Actuated assemblies comprise a base object, an actuated object, a rotary actuator, and a joint. The rotary actuator is configured to selectively pivot the actuated object relative to the base object. The rotary actuator comprises a housing that is operatively coupled to the base object, and an output gear that is configured to be selectively rotated relative to the housing. The joint comprises a crowned spline and a joint spherical bearing. The crowned spline is meshed with the output gear of the rotary actuator and is fixed relative to the actuated object. The joint spherical bearing comprises an outer race that is fixed relative to the base object, and an inner race that is positioned for rotational and pivotal movement within the outer race and that is fixed relative to the crowned spline.

An aircraft wing with a wing structure and a spoiler movable between a stowed configuration and a deployed configuration are disclosed. The spoiler includes an actuator configurable between an engaged mode and a disengaged mode. When the actuator is in the engaged mode, the actuator can restrict movement of the spoiler and move the spoiler between the stowed configuration and deployed configuration. In the disengaged mode, the actuator allows free movement of the spoiler, such that the spoiler may pop up due to reduced air pressure on the aircraft wing.

An aircraft wing with a wing structure and a spoiler movable between a stowed configuration and a deployed configuration are disclosed. The spoiler includes an actuator configurable between an engaged mode and a disengaged mode. When the actuator is in the engaged mode, the actuator can restrict movement of the spoiler and move the spoiler between the stowed configuration and deployed configuration. In the disengaged mode, the actuator allows free movement of the spoiler, such that the spoiler may pop up due to reduced air pressure on the aircraft wing.

A motor vehicle (100) has four centreless wheels (10) drivable for use on the ground and four propellers (16) rotatable within the open centres of the wheels (10) for use in the air. The wheel-propeller assemblies (10, 16) are carried on mounting units (14) secured to a frame (12). The mounting units (14) are rotatable on the frame (12) and the wheel-propeller assemblies (10, 16) are rotatable on their respective mounting units (14), in each case by means of servomotors, to convert the vehicle (1009) from its ground mode shown in FIG. 1 to its air mode as shown in FIG. 2, and also to turn the wheel-propeller assemblies (10, 16) so as to steer the vehicle (100) when on the ground and to tilt the wheel-propeller assemblies (10, 16) so as to direct the vehicle (100) when in the air.

A motor vehicle (100) has four centreless wheels (10) drivable for use on the ground and four propellers (16) rotatable within the open centres of the wheels (10) for use in the air. The wheel-propeller assemblies (10, 16) are carried on mounting units (14) secured to a frame (12). The mounting units (14) are rotatable on the frame (12) and the wheel-propeller assemblies (10, 16) are rotatable on their respective mounting units (14), in each case by means of servomotors, to convert the vehicle (1009) from its ground mode shown in FIG. 1 to its air mode as shown in FIG. 2, and also to turn the wheel-propeller assemblies (10, 16) so as to steer the vehicle (100) when on the ground and to tilt the wheel-propeller assemblies (10, 16) so as to direct the vehicle (100) when in the air.

There is provided a mechanical paradox planetary gear mechanism, including: a sun gear configured to be rotatable together with rotation of an input shaft; a plurality of first planetary gears arranged around the sun gear at equal intervals, and configured to rotate about their own axes while revolving around the sun gear in a state in which the first planetary gears mesh with the sun gear; a first internal gear arranged around the plurality of first planetary gears, and configured to mesh with the plurality of first planetary gears; a second internal gear arranged in the same axis as the first internal gear; and a plurality of second planetary gears respectively arranged on the same axes as the plurality of first planetary gears, and configured to mesh with the second internal gear.

There is provided a mechanical paradox planetary gear mechanism, including: a sun gear configured to be rotatable together with rotation of an input shaft; a plurality of first planetary gears arranged around the sun gear at equal intervals, and configured to rotate about their own axes while revolving around the sun gear in a state in which the first planetary gears mesh with the sun gear; a first internal gear arranged around the plurality of first planetary gears, and configured to mesh with the plurality of first planetary gears; a second internal gear arranged in the same axis as the first internal gear; and a plurality of second planetary gears respectively arranged on the same axes as the plurality of first planetary gears, and configured to mesh with the second internal gear.

Aircraft high-lift device brake apparatus, distributed high-lift device brake systems, and methods of actuating such distributed high-lift device brake systems, where each high-lift device brake apparatus includes an extendable high-lift device, an actuator coupled to the high-lift device that can extend or retract the extendable high-lift device, a torque tube coupled to a remote drive unit so that rotation of the torque tube activates the actuator, and a high-lift device brake that includes, in turn, a brake assembly capable of locking the associated high-lift device in its current position, a torque-based brake activator configured to activate the brake assembly when an applied torque exceeds a predetermined threshold, and a flight control brake activator configured to activate the brake assembly when the flight control brake activator receives an activation signal from the flight control system of the aircraft.

Aircraft high-lift device brake apparatus, distributed high-lift device brake systems, and methods of actuating such distributed high-lift device brake systems, where each high-lift device brake apparatus includes an extendable high-lift device, an actuator coupled to the high-lift device that can extend or retract the extendable high-lift device, a torque tube coupled to a remote drive unit so that rotation of the torque tube activates the actuator, and a high-lift device brake that includes, in turn, a brake assembly capable of locking the associated high-lift device in its current position, a torque-based brake activator configured to activate the brake assembly when an applied torque exceeds a predetermined threshold, and a flight control brake activator configured to activate the brake assembly when the flight control brake activator receives an activation signal from the flight control system of the aircraft.

A rotary actuator has a stop module configured to mechanically link two gear stages travelling at different rotational speeds when an end-of-stroke travel limit is reached, thereby causing the rotary actuator to bind because relative motion between the gear stages is impeded.