An automatic actuator system is provided. The automatic actuator system includes an input linkage that receives an input and an output linkage adapted to control a flight surface actuator. The automatic actuator system includes a first strain wave gear having a first circular spline coupled to the input linkage and a first flex spline rotatably coupled to the first circular spline. The automatic actuator system includes a second strain wave gear having a second circular spline coupled to the first flex spline. The second strain wave gear includes a second flex spline, and the second flex spline is coupled to the output linkage such that at least a portion of the input from the input linkage is transferred to the output linkage via the first strain wave gear and the second strain wave gear.

A screw (20) assembly for an actuator (10) is described comprising: a screw (20); a nut (22) threaded on said screw (20), such that rotation of said screw (20) causes axial movement of said nut (22); a stop located at an end of said screw (20) and defining an axial limit of said nut (22); a first feature located on said nut (22); and a second feature located on said stop; wherein said first and second features are configured to cooperate with one another substantially upon contact of said nut (22) with said stop so as to indicate an amount of free movement between said nut (22) and said screw (20).

A method for adjusting play in a high-lift system of an aircraft with several flaps, moved by a drive unit with the aid of driving stations connected to a driveshaft, includes disengaging the mechanical connections between the driveshaft and the driving stations in the first position, displacing the individual drive levers by mechanically driving a gear input of the associated rotary actuator such that the individual drive levers come into mechanical contact with a stop in a second position, spaced apart from the first position, and are pretensioned by a certain torque, rotationally fixing the gear inputs of the rotary actuators, adapting the length of connecting links between the respective drive levers and a support arm carrying the associated flap such that a position of the associated flap corresponding to the position of the stop is reached, and reconnecting the driving stations to the driveshaft pretensioned to have no play.

The invention relates to an actuator (4) for a flight control surface (3) of an aircraft, comprising: —a fixed annulus (9, 10) which can be fixed to a fuselage (2) of the aircraft, —an annulus (11) capable of rotating with respect to the fixed annulus (9, 10) about an axis of rotation (X), —an output ring (12) which can be fixed to the control surface (3), and —a coupling mechanism (30) comprising a disc (31, 32) with translational mobility with respect to the mobile annulus (11) in a direction parallel to the axis of rotation (X), the disc (31, 32) being able to move between an engaged position, in which the disc (31, 32) is engaged both with the mobile annulus (11) and the output ring (12) so as to connect the output ring (12) to the mobile annulus (11), and a disengaged position, in which the disc (31, 32), is disengaged from the mobile annulus (11) so as to disconnect the output ring (12) from the mobile annulus (11), a retaining piece (47, 48) capable of keeping the disc (31, 32) in the engaged position, and a rupture member (34) which can be activated in order to break the retaining piece (47, 48) so as to allow the disc (31, 32) to be moved into the disengaged position.

An actuator for moving a first component relative to a second component includes a first actuating mechanism secured to the first component and having a first motor, a first nut, and a first shaft secured to the first motor and the first nut such that the first nut is rotatable with the first motor. A second actuating mechanism is secured to the second component and has a second motor, a second nut, and a second shaft secured to the second motor and the second nut such that the second nut is rotatable with the second motor. A screw is threadably engaged with the first nut and the second nut such that rotation of at least one of the first motor and the second motor causes movement between the first and second nuts to move the second component relative to the first component.

The present invention relates to an aircraft having at least one flap arranged at the wing of the aircraft and having at least one first drive unit for actuating the flap as a landing flap and a first control unit for controlling the first drive unit when the aircraft is in a landing mode of operation, wherein the aircraft comprises at least one second drive unit which is an active differential gear box for actuating the flap as an aileron and a second control unit for controlling the second drive unit when the aircraft performs an aileron function.

Systems and methods are provided for decoupling movable control surfaces. Such systems may detect that a movable control surface is in a non-responsive state, such as a hard-over, and decouple the movable control surface from the main, fixed, control surface. The control surfaces may be coupled to an aircraft. A controller of the aircraft may detect the nonresponsive movable control surface, provide instructions to decouple the movable control surface, and compensate for the decoupling of the movable control surface in instructions provided to flight systems of the aircraft.

A servo-control having at least one movable cylinder that includes a hydraulic directional control valve. The hydraulic valve includes a control shaft that is rotatable about a longitudinal axis, the control shaft being connected to a distributor slide. The servo-control including a stationary abutment member secured to a cylinder and an input lever situated outside the cylinder. The input lever is connected to the control shaft and includes a stop portion arranged in the abutment member. The servo-control includes movement means for moving the input lever longitudinally, a first abutment surface of the abutment member limiting a travel amplitude of the stop portion when the input lever is in a first position.

An aircraft flight control system includes a first actuator attached to a wing main body, a horn arm configured to transmit an output of the first actuator to a control surface, and a second actuator that is a rotary actuator and attached to the control surface. At least one of the first actuator and the second actuator is an electromechanical actuator (EMA). A first end of the horn arm is coupled to an output terminal of the first actuator, and a second end of the horn arm is fixed to an output terminal of the second actuator. The second actuator is attached to the control surface such that a turning axis of the output terminal is parallel to or coincides with a fulcrum axis (hinge line) of the control surface.

An actuator system comprising a shared link arranged to pivot about a first axis relative to a reference structure, a controlled element arranged to pivot about a second axis relative to the reference structure, a first member arranged to pivot about a third axis relative to the shared link and a fourth axis relative to the controlled member, a first actuator arranged to control a first variable distance between the third axis and fourth axis, a second member arranged to pivot about a fifth axis relative to the shared link and a sixth axis relative to the controlled element, a second actuator arranged to control a second variable distance between the fifth axis and the sixth axis, the system configured such that a change in the first variable distance causes rotation of the controlled element about the second axis when the second variable distance is constant and vice versa.