses are not grounded in the SF-ACE. -ARINC Waveform The ARINC waveform characteristics are fully defined in RTCA ARINC 429 specification. ARINC data transmitted by the SF-ACE is in the form of a three-level differential signal. The three levels, nominally +10V, 0V, and -10V, are used to give a return-to-zero (RZ) self-clocking signal. ARINC 429 specifies two bit rates. All ARINC words are transmitted at the low bit rate (defined in ARINC 429 as 12.0-14.5 kilobits/sec) of 12.5 kilobits/sec. Long-term stability of this bit rate shall be within ±1%. ARINC 429 waveforms have a rise/fall time of 10±5µs, measured between 10% and 90% amplitude points.
(MSB) of the label. Bit 8 is the least significant bit (LSB) of the label. The label is a three digit octal number (000 to 377). -Source/Destination Identifier (SDI) Bits 9 and 10 of the ARINC word are the source/destination identifier (SDI). The coding of the SDI is specified on each individual label sheet in the ARINC ICD. -Data Structure Bits 11 to 29 of the ARINC word comprise the data field. Data in this field may be numeric and/or discrete. The SF-ACE encodes numeric data using binary 2‟s complement notation. Bit 28 of numeric data is always the MSB. Numeric data‟s LSB depends upon the number of significant bits defined for the word. The resolution of the numeric data is as defined by the length of the word. For numeric data, Bit 29 is set to zero for positive values and to one for negative values. Discrete data shall use individual bits starting from bit 29 to bit 11. Spare bits (pad) in the data field are set to zero.
-ARINC Word Format Each ARINC word consists of 32 bits, numbered 1 to 32. Bit 1 is transmitted or received first. The 32 bits are divided into a number of fields as described in the following sections. -Label Each ARINC word uses bits 1 through 8 inclusive as a label. The label identifies the data in the word. Bit 1 is the most significant bit EFFECTIVITY ALL
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SF-ACE GENERAL DESCRIPTION -Sign/Status Matrix (SSM)
SF-ACE ARINC 429 Transmission
Bits 30 and 31 of the ARINC word are the sign/status matrix (SSM). The coding of the SSM is specified on each individual label sheet. The SF-ACE channel incorporates an independent verification process for critical data outputs. Critical data outputs are the labels (labels 127, 137, and 270) where erroneous or misleading data may result in improper operation of interfacing subsystems.
Each SF-ACE channel reports over its own ARINC 429 data bus, information pertaining to the status of the SFCS as perceived by its interfaces. Complete SFCS status can only be obtained by monitoring all SF-ACE1 and SF-ACE2 output ARINC 429 data buses. Each ARINC 429 output signal is created by a single transmitter.
If a failure within the SF-ACE control channel or interfacing control channel is sensed, such that the SF-ACE channel can not insert correct or valid data into an ARINC word, the SSM of ARINC word is set to the “Failure Warning” code.
-Transmission of Critical Labels
If data is transmitted during SF-ACE channel Built-In-Test, the SSM of the ARINC word is set to the “Functional Test” code. Data transmitted with “Functional Test” will be valid data, however, may not be verified by independent means.
The critical data labels transmitted by the SF-ACE on the ARINC 429 data bus are Label 127 for Slat system angle, Label 137 for Flap system angle, and Label 270 for packaged discretes. -Interface FPGA ARINC 429 Transmit Function
Bit 32 of the ARINC word is the parity bit. The parity bit is encoded to render word parity to “odd”.
An ARINC 429 communication 32 bit transmit buffer resides in the Interface FPGA. The monitor channel identifies the critical labels that require verification. The Interface FPGA holds the labels requiring verification in the transmit buffer. Transmission of the 32 bit word occurs either when the monitor channel writes the SSM status or a timeout period has expired.
-Data
-Control Channel Function
Data communicated to/from a SF-ACE is defined by the following subsections. Complete SFCS information/status is determined by combining the data from the two SF-ACEs.
Normal Operation
-Parity
SF-ACE ARINC 429 Reception The SF-ACE receives data from MAUs 1 and 3. Data received by the MAU inputs includes Weight On Wheels, Clock (GMT), Flight Leg, Computed Airspeed (CAS), Date, Aircraft Number Code, Maintenance Command and Control. If a failure results in loss of data from both MAUs, the SF-ACE channel will continue to operate using default values.
During normal operation of the SF-ACE, the control channel writes the critical data labels to the Interface FPGA transmit buffer with the SSM set to “No Computer Data” (NCD). Functional Test During power up testing of the SF-ACE, the control channel writes the critical data labels to the Interface FPGA transmit buffer with the SSM set to “Functional Test”.
Failure Condition EFFECTIVITY ALL
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SF-ACE GENERAL DESCRIPTION When the SF-ACE control channel detects a failure condition, it writes the critical data labels to the Interface FPGA transmit buffer with the SSM set to “Failure Warning”.
wraparound data is NCD, the monitor channel is assumed failed. If the wraparound function is failed the control processor disables the ARINC 429 transmitter (see Figure 65).
-Monitor Channel Function
CAN Bus Description
The following discussion of monitor channel function pertains only to the actions taken for the critical label transmissions.
The Controller Area Network (CAN) is a serial communications protocol that efficiently supports distributed real-time control with a very high level of security. The CAN buses communicate only between the SF-ACE 1 and SF-ACE 2.
SSM = Failure Warning When the monitor channel reads the data in the Interface FPGA transmit buffer and sees the SSM set to “Failure Warning”, it sets SSM to “Failure Warning”. SSM = No Computed Data When the monitor channel reads the data in the Interface FPGA transmit buffer and verifies the data to be reasonable, it sets SSM to “Normal”. If the data is not reasonable, the SSM is set to “Failure Warning”. SSM = Functional Test When the monitor channel reads the data in the Interface FPGA transmit buffer and verifies the data to be reasonable, it sets SSM to “Functional Test”. If the data is not reasonable, the SSM is set to “Failure Warning”. SSM = Normal When the monitor channel reads the data in the Interface FPGA transmit buffer and sees the SSM set to “Normal”, failure of the control channel is assumed. In this case the monitor sets the SSM to “Failure Warning”. ARINC 429 Wraparound Function There is an ARINC 429 wraparound function that inputs the ARINC 429 transmitter output back to the input of the Interface FPGA. The control channel reads the wraparound data and verifies that the data is the same as what was originally written to the Interface FPGA transmit buffer, except for the SSM states. If the SSM of the
Multiple levels of failure detection features of the CAN bus, in combination with a redundant bus approach, will prevent false information to propagate between channels. The CAN bus devices utilized in the SF-ACEs each incorporate, integral to the device, CRC checking, data transmission loopback checking, and corrupt data detection. If the CAN Bus device determines that it is sending corrupt data, it will transmit error code to alert all data recipients. If the device continues to send corrupt data, it will cease all data transmission. This integrity of information ensures the availability requirements are met as well as adequate protection against uncommanded motion (catastrophic hazards). The CAN concept is ISO11898 qualified. The CAN Buses are dedicated to SF-ACE cross channel communication. The following data is transmitted over the CAN bus: -
Rigging Info Motion Sequencing Surface Position Lever Position (Detents) RAT Line Contactor Aux Status Power Up BIT Coordination Channel Failure Info
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SF-ACE GENERAL DESCRIPTION
Figure 65: Dual CAN Bus Architecture of SF-ACEs
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SF-ACE GENERAL DESCRIPTION SF-ACE Response to Failure Failures of the SF-ACE and SF-ACE detected discrepancies in the SFCS result in a controlled response of the SF-ACE to those failures. The level of the response and the method of action to reset are dependent on the safe operation of the system during a failure mode. FLAP FAILURE
THRESHOLD
Uncommanded motion
(Surface Position –Command) increasing 1 (Surface Pos –Command) increasing during reversal
SLAT TIME DELAY
Surface Overspeed
0.91 (5.783 resolver degrees ) ( 6.85 driveline revs)
2.13 /sec (13.63 resolver degrees/sec) (968.79 rpm at driveline) 11,285 rpm
Motor Underspeed
10,654 rpm < = 2000 rpm
30 ms
150 ms
150 ms
Motor Overspeed Motor Underspeed
AANNUNCIATI0N 6
Emergency
Command3 (3 tries, then CMC reset)
L270B28 FLAP FAIL
Emergency
Command3 (3 tries, then CMC reset)
L270B28 SLAT FAIL
Emergency
CMC Reset
L355B23 FLAP FAIL
Emergency
CMC Reset
L355B23 SLATS FAIL
Emergency
CMC Reset
L354B28 FLAP FAIL
Emergency
CMC Reset
L354B28 SLAT FAIL
Emergency
CMC Reset
Emergency
CMC Reset
2 secs
150 ms
Surface Overspeed Motor Overspeed
RESET 4
500 ms
30 ms
Asymmetry 0.823 /sec at Flap 0, 2.26 /sec at Flap 35 (170 series) 37 (190 series) (14.43 resolver degrees/sec) (1025.6 rpm at driveline)
SHUTDOWN
2 secs (Surface Pos –Command) increasing (Surface Pos –Command) increasing during reversal
0.31 at Flap 0, 0.853 at Flap 35 (170 series) 37 (190 series) (5.443 resolver degrees) (6.448 driveline revs)
TIME DELAY
500 ms
Uncommanded motion
Asymmetry
THRESHOLD
150 ms
5 secs
Abnormal
< = 2000 rpm
5 secs
Abnormal
Command3 (3 tries, then CMC reset) Command3 (3 tries, then CMC reset)
L354B28 FLAP FAIL L354B28 SLAT FAIL L354B29 FLAP FAIL L354B29 SLAT FAIL
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SF-ACE GENERAL DESCRIPTION FLAP FAILURE/CONDI TION Surface Underspeed
THRESHOLD 0) signals on the A3 assembly. Failure of any of these commands is detected by monitors in the drive circuits, and will result in an abnormal shutdown.
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SF-ACE GENERAL DESCRIPTION -Motor Commutation Feedback The motor shaft position is sent to the SF-ACE from a RVDT in the PDU. The secondary of the RVDT returns the position of the resolver as sine (S1 and S3 outputs) and cosine (S2 and S4 output) signals. These signals are returned to the A4 assembly via the motherboard. The two signals are converted to digital signals trough a Resolver to Digital Converter (RDC), and sent directly to the motor
Circuit Commutation Sense
(Motor
System Signal Shaft
Position)
RES_S1 RES_S3
RES_S2 RES_S4
control FPGA via the dedicated SHAFT data bus. The sine and cosine signals are also converted to analog signals (SBIT and CBIT) for monitor purposes, and sent to the IORDC data bus through the multiplexer and ADC. SBIT and CBIT are used to validate the 2 2 position signal (Sine + Cosine ). The RDC also contains an internal BIT monitor (RDCBIT). Failure of any monitor will result in a shutdown of the motor and de-energizing of the brakes for the affected SF-ACE channel.
Description
Interface Signal
Sine Input for calculating position
Cosine Input calculating position
for
Description
SHAFT_SBIT
Resolver Sine Return Monitor
SHAFT
Digital position output to the IO Bus from the RDC
MTR_RDCBIT
BIT monitor output from the RDC
SHAFT_CBIT
Resolver Monitor
Cosine
Return
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EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
SF-ACE GENERAL DESCRIPTION A5/A6 Interconnect Assembly The A5 Slat Interconnect assembly and the A6 Flap Interconnect assembly are the same part number. The interconnect assembly has no active components. This assembly acts as a second “motherboard” for test I/O. The test points are independently buffered so that no failures of the interconnect assembly or the external connector will affect proper operation of the SF-ACE. A7 Flap Micro Assembly The A7 Flap Micro assembly is similar to the A4 Slat Micro assembly. The A7 assembly utilizes an 80C386 microprocessor instead of the 80C186 on the A3 (Slat) assembly, requiring some variation in support hardware. Although the software is unique to the A7 assembly, the operational functions and functional failure modes are identical. A10/A11 AC EMI Assembly The A10 Slat AC EMI Assembly and the A11 Flap AC EMI Assembly are the same part number. This assembly contains only capacitors and inductors for EMI filtering of the AC supply buses (AC BUS 1 for SF-ACE1, AC BUS 2 for SF-ACE2, and, in emergency situations, ADG (RAT) AC Bus). Capacitor open or inductor short failures of the EMI assembly will result in an increased susceptibility to transients and some increased stress to the TRU. Single component failures will have minimal operational effect on the SF-ACE. Capacitor short or inductor open failures will result in a loss of one phase of AC power. The affected channel will operate at reduced power. If high loading results in a stall situation, the affected channel will shut down.
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Training Manual
SF-PDU GENERAL DESCRIPTION POWER DRIVE UNIT (PDU) GENERAL DESCRIPTION
The PDU output shaft is sealed using lip seals.
Identical PDUs are used for Slats and Flaps. The PDU consists of an airframe mounted gearbox with two motor/brake assemblies. The PDU overall is removable as an LRU and each motor/brake can also be removed as an LRU. Each motor/brake module contains a 3 phase wound, 270 volt BLDC motor; a motor shaft position resolver; and a spring engaged and electric coil released brake. The motor is driven by its respective SFACE channel, with motor commutation based on motor shaft position information from the motor shaft position resolver. The brake is capable of reacting full motor torque and is released by its respective SF-ACE channel. (see Figure 75) The PDU gearbox incorporates a sun-to-sun, ringless, speed-summed differential that has little to no relative differential rotation during normal two motor operation. In the event of a single channel electrical failure, the differential allows the PDU to output full system torque capability at half speed. A single spur gear reduction, of 1:11, between the differential and gearbox output serves to provide the necessary gear reduction to achieve required system rotational speed and torque. Nominal system rotational speeds are 752 RPM for the Slats and 796 RPM for the Flaps, during dual motor operation, and 376 RPM for the Slats and 398 RPM for the Flaps, during single motor operation. A torque limiting slip-clutch is utilized on the PDU output centerline to protect the PDU internal components and the system driveline from overtorque related damage, in event of an actuator torque limiting failure event. The torque limiting slip-clutch is a friction type device actuated by a pre-loaded ball ramp. The setting on the slip clutch is consistent with preventing damage without nuisance trips. There is no reset action required if a torque limiting event occurs, it selfresets.
Figure 74: Power Drive Unit
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Training Manual
SF-PDU GENERAL DESCRIPTION
Figure 75: Slat/Flap Power Drive Unit, Cross Section EFFECTIVITY ALL
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SF-PDU GENERAL DESCRIPTION
Flap PDU Installation
Slat PDU Installation
Figure 76: PDU Installation
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SF-PDU GENERAL DESCRIPTION PDU Components -
CONNECTOR COVER
(2) Motor Brake Modules (1) PDU Gearbox (1) PDU Differential (1) PDU Torque Limiter/Slip Clutch
MOTOR CONNECTOR
The motor/brake modules are line replaceable units (LRUs). Each module contains a 270 volt brushless DC (BLDC) motor, a motor shaft position resolver and an electromechanical brake. Each PDU motor is rated at 4.5 horsepower, at maximum current output. The motor is speed-controlled by its respective SF-ACE channel. Nominal motor speeds are 8275 RPM for the Slat motors and 8765 RPM for the Flap motors. The SF-ACE provides excitation for the motor shaft position resolver and uses the motor shaft position resolver output to control commutation of the motor drive section of the SF-ACE. The electromechanical brake is a normally springengaged, electrically released friction brake. Each motor/brake module is capable of providing the necessary system torque to operate the respective system, Slats or Flaps, independent of the opposite channel.
BRAKE HOUSING
2-35 SPANNER NUT 3 PHASE BLDC MOTOR STATOR 1-14, 1-15
BRAKE COIL
SEAL
1-2 BALL BRNG
BLDC MOTOR ROTOR 1-13
MOTOR / BRAKE SHAFT BALL BRNG 1-12, 2-39
BLDC MOTOR ROTOR
BALL BRNG SPRING
2-38
POSITION RESOLVER
BALL BRNG 1-12, 2-39
SEAL
1-17
1-13 BRAKE COIL
3 PHASE BLDC MOTOR STATOR 1-14, 1-15
1-2
SPUR GEAR
BRAKE HOUSING
2-37 2-32, 2-33 BEARING COVER
2-34
BRAKE SPRINGS BRAKE PLATE, STATIONARY, COVER
2-28
Each motor/brake module has two electrical connectors for the purpose of connecting the PDU to the SF-ACE electrical circuits. One connector provides for connection to the high power SF-ACE motor drive output and the other carries the 28v brake lines and the motor shaft position resolver excitation and analog feedback. One motor is connected to the right SF-ACE and one is connected to the left SF-ACE (Slat PDU motors to the SF-ACE Slat channels and Flap PDU motors to the SF-ACE Flap channels).
1-7 REAR COVER
2-36 KEY WASHER
-Motor Brake Modules
1-3, 1-6 POS. RESOLVER & TEMP SW. CONNECTOR
1-4, 1-5, 1-10, 1-11 1-16 MOTOR THERMAL SWITCH
BRAKE BOLTS
6-17
BRAKE PLATE, TRANSLATING BRAKE PLATE, ROTATING
2-30, 2-31, 6-22
2-29
1-1, 2-27
Figure 77: Motor Brake Module
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SF-PDU GENERAL DESCRIPTION -PDU Gearbox The PDU gearbox contains: -
Sun-to-sun, ringless differential subassembly Torque limiter/slip-clutch subassembly Output shaft subassembly
The internal subassemblies are contained within the two housing halves that are bolted together. The housings provide the means to mount the PDU in the aircraft and also the means to mount the motor/brake modules to the PDU. The housing is sealed using O-ring seals at the motor/brake module interface and a gasket is at the housing split line, while the output shaft is sealed at each end using lip seal technology. Grease lubrication is employed in the PDU. -PDU Differential In normal operation, the differential has very little relative movement internally, dependent on the difference in the speed of the two motors. Theoretically, there is no relative motion in the differential if the motors are at exactly the same speed. In a single-channel failure case, the brake in the inoperative motor is engaged, providing mechanical torque reaction (ground) for the differential and an additional, but primary, 2:1 gear reduction through the differential. The output spur gear speed of the differential (at the spur gear/clutch
gear mesh) is reduced to half of normal (two motor) operational speed in this operational case, thus resulting in no net loss in PDU output shaft operating torque (see Figure 75). -PDU Torque Limiter/Slip-Clutch In the torque limiter/slip-clutch assembly, the load path starts at the clutch gear mesh. Torque is transferred through the clutch friction discs into the pressure plate side of the ball ramp clutch actuator and then through the three balls to the splined ball ramp side of the ball ramp clutch actuator. Torque is then transferred through the spline into the output shaft. The spring force on the clutch from the disc springs is such that the balls in the ballramp assembly will remain in the bottom of the ball ramp grooves under a predetermined torque setting. Under normal operating conditions, there is no relative motion between the clutch gear and the output shaft; the unit rotates as a solid shaft. In a system failure condition, resulting in high torque reflected from a system jam back to the PDU, the high torque will result in the balls in the ball ramp actuator rolling up their ball ramp grooves and causing an increase in the distance between the pressure plate side of the ball ramp clutch actuator and the splined ball ramp side of the ball ramp clutch actuator. This motion will reduce the force on the clutch discs and allow the clutch to slip, thus limiting the output torque and also protecting the PDU gearing from motor overtorque. Removal of the source of the overtorque will return the unit to normal operation.
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DRIVELINE SYSTEM GENERAL DESCRIPTION DRIVELINE SYSTEM GENERAL DESCRIPTION The driveline transmits the rotary output torque of the Power Drive Unit (PDU) to the actuators installed along the wing. The actuators and aircraft panel tracks and linkage convert rotary motion to curvilinear motion to move the Slat or Flap panels. The input shaft of each actuator is also a through shaft that enables torque to be transmitted down the wing from actuator to actuator via the driveline system. As a result, the driveline system also maintains synchronization within the system. The driveline system consists of the following components: -
Torque Shafts Bearing supports Angle Gearboxes
Torque Drive Shaft General Description The Slat and Flap drivelines both use hard torque shafts (tubes) to transfer torque and rotation in their drivelines.
in turn have splined ends that engage the mating splines on the actuators, power drive units, angle gearboxes, or bearing supports. The spline connections on one end of the torque shafts are crossdrilled to allow a bolt to be installed for axial retention of the torque shaft. The spline connection on the opposite end is free to float in order to accommodate any relative axial movement between components mounted to structure. The universal joints accommodate minor misalignments between components along the wing. The universal joints are grease packed and permanently sealed with elastomer “boots”. The splined ends of the torque shafts are fitted with grease fittings to accommodate periodic re-lubrication of the drive splines. Nine (9) different configurations of torque shafts, with various lengths, are used to meet the various unique installation requirements. The Slat system has a total of 26 torque shafts while the Flap system has a total of 22. All torque shafts are symmetrical for the left hand to right hand wings, except slat torque shafts S1 and S2. There are 3 special back-to-back u-joint configuration shafts that do not incorporate an aluminum tube section.
BOLTED ATTACHMENT END SPLINE
Figure 78: Torque Tube Spline Configurations
.78 ENGAGEMENT
The basic torque shaft configuration consists of rigid aluminum tubing with universal joints riveted on each end. The universal joints EFFECTIVITY ALL
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DRIVELINE SYSTEM GENERAL DESCRIPTION
Slat/Flap Torque Shafts
A C D
G
E
H
F
Figure 79: Torque Drive Shaft Assemblies
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DRIVELINE SYSTEM GENERAL DESCRIPTION Slat/Flap Bearing Support Description The SFCS uses two types of bearing supports. One type is common to both Slats and Flaps, the other are sealed bearing supports for the pressurized compartments of the Flap components. The common bearing support is used in 6 places for the Slats and 2 places for the Flaps (170 Series) or 4 places for the Flaps (190 Series). The bearing supports consist of a splined shaft with female splined ends, supported by two radial ball bearings and housed in a bearing flange. Each bearing support is secured to the airframe with 3 fasteners.
The Flap system also uses two sealed bearing supports, one at the pressurized bulkhead on each side of the Flap PDU. The sealed bearing support is similar to the common bearing support with the addition of lip seals at each end of the thru shaft. Each sealed bearing support is secured to the bulkhead bracket with 4 fasteners. Bearing supports provide increased maintainability and avoid critical driveline speeds that might otherwise be a concern with longer torque drive shafts.
Slat/Flap Common Bearing Support
Figure 80: Flap and Slat Bearing Supports
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DRIVELINE SYSTEM GENERAL DESCRIPTION
Figure 81: Common Bearing Support Installation
Figure 82: Flap Sealed Bearing Support Installation
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DRIVELINE SYSTEM GENERAL DESCRIPTION
Figure 83: Flap Sealed Bearing Support
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DRIVELINE SYSTEM GENERAL DESCRIPTION Angle Gearboxes General Description
Flap Angle Gearboxes
Both Slat and Flap systems use angle gearboxes to change driveline direction. Bevel gearshafts mounted in ball bearings provide the required changes in angle (see Figure 85). The grease lubed, nonvented gearboxes are sealed with lip seals.
Four (170 Series) or two (190 Series) 144 degree gear boxes, on each side of the aircraft, are used in the Flap driveline to change the direction of the drive line. Bevel gearshafts mounted in ball bearings provide the required change in angle.
Slat Angle Gearboxes
Two 161 degree gear boxes, one on each side of the aircraft are used in the Flap driveline to accommodate the angle between rear spars II & III. Bevel gearshafts mounted in ball bearings provide the required change in angle.
Four 137 degree angle gearboxes are used to allow the Slat driveline path to be routed around the fuselage and match the angle of the wing. Bevel gearshafts mounted in ball bearings provide the required change in angle.
Slat 137 Degree
Flap 144 Degree
Flap 161 Degree
(PN 1700599 / P/N 1704208)
(PN 1700637)
(PN 1700639)
Figure 84: Slat/Flap Angle Gearboxes
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DRIVELINE SYSTEM GENERAL DESCRIPTION
Figure 85: Slat/Flap Angle Gearbox Cross Section (Typical)
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SLAT ACTUATOR GENERAL DESCRIPTION SLAT ACTUATORS GENERAL DESCRIPTION
-Slat Actuator Torque Limiter Description
The Slat panels are positioned by the Slat actuators, also referred to as Geared Rotary Actuators (GRAs). The GRAs are essentially a gear reduction unit, accomplished through a planetary gearset. A ball ramp actuated torque limiting device is built into the GRAs.
Each Slat GRA contains a torque limiter to protect the rack and pinion and slat mounting structure from excessive loads in the event of a jam condition. The torque limiter is located between the actuator input shaft and the planetary gearbox. One side (plate) of the ballramp actuator for the torque limiter is splined to the through shaft, while the other ball ramp side (plate) engages the torque limiter brake shaft/sun gear through a multiple slot and tang interface. The rotating brake plates are splined to the torque limiter brake shaft/sun gear while the stationary plates are grounded to the housing with a pin and slot arrangement. A helical spring and sleeve provide the predetermined axial force to the torque limiter ball ramp, which establishes the torque limiting set point (See Figure 87).
The Slat actuators provide the rotational force to extend and retract the Slat panels on the leading edge of the wing. There are four Slat panels on each wing with two Slat actuators for each panel that position the panel and carry the actuation loads. The Slat actuators convert the rotary output motion of the Slat PDU through the Slat system driveline into reduced speed rotary motion through a planetary gear arrangement to move the Slat panels along the panel tracks. The actuator output shaft drives a pinion gear that in turn drives a rack that is attached to a track on the slat panel. The actuators have a 155:1 gear ratio. The Slat actuators are of a sealed, non-vented design and a fixed amount of grease is used internally to reduce tare losses at extreme cold temperatures. -Slat Actuator Configurations There are a total of 16 Slat actuators per ship set. On the 170 Series there are three Type “A” Actuators on each wing positions #1, #3, and #5, three Type “B” actuators on each wing at positions #2, #4, and #6, and two Outboard Type “C” actuators on each wing at positions #7 and #8. On the 190 Series there are four Type “D” Actuators on each wing at positions #1, #3, #5 and #7, and four Type “E” Actuators on each wing at positions #2, #4, #6 and #8. Each actuator type has a different aircraft mounting interface to prevent installation in the wrong location. The Type “A”, “B”, “D” and “E” actuators have the same mounting bolt pattern but have different slot locations to interface with a mounting pin located on the aircraft structure. The Outboard Type “C” actuators have a different mounting bolt pattern than the other actuators. Care should be taken when installing the Slat actuators to make sure they are mounted properly in the correct location.
Each plate of the ballramp actuator has three inclined, oval shaped grooves on their faces. The pre-load tension from the helical compression spring holds the balls in these grooves. As torque is applied to the splined input plate, the balls move to the beginning of the ramp in the grooves. In this position, the balls transfer torque to the output plate for normal operation. When torque is reversed, the balls move to the opposite side of the ramp. In the event of a jam failure case at the actuator station, the force reacts against the spring force and allows the balls to move up the inclined ramp farther than they normally would. This forces the output plate away from the input plate and reduces the clearance between the friction plates and reaction plates of the brake assembly. As the brake plates make contact, the operating torque is grounded to the housing and airframe. The actuator torque limiter trip indicator will trip. Once the torque limiter is engaged the total drive torque from the Slat PDU is reacted into the mounting lugs of the jammed actuator causing the PDU to stall and the SF-ACE to shut down both Slat channels and indicate “Slats Failed” message on the EICAS display. The actuator torque limiter will automatically disengage and reset when the SFCL is commanded in the opposite direction (away from the jam). The torque limiter can be activate up to three times per power up cycle before the SF-ACE latches out the fault and prevents further operation of the Slat system.
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SLAT ACTUATOR GENERAL DESCRIPTION -Slat Actuator No-Back Mechanism A cone brake no-back mechanism is integrated with the torque limiter device to assure irreversibility of the actuator under all combinations of vibration and loads. The cone brake provides drag torque on the output ballramp plate of the torque limiter to prevent output loads from backdriving the actuator and can only be released by driving torque from the input shaft passing through the torque limiter ballramp device. A conical brake surface is machined integral to the outside diameter of the output ball ramp plate and is spring loaded against a stationary conical reaction plate that is grounded to the actuator housing. A helical spring preloads the conical brake surface of the output plate against the reaction plate to provide drag torque that resists backdriving of the output plate under static vibratory conditions. The cone brake is designed to be released under normal operating conditions, so as not to impact the power required to drive the Slat system. The ballramp grooves machined into the input and output ballramp plates for the torque limiter contain a shallow initial ramp angle such that driving torque through the ballramps create an axial force to overcome the preload from the noback spring and release the cone brake under normal operating load conditions. The no-back brake automatically engages during static conditions when the Slat system is not in motion. -Slat Actuator Gearbox Description A through shaft passes through each actuator, allowing for the actuator to transfer driveline torque and rotation to the next actuator, or in the case of the most outboard actuator, to the PSU. Internal to the actuator, the torque path from the input shaft to the planetary gear set passes through the torque limiter. The gear mesh on the torque limiter brake shaft/sun gear engages the input mesh of the "dog-bone" (so called because of the characteristic shape of the triple mesh gear shaft) planet gears. In operation, the sun-planet gear mesh causes the planets to rotate and orbit the sun gear. The center mesh of the "dog-bone" meshes with the stationary ring gear, which is grounded to the housing, in order to react torque to the GRA output. The output mesh of the "dog-bone" drives the rotating ring
gear. The rotating ring gear engages the output shaft (concentric to the through shaft) via a spline. The Slat GRAs are inherently irreversible by virtue of the high gear ratio and resulting low backdriving efficiency. A secondary no-back brake assures irreversibility of the actuator under combinations of high vibration and low load conditions. The irreversible actuators prevent backdriving of the Slat panel under aerodynamic panel loads in the event of a driveline disconnect. The system architecture, using irreversible actuators eliminates, the need for wingtip asymmetry brakes. -Torque Limiter Trip Indicator A spring-loaded pop-up indicator trips and remains tripped in the event that the torque limiter engages. The indicator exists for troubleshooting and isolation subsequent to a system torque limiting event and shutdown. The torque limiting device disengages when the cause of torque is removed and/or the system direction is reversed. The trip indicator is activated directly by axial displacement (increased separation) of the ball ramp plates. As the output ball ramp plate translates towards the brake plates, a flange on the trip indicator plunger (reacting against the plate) causes the plunger to translate with the plate. The indicator spring trips as the protruding portion of the plunger recedes into the trip indicator housing. Once tripped, the trip indicator spring can only be reset manually, on the ground, by a mechanic. To reset the torque limiter trip indicator, push the spring in a counter clockwise direction until the spring snaps into the recess at its "set position" (see Figure 86).
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SLAT ACTUATOR GENERAL DESCRIPTION Figure 86: Slat Actuator and Torque Limiter Trip Indicator
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SLAT ACTUATOR GENERAL DESCRIPTION Actuator Output Shaft/Spline
Actuator Mounting Flange
Compound Planetary Gearset
Cone Brake Preload Spring
No-Back brake / torque limiter plate Dual angle torque limiter ball ramps
Actuator Shaft Seals
Torque Limiter Helical Spring
Brake Shaft/ Sun Gear
Torque Limiter Brake Plates
Input/Thru Shaft
Figure 87: Slat Actuator Cross Section with Cone Brake No-Back
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SLAT ACTUATOR GENERAL DESCRIPTION Slat Actuator Parameters The following table defines the gearbox parameters for the various actuator configurations: Slat Actuator
Actuator Gear Ratio
Panel Max Travel (deg)
Rack & Pinion Gear Ratio
Inboard (#1 & #2)
155.52:1
20*
21.86:1
Midboard (Inboard) (#3, & #4)
155.52:1
25
17.50:1
Midboard (Outboard) (#5 & #6)
155.52:1
25
17.50:1
Outboard (#7 & #8)
155.52:1
25
17.50:1
*Note: 20° travel on Inboard Slat Actuator is limited due to engine cowl interference. Torque Limiter Settings The torque limiter, under dynamic conditions, limits the maximum pass-through torque. Each actuator is tested to verify that the torque limiter setting is within the following range. 170 Series Position (#1, #3 & #5)
427.6 Nm max
Position (#2, #4 & #6)
323.5 Nm max
Position (#7 & #8)
282.4 Nm max
190 Series Position (#1, #3, #5, & #7)
427.6 Nm max
Position (#2, #4, #6, & #8)
323.5 Nm max
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SLAT ACTUATOR GENERAL DESCRIPTION
Figure 88: Slat Actuator Installation (Typical)
SLAT SKEW SENSOR GENERAL DESCRIPTION Electronic skew sensors are located on the Slat system to prevent excessive panel skew in the event of an internal disconnect in one irreversible actuator while the other actuator on the same panel
continues to operate. Skew sensors are also used to annunciate dormant disconnect failures which allow the panel to continue normal operation. Two different types of skew sensors are utilized on the inboard slat panel and outboard slat panels.
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Training Manual
SLAT SKEW SENSOR GENERAL DESCRIPTION -Slat Inboard Skew Sensor Description Dual channel resolvers are used on the two driven end tracks for the inboard slat panels. The resolvers are driven by a spur gear that meshes with the pinion that drives the rack. The skew sensors are inter-connected such that differential movement between the two sensors on each end of the panel is monitored by the Slat/Flap ACEs. In the event that the differential movement detected by the skew sensors exceeds a predetermined acceptable limit the SFACEs will shut down the slat system and annunciate the fault. The inboard skew sensor LRU in mounted to the slat rib opposite the slat actuators on tracks #1 and #3 using four screws. The skew sensor is provided with a spur gear that meshes with and is driven by the Slat pinion gear mounted on the actuator output shaft. The skew sensor housing and spur gear have timing marks for proper rigging of the sensors between the two tracks. The skew sensors have an integral electrical connector which mates with the aircraft wiring harness to interconnect the two sensors to the corresponding SFACE channels. The inboard slat skew sensors consist of two dual channel resolver units with each unit mounted to the outboard rib of the driven tracks on each end of the inboard Slat panel. The primary coil of the resolvers on track #1 is excited by the SF-ACE slat channel 1. The
secondary coils of this resolver are electrically connected to the secondary coils of the resolver on track #3. The excitation coil of the resolver on track #3 (receiving resolver) is the skew sense output connected to the slat channel of SF-ACE 1. This interconnection forms one channel of skew sensing by providing an electrical signal to the SF-ACE 1 that is proportional to the differential motion between the two skew sensors on that panel. The remaining resolvers in both units are also electrically connected in the same manner and interfaced with the Slat channel SF-ACE 2 resulting in a dual channel architectecture for each inboard slat panel. Thus each of the two SF-ACEs independently implements skew sensing for each of the inboard Slat panels (left and right hand wings). As the Slat is extended or retracted by the actuation system the actuator pinion gear simutaneously drives the Slat track attached to one end of the panel and also the spur gear attached to the skew sensor shaft. The difference in the instantaneous angular position of the two resolver shafts (and hence the slat panels) produces a proportional change in the sensed voltage of the reciever resolver. If the difference exceeds a predetermined threshold (either plus or minus), the SF-ACE will shutdown its channel of Slats and engage the PDU brakes. SF-ACE 2 performs the same function on the same panels using the other channels of the resolvers. The dual channel approach allows for dispatch of the aircraft with a single slat channel active or a single skew sensor channel failure. Slat panel skew results in the Slat system being failed with “Slat Fail” annunciated.
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Training Manual
SLAT SKEW SENSOR GENERAL DESCRIPTION
Figure 90: Inboard Slat Skew Sensor Schematic
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SLAT SKEW SENSOR GENERAL DESCRIPTION
Slat Rack
Slat Pinion
Skew Sensor Gear/Timing Mark Inboard Skew Sensor
Figure 91: Inboard Slat Skew Sensor Installation
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SLAT SKEW SENSOR GENERAL DESCRIPTION -Slat Midboard/Outboard Disconnect (Skew) Sensor Description The three midboard/outboard Slat panels utilize a reed switch located between panels 2-3 and 3-4 to provide skew detection and annunciation on each wing. The reed switch is mounted on one panel while the other panel contains a striker pin that provides adequate clearance to the switch under normal differential panel deflections. If the relative movement between panels exceeds the predetermined level, the striker pin will contact the reed switch and break a mechanical fuse that trips the switch. The two reed switches on each wing are wired in series with the normally closed circuit connected to both SF-ACE slat channels. An open circuit in either wing will be detected by both SF-ACE channels and the Slat system will be shut down. A “Slat Fail” message will be annunciated. Rigging of the slat midboard/outboard skew sensor is required to set the proper clearance between the skew sensor body and the striker pin during installation. The gap between the skew sensor arm and striker pin should be set using a feeler gauge, per aircraft documentation. The skew sensor mounting bolt provides an eccentric bushing to accommodate adjustment of the skew sensor gap. After adjustment of the skew sensor gap, the mounting bolt can be tightened to maintain proper skew sensor position.
Figure 92: Slat Outboard Skew Sensor Installation
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Training Manual
PSU GENERAL DESCRIPTION POSITION SENSOR UNITS (PSUs) GENERAL DESCRIPTION The surface position sensor is called the Position Sensor Unit (PSU). The PSU provides surface position analog feedback to the SF-ACEs.
The only load on the gear train is that from the two position resolvers and the effects of efficiency and tare in the gear train.
Each PSU incorporates an anti-backlash reduction gear train for sensing, and two position resolvers. All hardware is internal to the PSU housings, which provide for mounting the PSU in the aircraft. Two connectors provide for attachment to the Slat/Flap electrical circuits.
Two single channel brushless resolvers are mounted on the antibacklash gear train housing. Each resolver has its own antibacklash gear, and both resolvers mesh with the same output of the anti-backlash gear train. The resolvers are excited by their respective SF-ACE channel and provide an analog signal output to the SF-ACE for surface position feedback.
The PSU for the Slats and the PSU for the Flaps are identical part numbers. The Flap PSU is mounted directly to the outboard end of flap actuator #4. The Slat PSU is mounted to a bracket on the outboard side of Slat rib #9. The Slat and Flap PSU uses an anti backlash gear train with 426.5:1 overall gear ratio (input shaft to resolver output). Anti-backlash features are employed to maintain a high degree of position accuracy.
One of the two connectors on the PSU housing provides for the electrical connection of one position resolver to the right SF-ACE (to the SF-ACE Flap channel for Flaps PSU and to the SF-ACE Slat channel for the Slats PSU). The other connector provides for the connection of one position resolver to the left SF-ACE (to the SFACE Flap channel for Flaps PSU and to the SF-ACE Slat channel for the Slats PSU).
Figure 93: Slat/Flap PSU and Cross Section EFFECTIVITY ALL
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PSU GENERAL DESCRIPTION Figure 94: Slat/Flap PSU Rigging Marks
Align Left Wing Slat and Flap PSUs this way.
Align Right Wing Slat and Flap PSUs this way.
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PSU GENERAL DESCRIPTION
Figure 95: Slat PSU Installation
Figure 95 Slat PSU Installation
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PSU GENERAL DESCRIPTION
Figure 96 Flap PSU Installation
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EMB Series 170/Series 190 Slat/Flap Control System
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FLAP ACTUATOR GENERAL DESCRIPTION FLAP ACTUATORS GENERAL DESCRIPTION The Flap actuators provide the actuation force to extend and retract the Flap panels on the trailing edge of the wing. There are two Flap panels on each wing with two Flap actuators to each panel to position the panel and carry the actuation loads. The Flap actuators convert the rotary output motion of the Flap power drive unit through the Flap system driveline to linear motion through a gearbox and ballscrew assembly to move the Flap panels. The actuator gearbox housings are clevis mounted to brackets on the rear wing spar. A mono-ball type bearing in the clevis mount allows for angular displacement of the actuator during operation. A through shaft passes through the gearbox, allowing for the actuator to transfer driveline torque and rotation to the next actuator, or in the case of the most outboard actuator, to the PSU. The gearbox ratio for input to output is 8.5:1. The Flap actuators convert input rotary motion through a bevel gear drive and a worm gear drive into linear motion via a ballscrew. A wrap spring type input torque limiter is employed for jam failure cases. The gearboxes are of a sealed, non-vented design and a fixed amount of grease is used internally to reduce tare losses at extremely cold temperatures. The ballscrew assembly is a translating ballnut design with the ballnut attached to the flap panel fitting through a pair of trunnion and pillow block mounts. This mounting arrangement also allows for angular displacement during operation. The rotating ballscrew shaft is fixed linearly in the housing and the ballnut (which is restrained from rotating) translates along the shaft when the ballscrew shaft is rotated. Multiple ball circuits are utilized to prevent open actuator failures caused by failure of one ball circuit. Non-jamming over travel stops are also provided. Torque and rotation from the driveline is transferred from the through shaft to the bevel gearset via the torque limiter/no-back mechanism. The bevel gearset provides torque to the worm and wheel gearset through a drop box arrangement to drive the ballscrew. The drop box provides offset between the
driveline and ballscrew centerlines for installation and kinematic purposes. -Flap Actuator Torque Limiter/No-Back Each Flap actuator contains a torque limiter/no-back mechanism to protect the aircraft structure in the event of a jam, and prevent backdriving of the actuator and Flap panels in the event of a driveline disconnect. The torque limiter/no-back consists of two logarithmic tape brakes (torsional wrap springs) installed on either side of the input bevel gear. When expanded the tape brakes engage the inside diameter of the housing sleeve causing torque to be reacted into the actuator housing and aircraft rear spar. One brake acts as a torque limiter in the clockwise direction and a no-back in the counter clockwise direction. The other brake acts as a torque limiter in the counter clockwise direction and a no-back in the clockwise direction. Torque is transmitted from the actuator through shaft to the input bevel gear through a sliding collar that has helical (ramped) surfaces engaging the bevel gear. The sliding collar and bevel gear helical surfaces incorporate torsional backlash and are preloaded together axially using a helical spring. The angles of the helical surfaces are different for clockwise and counter clockwise rotation to provide different torque limiter settings for extend and retract directions. Under static load conditions the no-back mechanism is engaged to prevent aerodynamic panel loads from backdriving the actuator. Output torque from the ballscrew and worm gear set expand the tape brake to prevent rotation of the actuator input shaft. Rotation of the input shaft in response to PDU and driveline commanded movement unlocks the no-back by means of the backlash between the sliding collar and input bevel gear allowing actuator movement in the commanded direction. In the event of a driveline disconnect the nobacks in the Flap actuators outboard of the failure will prevent aerodynamic loads on the panel from backdriving the Flaps into an unacceptable asymmetric condition. The SF-ACE will detect asymmetry of the wing tip position sensors and shut down the Flap system within the maximum allowable asymmetry limits.
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FLAP ACTUATOR GENERAL DESCRIPTION In the event of a jam failure case at the actuator station, the actuator input torque will increase above a predetermined set point established by the helical spring and helical surfaces of the sliding collar and bevel gear. The high input torque causes axial movement of the sliding collar against the helical spring and differential rotation relative to the bevel gear. Differential rotation between these two parts causes the tape brake to expand resulting in additional input torque to be reacted into the actuator housing and rear spar structure rather than the worm gear set and ballscrew. The torque limiter therefore limits the maximum output force that can be delivered to the Flap track mechanism and Flap panels.
Figure 97: Flap Actuator Trip Indicator Components -Flap Actuator Torque Limiter Trip Indicatior A spring-loaded trip indicator, similar to that used on the slat actuator, provides indication of a system torque limiting event and shutdown. This indication aids in troubleshooting and isolation, since the torque-limiting device disengages and resets when the cause of torque is removed and/or the system is reversed. The trip indicator is actuated by axial movement of the torque limiter sliding collar. The trip indicator consists of a torsional spring external to the actuator that is held in place by a shoulder on the trip indicator housing. Axial movement of the sliding collar of the torque limiter presses against a trip indicator pin that pushes the external torsional spring off the housing shoulder. The trip indicator pin is sealed to prevent ingress of moisture. The trip indicator spring can only be reset manually by the mechanic. To reset the torque limiter trip indicator, rotate the spring in a clockwise direction until the spring snaps into the recess of the indicator housing at the "set position".
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FLAP ACTUATOR GENERAL DESCRIPTION
Wrapped in opposite directions
Torque Limiter Trip Indicator
Input Shaft
Torque Limiter/ NoBack Bevel Gearset/ Dropbox
Worm Gear
Figure 98: Flap Actuator Cross Section
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FLAP ACTUATOR GENERAL DESCRIPTION
Ballscrew Drive Gear
Forward Attachment
Ballscrew
Worm Gear
Ballnut
Figure 99: Flap Actuator Cross Section Thru Ballscrew
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FLAP ACTUATOR GENERAL DESCRIPTION
Figure 100: Flap Actuator Torque Limiter/No-Back Operating
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FLAP ACTUATOR GENERAL DESCRIPTION
Figure 101: Flap Actuator Torque Limiter/No-Back Holding
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FLAP ACTUATOR GENERAL DESCRIPTION Parameters The following table defines the gearbox parameters for the various actuator configurations: Flap Position
Gearhead Angle
Gear Ratio
Inboard #1L
+28.2 deg
8.5:1
Inboard #1R
-28.2 deg
8.5:1
Mid #2L
90 deg
8.5:1
Mid #2R
90 deg
8.5:1
Outboard- #3L , #4L
-19.0 deg
8.5:1
Outboard- #3R, #4R
+19.0 deg
8.5:1
Torque Limiter Settings The torque limiter, under dynamic conditions, limits the maximum pass-through torque. Each actuator is tested to verify that the torque limiter setting is within the following range: Extending
Retracting
Inboard- #1L, #1R
6348 - 12696 N
3607 – 7935 N
Mid- #2L, #2R
10934 – 19681 N
5591 – 12301 N
Outboard- #3L, #4L, #3R, #4R
13594 – 24468 N
6951 – 15293 N
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FLAP ACTUATOR GENERAL DESCRIPTION
Figure 102: Flap Actuator Installation (Typical)
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FLAP OUTBOARD SKEW SENSOR GENERAL DESCRIPTION FLAP OUTBOARD SKEW SENSOR GENERAL DESCRIPTION Electronic skew sensors are located on the Flap system outboard panel to detect and annunciate excessive panel skew in the event of a disconnect of the Flap actuator or drive carriage. Four dual channel resolvers are used on the two driven Flap carriages for the outboard Flap panels on each wing. The resolvers are attached to the fixed Flap track and are driven by a linkage connected to the Flap carriage. The skew sensors are electrically inter-connected such that differential movement between the two sensors mounted on each end of the same panel is monitored by the Slat/Flap ACEs. In the event that the differential movement detected by the skew sensors exceeds a predetermined acceptable limit the SF-ACEs will shut down the flap system and annunciate the fault. Each SF-ACE monitors one channel of the dual channel resolvers on the left and right hand wing. The skew sensors have an integral electrical connector which mates with the aircraft wiring harness to interconnect the two sensors to the corresponding SF-ACE channels. The Flap outboard skew sensors consist of two dual channel resolver units connected to the Flap track carriages at Flap tracks #3 and #4. The primary coil of the resolvers on track #3 is excited by the SF-ACE Flap channel 1. The secondary coils of this resolver are electrically connected to the secondary coils of the resolver on track #4. The excitation coil of the resolver on track #4 (receiving resolver) is the skew sense output connected to the Flap channel of SF-ACE 1. This interconnection forms one channel of skew sensing by providing an electrical signal to the SF-ACE 1 that is proportional to the differential motion between the two skew sensors on that panel. The remaining resolvers in both units are also electrically connected in the same manner and interfaced with the Flap channel SF-ACE 2 resulting in a dual channel architectecture for each outboard panel. Thus each of the two SF-ACEs independently implements skew sensing for each of the outboard Flap panels (left and right hand wings).
As the Flap is extended or retracted by the actuation system, the Flap carriage drives the skew sensor linkage causing rotation of the skew sensor shaft. The difference in the instantaneous angular position of the two resolver shafts (and hence the flap panels) produces a proportional change in the sensed voltage of the reciever resolver. If the difference exceeds a predetermined threshold (either plus or minus), the SF-ACE will shutdown its channel of Flaps and engage the PDU brakes. SF-ACE 2 performs the same function on the same panels using the other channels of the resolvers. The dual channel approach allows for dispatch of the aircraft with a single slat channel active or a single skew sensor channel failure. Flap panel skew results in the Flap system being failed with “Flap Fail” annunciated. Mechanical rigging of the flap skew sensors is not required. The Flap skew sensors and linkage arrangement are preset (timed) to provide proper rigging upon installation. Electrical rigging of the Flap
skew sensors will be performed by the SF-ACEs. Figure 103: Flap Outboard Skew Sensor and Linkage
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FLAP OUTBOARD SKEW SENSOR GENERAL DESCRIPTION
“Dog Bone” design
Figure 104: Flap Outboard Skew Sensor Installation
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SYSTEM BUILT IN TEST AND MONITORING SYSTEM BUILT IN TEST AND MONITORING This section describes the type of failure monitoring used in the system and provides the extent of coverage provided by the various types of monitoring used. In these subsections the testing discussion focuses on a single SFACE channel with differences between slat and flap channels indicated as required. In discussions regarding control and monitor microprocessors, the specific differences between the dissimilar control and monitor software are not addressed; dissimilar software discussion is documented in SF-ACE Architecture/Functional Design. -Automatic Built-in Test Auto Built-in Test consists of Power Up BIT, Warm Start, Cold Start, Microprocessor Circuits, Discrete Input Interfaces, Initiated Bit, Motor Tests, Brake Tests, Brake Drive Tests, Continuous Bit, ManuallyInitiated Test, Failure Monitoring, and Fault Isolation BITE. -Power Up BIT There are two power interruption conditions which affect how Power Up BIT functions in the SF-ACE. If the power interruption is momentary (less than 50 ms), the Power Up BIT performs a warm start. If the power interruption is extended (greater than 50 ms), the Power Up BIT performs a cold start. Power up BIT latency is approximately 3 seconds for either a cold or warm start when WOW is inactive (aircraft in air). When cold start is performed with WOW active (aircraft on ground) the latency is 30 seconds (actual latency is less, the 30 seconds assures ARINC data integrity).
In a warm start, each of the microprocessors performs the Application area PROM Checksum Test. If the test is successful, the microprocessors initialize themselves and become operational. -Cold Start Performed when power interruption is greater than 50 ms. -Microprocessor Circuits (Cold Start) Each of the microprocessors (control and monitor) performs Boot area PROM checksum, Application area PROM checksum, RAM read/write addressing test, and a Watchdog Timer/FNR test. These are tests to verify the integrity of the microprocessors and their circuitry. The software performs a fail-safe shutdown when any of these tests fail. -Microprocessor Protection Circuits (Cold Start) The control microprocessor performs a Fail-safe Shutdown Test, a Monitor Shutdown Output Test, a Power Monitor Circuit Test and a Power Interrupt Monitor Test. These are tests of the microprocessor support hardware and software to verify integrity of the microprocessor protection. The software performs a fail-safe shutdown when any of these tests fail. -Discrete Input Interfaces (Cold Start) The control microprocessor stimulates the interface circuits for the SFCS external discrete inputs and subsequently checks the integrity of the values returned. These tests verify the integrity of the interface circuitry for the input discretes for controller address, slat disconnect sensor circuit, and the RAT mode discrete. These tests take approximately 130 ms plus read verification time. Failure of any of these tests is indicated.
The SF-ACEs do not transmit ARINC data during the power up BIT. SF-ACE outputs are inactive during the power up BIT.
-Initiated Bit (Cold Start)
-Warm Start
Initiated BIT is performed to cover system LRU faults, which may be dormant due to system redundancies, as described in the following subsections. During initiated BIT, SF-ACE critical system outputs which are not included in the test coverage are held in an inactive state, and test status is indicated over the EICAS interface by setting
Performed when power interruption is less than 50 ms. EFFECTIVITY ALL
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SYSTEM BUILT IN TEST AND MONITORING SF-ACE ARINC data transmit SSM values to “Functional Test”. Continuous BIT monitoring is active during the initiated testing and the results of continuous monitoring may be used as part of the initiated BIT. Initiated BIT is performed automatically on a once daily schedule based on the ARINC 429 Date and GMT inputs to the SF-ACE. Initiated BIT can also be commanded via the CMC interface. Initiated BIT will be inhibited or aborted whenever any of the following conditions exist: -
The WOW signal is inactive or indicates that the aircraft is 'in air', Airspeed is greater than 50 knots, Any valid slat or flap command is received by any means. Initiated test abort command from CMC is received (if test was initiated by CMC command). AC power is not available. Any of the following sensor validity groups indicate invalid: IOBUS, ADC, Left Resolver, Right Resolver, Motor Resolver, SF-ACE ID discretes, Brake torque discretes.
Initiated BIT includes logic for the two opposite channels (two flap channels or two slat channels are referred to as opposites) to communicate via the cross channel bus to prevent both channels from conducting simultaneous motor and brake testing and to allow for test initiation when one channel is not operating, powered, or is in a fail-safe condition. Both SF-ACEs are subjected to initiated BIT testing per the above criteria. Approximately 150 seconds is allowed for the initiated BIT test to be completed for both SF-ACEs. If the SFCL is moved during
the initiated BIT testing, the test is suspended and any valid commands are executed. In the event the initiated BIT sequence is interrupted at the first flight of the day, the SF-ACEs will attempt to run initiated BIT at every cold start when WOW and CAS =5.783 degrees for slats or >=5.443 degrees for flaps, for 30 msec continuous - OR CP_SURFACE_LEFT_OVERSPEED Left resolver rate >13.63 deg/sec for slats, 14.43 deg/sec for flaps for 150 milliseconds - OR (CP_SURFACE_RIGHT_OVERSPEED) Right resolver rate >13.63 deg/sec for slats, deg/sec for flaps for 150 milliseconds
Actual asymmetry is always detected by both SF-ACE channels. The left wing vs. right wing Resolver difference (compared with the stored offset positions) will be at least 5.443 degrees for the Flaps, and at least 5.783 degrees for the Slats in this condition. However, in addition to an asymmetry, this fault may also occur if an overspeed condition occurs on one wing. An actual asymmetry condition can be observed by checking the PSU positions on the CMC. If CMC is not available, visually check left-wing versus right-wing panel conditions starting inboard and continuing outboard until a difference is found. Field experience shows the most likely area will be inboard of the inboard actuator (left or right, Slat or Flap) and outboard of the inboard angle gearbox. In all documented cases, a torque tube was not installed correctly and became disconnected, usually after one or more flights. Note: When reconnecting a torque tube, DO NOT rely on the inspection hole to verify the retaining bolt is properly inserted through the spline. Instead, pull axially on the torque tube and attempt to pull the torque tube out of the spline connection to check for proper retaining bolt engagement.
If asymmetry is not present and the fault is present on both channels, perform a backlash inspection of both wings (CMC fault isolation to a specific wing is currently not implemented). If asymmetry occurs on one channel only: reset fault. If fault does not clear, likely cause is shorted wiring between PSU and SF-ACE. (See RESOLVER 1/RESOLVER 2 fault isolation procedure.)
MECHANICAL JAM (SURFACE_UNDERSPEED) Left and/or right resolver 34 degrees for 1 continuous second - OR (RVDT_POS_LO) RVDT position is >34 degrees for 1 continuous second
These faults indicate possible failed wiring, a failed SFCL (RVDT), or a failed multiplexer (internal to the SF-ACE). Turn off the aircraft power or open AC and DC circuit breakers of SF-ACE (see A/C documentation). Remove the SF-ACE 1 for an RVDT 1 fault or SFACE 2 for an RVDT 2 fault. Read continuity at SF-ACE connector (including shorts-to-ground) of the following wiring of the affected SFACE channel (as per latest SFCS electrical schematic): -For FLAP RVDT 1, or FLAP RVDT 2: EFFECTIVITY ALL
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SYSTEM BUILT IN TEST AND MONITORING
COMPONENT PIN OUTS PSU Connectors – J1, J2 (identical)
PDU Connectors – P2
Pin 1 2 3 4 5 6 7
Pin 1 2 3 4 5 6 7 8 9 10 11 12
Signal N/A Excitation – HI (R1) Excitation – LO (R3) Cosine – HI (S1) Cosine – LO (S3) Sine – HI (S2) Sine – LO (S4)
Figure 110: PSU Connectors PDU Connectors – P1 Pin A B C
Sub-component Motor Motor Motor
Signal Phase A Phase B Phase C
Sub-component Motor Resolver Motor Resolver Motor Resolver Motor Resolver Motor Resolver Motor Resolver Not used Motor Thermal Switch Motor Thermal Switch Not used Motor Brake Motor Brake
Signal Excitation – HI (R1) Excitation – LO (R3) Cosine – HI (S1) Cosine – LO (S3) Sine – HI (S2) Sine – Lo (S4) N/A Positive Return N/A Positive Return
Figure 112: PDU Connector P2
Figure 111: PDU Connector P1
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SYSTEM BUILT IN TEST AND MONITORING
COMPONENT PIN OUTS SFCL Connectors – J1, J2 (identical signals) Skew Sensor Connectors Pin 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Signal CX S1 CX S3 N/A N/A CX S2 CX S4 N/A N/A CT S4 CT S2 N/A CT S3 CT S1 N/A N/A Excitation – HI (X1) Excitation – LO (X2) N/A CT (opposite) HI CT (opposite) LO
Pin 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Sub-component Slat RVDT Slat RVDT Slat RVDT Not used Slat RVDT Slat RVDT Not used Not used Flap RVDT Flap RVDT Not used Flap RVDT Not used Not used Not used Not used Not used Not used Flap RVDT Flap RVDT
Signal Excitation – HI (X1) Excitation – LO (X2) Position – (S2) N/A Position – (S1) Center Tap N/A N/A Center Tap Position – (S2) N/A Position – (S1) N/A N/A N/A N/A N/A N/A Excitation – HI (X1) Excitation – LO (x2)
Figure 114: SFCL Connectors Figure 113: Skew Sensor Connectors
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EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
SYSTEM BUILT IN TEST AND MONITORING
Figure 115: Flap ARINC Connector A A
B
C
D
E
F
G
H
J
K FL_MTR_RES_S4 FL_MTR_RES_S2
FL_RT_RES_S4 FL_RT_RES_S2 FL_RT_RES_S3 FL_RT_RES_S1
1
KEY
XCH_A_POS XCH_A_RTN
2 FL_LF_RES_S4 FL_LF_RES_S2 FL_LF_RES_S3 FL_LF_RES_S1
3
FL_INV_CUR_POS FL_INV_CUR_RTN
4
FL_ACTPOS_M FL_ACTPOS_P
6
9
10
11
MICRO---------------------------A7 TRANSDUCER INT--------A8
FL_MTR_SPD_POS FL_MTR_SPD_RTN
FL_MTR_RES_R1 FL_MTR_RES_R3
7
8
FL_CUR_CMD_POS FL_CUR_CMD_RTN
FL_SPARE7 FL_SPARE6
5
SIGNAL 1 SIGNAL 2 SIGNAL 3
FL_MTR_RES_S3 FL_MTR_RES_S1
FL_RVDT_X1 FL_RVDT_X2
FL_LF_RES_R3 FL_LF_RES_R1 FL_RW_SYNC_IB_NEG FL_RW_SYNC_IB_POS DCU2_FL_NEG DCU2_FL_POS FL_RW_SYNC_OB_X2 FL_RW_SYNC_OB_X1 (SPC) SFECU_FL_429_POS SFECU_FL_429_NEG FL_MTR_BR_RTN FL_MTR_BR_POS FL_28V_RTN (#16)
FL_RT_RES_R1 FL_RT_RES_R3 FL_SPARE1 FL_LW_SYNC_OB_X1 FL_LW_SYNC_OB_X2 (SSCU) SFECU_FL_429_POS SFECU_FL_429_NEG
FL_28V_POS (#16) 111
112
113
DCU1_FL_NEG DCU1_FL_POS (ERU) SFECU_FL_429_POS SFECU_FL_429_NEG
115
114
(#20) (#20) FL_LF_BR_RTN
FL_RT_BR_RTN 117
116
FL_RT_BR_POS
121
120
118
119
(#20)
FL_LF_BR_POS (#20)
B
A
1
FL_RW_SYNC_OB_POS FL_RW_SYNC_OB_NEG
2
FL_LW_SYNC_OB_NEG FL_LW_SYNC_OB_POS
B
C
D
E
F
G
H
J
K
FL_LW_SYNC_IB_NEG FL_LW_SYNC_IB_POS
FL_RVDT_S1 FL_RVDT_CT FL_RVDT_S2
FL_>0 3
FL_LW_SYNC_IB_X2 FL_LW_SYNC_IB_X1
FL_HC3>0 FL_HC2>0 FL_HC1>0
FL_ID3 FL_ID2 FL_ID1 FL_ID0
4
5
FL_DISC_SPARE2_28 FL_DISC_SPARE2_IN
FL_RW_SYNC_IB_X2 FL_RW_SYNC_IB_X1 6
FL_MTR_TS_RTN FL_MTR_TS_POS
7
FL_EMER_NC FL_EMER_CT FL_EMER_NO FL_EMER_DCT FL_RW_IB_SK_LO FL_RW_IB_SK_HI
FL_LF_BTS_RTN FL_LF_BTS_POS
FL_DISC_SPARE1_IN 8 FL_DISC_SPARE1_28
9
10
FL_RW_MID_SK_LO FL_RW_MID_SK_HI
FL_RT_BTS_RTN FL_RT_BTS_POS FL_RW_OB_SK_LO FL_RW_OB_SK_HI
FL_AUX_ADG FL_AUX_CT
FL_LW_IB_SK_HI FL_LW_IB_SK_LO
11
SPARE_FL_WOW FL_SKEW_28V FL_SKEW_HS FL_LW_OB_SK_HI FL_LW_OB_SK_LO
FL_LW_MID_SK_HI SPARE_FL_LW_MID_SK_LO 111
112
114
113
115
121 XCH_A_POS
116
119
117
118
4
3
2
8
7
120
XCH_A_RTN
C 1
(#12) FL_MTR_A
FL_MTR_B (#12) 6
5
SAFETY_GND (#14) FL_AC_A (#16)
FL_MTR_C (#12) 10
FL_AC_C
9
(#16)
11 FL_AC_B (#16) 13
12
EFFECTIVITY ALL
27-52-00
Page August 2005
Hamilton Sundstrand Proprietary. EAR DATA – Subject to the export control restrictions on the title page of this document or file. ECCN: 9E991
EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
SYSTEM BUILT IN TEST AND MONITORING D
SL_SKEW_HS
A
B
G
F
E
D
C
H
J
K
SL_LW_OB_SK_LO SL_LW_OB_SK_HI 1
SL_LW_MID_SK_LO SL_LW_MID_SK_HI
SL_SKEW_28V
SIGNAL 1 SIGNAL 2 SIGNAL 3
SL_LW_IB_SK_LO SL_LW_IB_SK_HI
SPARE_SL_WOW
WIRING CHECKS
KEY
2
3
SL_AUX_CT SL_AUX_ADG SL_RT_BTS_POS SL_RT_BTS_RTN
4
SL_RW_IB_SK_HI SL_RW_IB_SK_LO
SL_RW_MID_SK_HI SL_RW_MID_SK_LO SL_RW_OB_SK_HI SL_RW_OB_SK_LO
SL_EMER_NO SL_EMER_CT SL_EMER_NC SL_EMER_DCT
5
6
7
MICRO------------------------- A4 TRANSDUCER INT------- A3
SL_MTR_TS_POS SL_MTR_TS_RTN SL_LF_BTS_POS SL_LF_BTS_RTN SL_DISC_SPARE1_28 SL_DISC_SPARE1_IN
SL_DISC_SPARE2_28 SL_DISC_SPARE2_IN
SL_ID0 SL_ID1 SL_ID2 SL_ID3
8
SL_RW_SYNC_IB_X1 SL_RW_SYNC_IB_X2
SPARE_SL_>0 9
SL_LW_SYNC_IB_X1 SL_LW_SYNC_IB_X2
SPARE_SL_HC3>0 SPARE_SL_HC2>0
10
SPARE_SL_HC1>0
SL_LW_SYNC_IB_NEG SL_LW_SYNC_IB_POS
11
SL_RW_SYNC_OB_NEG SL_RW_SYNC_OB_POS SL_LW_SYNC_OB_POS SL_LW_SYNC_OB_NEG
SL_RVDT_S2 SL_RVDT_CT SL_RVDT_S1 111
112
113
(#20) SL_LF_BR_RTN
117
116
118
120
119
121
SL_LF_BR_POS
(#20)
(#20)
E
A
B
C
D
E
F
G
H
J
K SL_MTR_BR_POS SL_MTR_BR_RTN (SPC) SFECU_SL_429_NEG SFECU_SL_429_POS SPARE_SFECU_SL_429_NEG SPARE_SFECU_SL_429_POS DCU2_SL_POS DCU2_SL_NEG
DCU1_SL_POS DCU1_SL_NEG (ERU) SFECU_SL_429_NEG SFECU_SL_429_POS SL_RW_SYNC_OB_X1 SL_RW_SYNC_OB_X2
2
3
SL_SPARE1
4
SL_RW_SYNC_IB_POS SL_RW_SYNC_IB_NEG
SL_LW_SYNC_OB_X2 SL_LW_SYNC_OB_X1
5
SL_RVDT_X2 SL_RVDT_X1
6
SL_RT_RES_R3 SL_RT_RES_R1
SL_LF_RES_R1 SL_LF_RES_R3
7
SL_CUR_CMD_RTN SL_CUR_CMD_POS
SL_SPARE6 SL_SPARE 7
8
SL_MTR_SPD_RTN SL_MTR_SPD_POS
SL_ACTPOS_P SL_ACTPOS_M
9
SL_INV_CUR_RTN SL_INV_CUR_POS
10
SL_MTR_RES_S1 SL_MTR_RES_S3
SL_MTR_RES_R3 SL_MTR_RES_R1
SL_LF_RES_S1 SL_LF_RES_S3 SL_LF_RES_S2 SL_LF_RES_S4
XCH_B_RTN XCH_B_POS
11
SL_RT_RES_S1 SL_RT_RES_S3 SL_RT_RES_S2 SL_RT_RES_S4
SL_MTR_RES_S2 SL_MTR_RES_S4
111
112
114
113
115
121 XCH_B_POS
116
119
118
117
120
XCH_B_RTN
F
SL_28V_POS (#16) SL_28V_RTN (#16) 4
1
2
3
SL_MTR_B
SL_MTR_A (#12)
a) Using a megger, a device which uses a very high voltage, thus sends a high current through the circuit and is capable of detecting insulation breakdown. Also excellent for detecting phantom shorts, i.e. wiring with chafed insulation situated near the aircraft structure. The megger will detect this, whereas an ohmmeter not in most cases. However, it is imperative the wiring under test must be isolated from electronic sensitive components, or severe damage can result. b) (For AC circuits). The resolvers, skew sensors, and SFCL use RMS voltages for excitation, therefore, a signal generator along with an oscilloscope is a preferred tool when trouble-shooting these components, when a resistance check does not reveal anomalies. Disconnecting a connector to read the excitation or signal voltage is not possible, since the SF-ACE will immediately sense a disconnect, and shutdown excitation. A special interface connection will need to be made to keep the electrical connection with the SF-ACE, but allow sampling of the RMS signals.
(#12) 6
5 8
7 SL_MTR_C (#12)
SL_AC_A (#16)
A more thorough wiring check would be:
115
114
SL_RT_BR_RTN (#20) SL_RT_BR_POS
1
A continuity check with an ohmmeter can only verify if wiring is defective if reading open. A continuity reading does not necessarily mean the wiring is not defective. This is due to the very low current an ohmmeter passes though the wiring under test. For example, an ohmmeter will read continuity of a wire that has several broken strands. But when the system voltage is applied, the wiring will become incapable of passing the rated operational current.
10
SL_AC_C
9
(#16)
11 SL_AC_B (#16) 13
c) If available, a Time Domain Reflectometer (TDR) easily detects opens, shorts, kinked wiring, etc. in a circuit without having to isolate wiring.
12
Figure 116: Slat ARINC Connector EFFECTIVITY ALL
27-52-00
Page August 2005
Hamilton Sundstrand Proprietary. EAR DATA – Subject to the export control restrictions on the title page of this document or file. ECCN: 9E991
EMB Series 170/Series 190 Slat/Flap Control System
Training Manual
SYSTEM BUILT IN TEST AND MONITORING TROUBLESHOOTING CAUTION
Input/Output Concentrator (IOC)
The most common "quick fix" method for single-channel fault isolation is swapping components. Swapping components without ascertaining possible causes of the fault can result in multiple faults, i.e. a latched fault occurs on one SF-ACE channel, and then SF-ACEs are swapped to see if the fault will follow the unit. If the fault occurred due to a condition that requires CMC reset, the fault will follow the unit regardless if that SFACE is defective. Furthermore, if the cause of the fault was due to shorted or incorrect wiring and the units are swapped, there will be two damaged SFACEs rather than one. Also, SF-ACE AC circuit breakers (SLATS 1, FLAPS 1, SLATS 2, FLAPS 2) on the ACPC located in the avionics bay, full aft, in the center, must be opened when installing, or removing SF-ACEs or component/aircraft wiring damage can result.
H B P L B 1 P1 2 22 3
ARIN C429 -TX
H T P L T 4 P4 2 2 2 3
M A U 1
ARIN C429 -TX
M A U 3
H T P L T 2 P2 2 42 5 H B P B 3 P3 2 22 3
P 1 0 7
E A E 1 B 1 E J E 3 K 3
P 1 0 9
A K A 1 J1 1 1 A B A 9 A 9
J 0 7 9 5
E A E 1 B 1 E J E 3 K 3
P 0 9 9 3
L
P 0 9 9 4
J 0 7 9 6
+ + -
+ + -
+ + -
A + K A 1 J1 1 1 + A B A 9 A 9
MAU1_SL AT_A429 _RX MAU3_SL AT_A429 _RX MAU1_FL AP_A429 _RX MAU3_FL AP_A429 _RX
S L A T
F L SF A P AC E1
MAU1_SL AT_A429 _RX MAU3_SL AT_A429 _RX MAU1_FL AP_A429 _RX MAU3_FL AP_A429 _RX
S L A T
F L SF A P AC E2
Figure 117: MAU to SF-ACE Communication
EFFECTIVITY ALL
27-52-00
Page August 2005
Hamilton Sundstrand Proprietary. EAR DATA – Subject to the export control restrictions on the title page of this document or file. ECCN: 9E991
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