Gulfstream G650ER Spoiler Actuation PDF

GULFSTREAM G650ER SYSTEM DESCRIPTION MANUAL SPOILER ACTUATION — SYSTEM DESCRIPTION 1. General A. Description The left and right hydraulic systems provide 3000 psi hydraulic pressure to operate the spoilers during normal operation. Hydraulic actuation is commanded by the Flight Control Computers (FCC...

GULFSTREAM G650ER SYSTEM DESCRIPTION MANUAL SPOILER ACTUATION — SYSTEM DESCRIPTION 1. General A. Description The left and right hydraulic systems provide 3000 psi hydraulic pressure to operate the spoilers during normal operation. Hydraulic actuation is commanded by the Flight Control Computers (FCCs) or Backup Flight Control Unit (BFCU). The FCCs provide position signals to the Remote Electronic Units (REUs) and Motor Control Electronics (MCE) using Bidirectional ARINC 429 (BD429) digital data buses. The REUs process the signals to drive hydraulic manifold valves that initiate actuator movement to control the spoilers. If both FCCs fail, the BFCU provides position signals to the REUs using standard ARINC 429 (A429) digital data buses. See Figure 1 The following three types of manifolds are part of the actuation system: EB HA EHSA Spoiler actuators are installed separately from the hydraulic manifolds. The following two types of actuator systems are used: EHSA system - Spoilers EBHA system - Outboard spoilers The EHSA system includes a hydraulic cylinder / piston assembly and a separate manifold. The EBHA system includes a hydraulic EHSA type part, mated with a local MCE controlled Integrated Motor Pump Assembly (IMPA), that drives the hydraulic cylinder / piston in electric backup state. The backup state is used if the aircraft hydraulic system fails and the adjacent EHSA is unavailable. The same REU fits all locations. The applicable REU software is selected by installation strapping for each location. NOTE: Hydraulic manifolds for EHSA type and EBHA type spoiler actuators are not interchangeable. 2. Component Location COMPONENT ATA QTY PER A/C LOCATION Inboard spoiler (ground) EHSA actuator 27-63-01 2 Wing rear beam Midboard spoiler (inboard flight) EHSA actuator 27-63-03 2 Wing rear beam Outboard spoiler (outboard flight) EBHA actuator 27-63-05 2 Wing rear beam Spoiler EHSA manifold 27-63-07 4 Wing rear beam Spoiler EB manifold 27-63-09 2 Wing rear beam Spoiler HA manifold 27-63-11 2 Wing rear beam 27-63-00 Page 1 August 15/14 GULFSTREAM G650ER SYSTEM DESCRIPTION MANUAL 3. Component Details A. Inboard Spoiler (Ground) EHSA Actuator The spoiler hydraulic actuators are pin-to-pin mount EHSA installed at two locations per wing, four total per aircraft. These actuators provide the hinge movement required to deflect the spoilers during ground spoiler deployment, speed brake deployment and roll assist functions. The actuators accept hydraulic inputs from the adjacent spoiler EHSA manifold and provide positional feedback to the spoiler REU via a single channel LVDT to close the control loop during normal operation. The EHSA system consists of the following three separate components: REU Hydraulic actuator Hydraulic manifold Each EHSA is controlled electrically by its REU and uses hydraulic power to move the control surface. The REU is mounted directly to the hydraulic manifold. The actuator is separate. The REU receives surface position commands from the FCCs on two separate and independent bidirectional BD429 data buses. The REU processes the FCC signals and initiates electrical commands to the Mode Select Valve (MSV) solenoid and the Electro-Hydraulic Servo Valve (EHSV). Those components control the flow of hydraulic fluid that moves the actuator in the desired direction. The spoiler pair is connected to the right hydraulic system. The spoiler pair is connected to the left hydraulic system. The hydraulic actuators contains a single channel LVDT that provides position sensing information to the REU. There are no other electrical components in the actuator. The EHSA has the following three states of operation: Active hydraulic (normal) Hydraulic (upfloat) lock Powered retract (1) Active Hydraulic State The active EHSA hydraulic state requires the aircraft hydraulic pressure supply to be available and the associated actuator REU to be functional. In the active hydraulic state, the MSV is energized and allows hydraulic flow from the EHSV to the actuator. In this state, the REU energizes a normally open three-way MSV Solenoid Operated Valve (SOV) that moves the MSV into the active position. The active position connects the cylinder ports to the EHSV. In EHSA active hydraulic state, the REU uses the internal main ram LVDT signal to determine the main ram position and then calculates the difference between the commanded ram position (from the FCC or the BFCU) and the actual ram position to generate an error signal. The REU applies an electrical command current to the first stage coils in the EHSV that is proportional to the error signal. The EHSV command current proportionally increases the flow orifice metering area between supply pressure and one cylinder port along with the flow orifice metering area between return pressure and the opposing cylinder port. The polarity of the EHSV command current causes the ram to move in a direction that reduces the positional error signal until the error signal reaches zero. The polarity of the EHSV command current in effect determines which cylinder ports (extend or retract) get connected to supply and return pressures. (2) Hydraulic Lock State If the hydraulic supply pressure is lost, the MSV and upfloat check valve pilot pressures are removed, resulting in valves returning to the de-energized position. The MSV closes the flow 27-63-00 Page 2 August 15/14 GULFSTREAM G650ER SYSTEM DESCRIPTION MANUAL paths from the EHSV to actuator ports and opens the flow paths for the actuator extend chamber to the return line and actuator retract chamber to the pressure supply. At the same time, the upfloat control valve closes the flow path to the actuator retract chamber. This allows the flow only into the actuator retract direction and prevents the fluid from flowing out. The spoiler panel shall not upfloat. If a spoiler panel was deployed, it will be blown back to the aerodynamic neutral position where it stays for the remainder of the flight. (3) Powered Retract State If electrical power is lost or the controlled solenoid valve de-energizes, the MSV pilot pressure is ported to the return line. The MSV closes the flow passages from the EHSV and opens the connections from the hydraulic supply pressure to the retract chamber. The spoiler panel is then powered down. B. Midboard Spoiler (Inboard Flight) EHSA Actuator See Inboard Spoiler (Ground) EHSA Actuator component details for information on the midboard spoiler EHSA actuator. C. Outboard Spoiler (Outboard Flight) EBHA Actuator The outboard spoiler hydraulic actuator is a flange-mounted actuator that employs a toggle link to ensure freedom of motion while providing the hinge movement required to deflect the spoilers during ground spoiler and speed brake deployment as well as during roll assist functions. The actuator accepts hydraulic inputs from the adjacent spoiler HA manifold and provides positional feedback to the outboard spoiler REU and MCE via a dual channel main ram LVDT to close the control loop during all states of operation. The EBHA system consists of the following five separate components in each wing: REU MCE Hydraulic actuator Hydraulic manifolds (HA and EB) The hydraulic actuator contains a two channel LVDT that provides position sensing information. One channel is connected to the REU and the other to the MCE. There are no other electrical components in the actuator. If the EBHA REU is invalid, the MCE has a limited capability to control the electrical motor and actuator on its own. In that condition, the MCE receives the surface command signals directly from one of the FCCs on the MCE A429 bus. In normal operation the EBHA functions as an electrically controlled hydraulic actuator similar to the EHSA. An EBHA has the additional feature of being able to operate in an electrical backup state if the normal source of hydraulic pressure is lost. Within the hydraulic manifold, an electrical motor turns a hydraulic pump that draws fluid from the self-contained compensator reservoir. The fluid is directed to the associated actuator where it continues to function as it did when fluid was provided by the aircraft hydraulic system. The EBHA has the following four states of operation: Active hydraulic (normal) Electrical backup with REU loop closure Electrical backup with MCE loop closure Power retract (1) Active Hydraulic State 27-63-00 Page 3 August 15/14 GULFSTREAM G650ER SYSTEM DESCRIPTION MANUAL In the EBHA active hydraulic state, hydraulic pressure is from the aircraft system. The active state with Normal hydraulic power provides closed-loop positional control of the EBHA, using the EHSV. The EHSV modulates the flow of fluid to provide the desired actuator movement. The Power Select Valve (PSV) controls the state between normal and electrical backup. In the normal energized position, the valve allows the EHSV modulated aircraft hydraulic pressure to move the actuator. The de-energized position allows pressure from the self contained electrical backup hydraulic system to move the actuator. The EBHA active hydraulic state with normal hydraulic power provides closed-loop positional control of the EBHA, using the EHSV. When the EBHA is commanded into active state with normal hydraulic power, the REU energizes an SOV that positions the two-position PSV. The PSV connects hydraulic system pressure to the EHSV and connects the EHSV extend and retract control ports to the cylinder. (2) Electrical Backup With Remote Electronic Unit Loop Closure The active state with electrical backup power provides closed-loop positional control of the EBHA, using the IMPA. This state could be activated only after the loss of the hydraulic power to the outboard EBHA pair. When the EBHA is commanded into active state with electrical backup power, the REU de-energizes a SOV that positions the PSV into the EB state. The PSV EB state position connects the cylinder retract and extend ports to the electrical IMPA and blocks hydraulic system pressure from the EHSV. Positional control is provided by first comparing the commanded ram position to the actual ram position. The REU demodulates the main ram LVDT signal to determine the main ram position and calculates the difference between the commanded ram position and the actual ram position to generate the error signal. The REU then applies an electrical command current to the MCE and commands the electrical motor driving the pump that is proportional (within limits) to the error signal. The IMPA command current proportionally increases (within limits) the pump motor velocity. The polarity of the IMPA command determines which cylinder ports (extend or retract) get connected to the inlet and outlet ports of the pump. For proper closed-loop control, the polarity of the an electrical motor turns a hydraulic IMPA or command current causes the ram to move in a direction that reduces the positional error signal until the error signal reaches zero. (3) Electrical Backup With Motor Control Electronics Loop Closure This state is entered following the loss of the REU, if the FCC determines the correct conditions exist. In this state the backup actuation controller (resides in MCE) provides the rate and direction command to the MCE based on input from the FCC. The MCE in turn controls commutation and rate on the IMPA that controls the main ram. (4) Power Retract State The power retract state is entered after the loss of a single REU or when commanded by the FCC. The SOV is de-energized and the spring-loaded PSV goes into EB position. In this state, the MCE holds the surface slightly off the full retracted position to prevent electrically driving the actuator continuously into the mechanical retract stop. D. Spoiler EHSA Manifold The EHSA manifold is installed at each instance of an EHSA spoiler actuator. The manifold servo valve is commanded by the REU and ports fluid accordingly to the extend or retract chambers of the associated actuator. The manifold output is open loop as all of the command computation is done within the REU. The default manifold command is retract; the manifold contains an SOV and an 27-63-00 Page 4 August 15/14 GULFSTREAM G650ER SYSTEM DESCRIPTION MANUAL up-float check valve. Both shall be energized to allow surface motion. For maintenance purposes, the manifold contains a relief valve that is manually driven to override the up-float check valve so that the surface is positioned as needed. The REU is mounted on its associated hydraulic manifold. The REU processes FCC signals and initiates electrical commands to the MSV solenoid and the EHSV. The MSV and EHSV control the flow of hydraulic fluid that moves the actuator through the thermal relief valve and up-float check valve. The EHSA manifold includes the following: MSV EHSV and position sensor Fluid filter Thermal relief valve Up-float check valve The REU controls the EHSV to port pressure to the cylinder. The cylinder delivers the force to move the surface. Sensors within the manifold provide status information to the REU. The sensors include the EHSV position LVDT. E. Spoiler EB Manifold The EB manifold is installed at each instance of an EBHA spoiler actuator. The EB manifold contains the following components: EHSV SOV PSV IMPA Anticavitation check valves The motor pump assembly necessary for actuation of the outboard spoiler. After loss of aircraft hydraulics, the manifold is commanded by its electrical interface with the MCE. During electrical backup states, the motor pump assembly generates hydraulic pressure to extend or retract the actuator based on the direction of motor rotation. The REU processes FCC signals and initiates electrical commands to the PSV solenoid and EHSV in the EB manifold. Those components control the flow of hydraulic fluid that moves the actuator. Sensors within the manifold provide status information back to the REU. The EB manifold contains the following sensors: EHSV position LVDT Hydraulic supply and return pressure sensors Hydraulic temperature sensor The MCE is mounted directly to the EB manifold. Each MCE has its own 65 amp circuit breaker on the 28 Vdc EBHA bus. The MCE uses the power for its internal electronics and to power the IMPA. The MCE controls the operation of the IMPA. It receives motor position and velocity information from the motor resolver. The MCE shall know the validity the EBHA REU. If the EBHA REU is valid, the REU issues the motor velocity commands to the MCE over the REU to MCE RS-485 data bus. This data bus is referred to as the Motor Control Data Link (MCDL). The MCE passes its internal status monitors back to the REU via the MCDL. F. Spoiler HA Manifold The HA manifold contains the following components: Bidirectional relief valve 27-63-00 Page 5 August 15/14 GULFSTREAM G650ER SYSTEM DESCRIPTION MANUAL Compensator Compensator position LVDT Maintenance valve Return relief valve The compensator LVDT provides electrical feedback to the REU. The bidirectional relief valve is necessary for hydraulic actuation of the outboard spoiler. The HA manifold receives electrical input from the REU and interfaces hydraulically with the EB manifold to pressurize the extend or retract ports of the outboard spoiler actuator. The REU is mounted directly to the HA hydraulic manifold. 4. Controls and Indications A. Circuit Breakers The system is protected by the following circuit breakers: NOMENCLATURE PANEL LOCATION POWER SOURCE R INBD SPLR HA LEER A6 L ESS 28VDC L INBD SPLR HA LEER A7 L ESS 28VDC R OUTBD SPLR EBHA SEC LEER B6 L MAIN 28VDC L OUTBD SPLR EBHA SEC LEER B7 L MAIN 28VDC L MID SPLR HA PRI REER B5 R ESS 28VDC R MID SPLR HA PRI REER B6 R ESS 28VDC L OUTBD SPLR EBHA PRI REER C1 UPS 28 VDC R OUTBD SPLR EBHA PRI REER C2 UPS 28VDC L MID SPLR HA SEC REER C5 R ESS 28VDC R MID SPLR HA SEC REER C6 R ESS 28VDC L OUTBD SPLR EBHA PWR N/A EBHA PDB (tail compartment) EBHA BUS 28VDC R OUTBD SPLR EBHA PWR N/A EBHA PDB (tail compartment) EBHA BUS 28VDC B. CAS Messages The CAS messages for the system are shown in the following table: MESSAGE COLOR MESSAGE DESCRIPTION Ground Spoiler Unarm Blue Ground spoiler system is not armed with landing gear extended. Select GND SPLR OFF / ARMED to ARMED if desired. Speed Brake Extended Blue Speed brakes are extended, throttles at idle. Retract speed brakes if this is not desired flight condition. 27-63-00 Page 6 August 15/14 GULFSTREAM G650ER SYSTEM DESCRIPTION MANUAL MESSAGE COLOR MESSAGE DESCRIPTION Speed Brake Extended Amber Speed brakes (flight spoilers) are deployed with throttles above idle. Retract speed brakes or reduce thrust as desired. Speed Brake Fail Amber Speed brake control failed. Notify maintenance for corrective action. Amber REU failure or loss of spoiler command to any spoiler panel. Continue flight within flight envelope limitations. NOTE: Symmetric spoiler on opposite wing will be rendered inoperative for speed brake and ground spoiler; however, still operative for roll control. Speed Brake Auto Retract Amber Speed brakes (flight spoilers) automatically retracted with speed brake handle not in RETRACTED position and TLA =90% or angle of attack limiting encountered. Place speed brake handle at RETRACTED position. If unable, speed brakes will be unavailable while message is displayed. Ground Spoiler Red Failure of ground spoiler component or deployed ground spoiler panel. Select GND SPOILER switch OFF and perform appropriate procedures. Spoiler Panel Fail NOTE: The FCC status information required by the flightcrew is shown on the main displays as CAS messages and synoptic page data. 5. Operation A. Spoiler Actuation Spoiler actuation is driven by the FCCs. The FCCs provides position signals to the REUs. The REUs process the signals to drive hydraulic manifolds that initiate actuator movement to control the flight surface position. 27-63-00 Page 7 August 15/14