4995575 Wing trailing edge flap mechanism

IX which results in the seat as a whole being raised or lowered, the control lever then alternatively being locked relative to the seat base, the front edge of the seat then being lifted to tilt the seat. 4995575

WING TRAILING EDGE FLAP MECHANISM Martin F Stephenson assigned to The Boeing Company Actuation and support mechanisms for wing trailing edge flap systems wherein each flap system has a streamwise or chordwise pair of geometrically similar flap support assemblies. Each of the flap support assemblies has a chordwise aligned cantilever support beam fixedly attached to wing structure. The beam incorporates multiple cam tracks for providing guidance and support to a movable dual carriage assembly upon which a wing trailing edge flap assembly is mounted. The dual carriage assembly comprises a fore-carriage which is articulatably connected to an aft-carriage. The wing trailing edge flap assembly is mounted upon the aft-carriage. Both the fore-carriage and the aft-carriage are individually supported by rollers constantly engaging a separate cam track for each of said carriages. For actuation of the dual carriage assembly and the wing trailing edge assembly mounted thereon, a ball screw drive mechanism is incorporated between the cantilever beam and the dual carriage assembly. 4995862

INTERAXLE TRANSFER MECHANISM FOR FOUR WHEEL DRIVE VEHICLES Henry Arocha

For a part time four wheel drive vehicle, auxiliary drive power is handled by an interaxle transfer mechanism comprising a braked differential gear set interposed in the vehicle's auxiliary motive power path, providing, in addition to the normal two wheel drive mode and frontrear-locked four wheel drive mode, a limitedslip-auxiliary four wheel drive mode. The differential gear set may be of the planetary or bevel gear type: its reaction gear is coupled to a braking unit, preferably of the hydraulic diskpad-caliper type which is readily accessible and highly serviceable. The transfer mechanism is typically interposed concentricalfy at the driven end of the vehicle's auxiliary driveshaft, and may be retrofitted onto existing vehicles of the type having a gear or chain driven offset auxiliary driveshaft by adding an extension gear casing which carries the braking unit externally. To maintain a I:1 through ratio for retrofitting existing vehicles, a complementary gear ratio may be provided, for example by a second differential gear set, with its reaction gear locked, interposed concentrically in tandem with the braked differential gear set. A control panel and controller module provide driver selection of at least the three basic modes and may be made programmable to provide selected automatic capabilities such as release from locked four wheel drive above a predetermined steering angle, temporary locked four wheel drive kick-in upon loss of traction as sensed by a tachometer monitoring rotation of the transfer braking unit rotor, and release to two wheel drive whenever operation of the vehicle's anti-lock wheel braking system is sensed. The driver may be provided with an adjustable control to regulate the slippage in the limited slip mode. Two braked differential transfer units m a y be provided in a vehicle, one acting on the front wheels and the other acting on the rear wheels, to provide ultimate flexibility in five different drive modes: two wheel front, two wheel rear, four wheel front-rear-locked, four wheel mainfront/limited-slip-rear, and four wheel mainrear/limited-slip-front.

For information about PATSEARCH ~

Pergamon Orbit lnfoLine Inc. 8000 Westpark Drive McLean, VA 22102 USA Telephone (703) 442-0900 Telex: 09-1811

Pergamon Orbit lnfoLine Ltd 12 Vandy Street London EC2A 2DE UK Telephone (07 I) 377-4650 Telex: 8814614