An actuator for aviation may include an electromechanical drive unit connected with an output drive via a gearbox. The drive unit may have at least two partial drives that can be operated independently from one another. The gearbox may be located at least partially between the at least two partial drives such that the at least two partial drives are spaced apart from one another.

Embodiments of the disclosure include a redundant control system for a vehicle. The redundant control system includes first and second actuator pistons mechanically coupled to one another and disposed in respective first and second fluid chambers. The first and second actuator pistons are movable by first and second primary stages. One of the primary stages includes a bypass valve with a pilot valve actuatable in response to movement of the first actuator piston.

Embodiments of the disclosure include a redundant control system for a vehicle. The redundant control system includes first and second actuator pistons mechanically coupled to one another and disposed in respective first and second fluid chambers. The first and second actuator pistons are movable by first and second primary stages. One of the primary stages includes a bypass valve with a pilot valve actuatable in response to movement of the first actuator piston.

A failsafe vale provides Hole-In-The-Wall failsafe functionality for thin-wing aircraft control surface actuation systems having a geared rotary actuator powered by a hydraulic rotary motor. The failsafe valve is associated with the hydraulic rotary motor and mechanically connected to the control surface, and enables the flight control surface to return to an aerodynamically neutral failsafe position if electrical control and/or hydraulic pressure is lost. When the failsafe valve receives a normal command pressure from the hydraulic system, the valve is inactive and the actuation system operates normally. However, if there is a loss of electrical command capacity to control hydraulic valves and/or a loss of hydraulic pressure, the failsafe valve is activated and connects one of the motor hydraulic control lines to the case return line for the motor if the control surface is away from its failsafe position. Consequently, the control surface will be hydraulically powered or aerodynamically ratcheted to its failsafe position in the failure event.

A failsafe vale provides Hole-In-The-Wall failsafe functionality for thin-wing aircraft control surface actuation systems having a geared rotary actuator powered by a hydraulic rotary motor. The failsafe valve is associated with the hydraulic rotary motor and mechanically connected to the control surface, and enables the flight control surface to return to an aerodynamically neutral failsafe position if electrical control and/or hydraulic pressure is lost. When the failsafe valve receives a normal command pressure from the hydraulic system, the valve is inactive and the actuation system operates normally. However, if there is a loss of electrical command capacity to control hydraulic valves and/or a loss of hydraulic pressure, the failsafe valve is activated and connects one of the motor hydraulic control lines to the case return line for the motor if the control surface is away from its failsafe position. Consequently, the control surface will be hydraulically powered or aerodynamically ratcheted to its failsafe position in the failure event.

A power transfer unit includes a first hydraulic circuit, a second hydraulic circuit fluidly connected to the first hydraulic circuit, a pump and motor assembly fluidly connected between the first hydraulic circuit and the second hydraulic circuit, an isolation valve arranged along the first hydraulic circuit and fluidly connected to an inlet of the pump and motor assembly. The isolation valve is movable between a closed position and an open position to prevent and enable high-pressure fluid flow to the inlet, respectively. An unloader valve is arranged along the second hydraulic circuit and fluidly connected to an outlet of the pump and motor assembly, and an orifice is arranged along the second hydraulic circuit and fluidly connected to the unloader valve to reduce back pressure in the second hydraulic circuit.

A power transfer unit includes a first hydraulic circuit, a second hydraulic circuit fluidly connected to the first hydraulic circuit, a pump and motor assembly fluidly connected between the first hydraulic circuit and the second hydraulic circuit, an isolation valve arranged along the first hydraulic circuit and fluidly connected to an inlet of the pump and motor assembly. The isolation valve is movable between a closed position and an open position to prevent and enable high-pressure fluid flow to the inlet, respectively. An unloader valve is arranged along the second hydraulic circuit and fluidly connected to an outlet of the pump and motor assembly, and an orifice is arranged along the second hydraulic circuit and fluidly connected to the unloader valve to reduce back pressure in the second hydraulic circuit.

Distributed trailing edge actuation systems and methods for aircraft are described herein. An example aircraft includes a wing, a flap coupled to the wing, the flap movable between a stowed position and a deployed position, and a distributed trailing edge (DTE) actuation system including a flap actuator coupled to the wing to move the flap. The flap actuator includes an integrated hydraulic powered actuator and electric powered actuator. The flap actuator is operable in a hydraulic powered mode in which the hydraulic powered actuator is activated to move the flap, an electric powered mode in which the electric powered actuator is activated to move the flap, and a hybrid mode in which the hydraulic powered actuator and the electric powered actuator are activated simultaneously to move the flap.

Distributed trailing edge actuation systems and methods for aircraft are described herein. An example aircraft includes a wing, a flap coupled to the wing, the flap movable between a stowed position and a deployed position, and a distributed trailing edge (DTE) actuation system including a flap actuator coupled to the wing to move the flap. The flap actuator includes an integrated hydraulic powered actuator and electric powered actuator. The flap actuator is operable in a hydraulic powered mode in which the hydraulic powered actuator is activated to move the flap, an electric powered mode in which the electric powered actuator is activated to move the flap, and a hybrid mode in which the hydraulic powered actuator and the electric powered actuator are activated simultaneously to move the flap.

An actuator control arrangement is provided comprising a pair of rotary control valves used in combination to control the operation of an actuator. The rotary control valves are driven synchronously through a hydraulic or mechanical coupling. Each rotary control valve has a by-pass mode which activates in the event of a jam. In addition each rotary control valve has a mechanism for activating the by-pass mode absent any jam. The actuator control arrangement further comprises a circuit coupling a pilot control and/or a flight control computer (FCC) to one or both of the mechanisms for remotely switching the rotary control valve(s) from an active mode to a by-pass mode under control of a pilot or FCC.