Goodrich Actuation Systems Patente

A rotary actuator (100) is provided which comprises: a rotary component (102); a fixed component (104a, 104b), wherein the rotary component is adapted to rotate about a rotational axis (X-X) relative to the fixed component, wherein the fixed component is configured to be mounted to and fixed relative to a first structure; and a mounting arrangement (106) adapted to mount the rotary component to a second structure such that rotation of the rotary component pivots the second structure about the rotational axis relative to the first structure. The mounting arrangement comprises: a rotary output (108) configured to rotate with the rotary component; a first rotary output aperture (120); a second rotary output aperture (122), wherein the first and second rotary output apertures are spaced from each other and extend through the rotary output; a driving component (130a, 130b) configured to be fixed to the second structure to drive rotation thereof; a first driving component aperture (132); a second driving component aperture (134), wherein the first and second driving component apertures are spaced from each other and extend through the driving component; an eccentric bushing (140) at least partly located in at least one of the first rotary output aperture and the first driving component aperture; a first fastener (170) extending along a first fastener axis (F-F), through the eccentric bushing, the first rotary output aperture and the first driving component aperture; and a second fastener (172) extending along a second fastener axis (G-G), through the second rotary output aperture and the second driving component aperture so as to mount the rotary output to the driving component, wherein the distance between the first fastener axis and the second fastener axis is adjusted by rotation of the eccentric bushing.

An aircraft control surface actuation system comprising a reducer and an aircraft control surface, the reducer comprising: a first piston with a first frontal area, the first piston configured to move the aircraft control surface; and a second piston with a second frontal area, the second piston configured for actuation by an actuator. The second piston is in hydraulic communication with the first piston, such that movement of the second piston causes movement of the first piston. The second frontal area is different to the first frontal area to provide a reduction ratio between the actuator and the aircraft control surface.

A locking mechanism (3) for an actuator (1) is provided. The mechanism includes: a rotatable shaft (14) extending along a longitudinal axis (C-C), the shaft comprising a circumferential outer surface (18) and three or more surface features (20a-20f), wherein the three or more surface features are circumferentially spaced from each other; an outer casing (16) comprising an inner surface (56) circumferentially surrounding at least part of the shaft, wherein the outer casing is axially movable between a first axial position and a second axial position relative to the shaft; and three or more balls (32a-32f), wherein each of the three or more balls is received by a respective surface feature and axially retained within the respective surface feature. Each surface feature comprises: a first surface (22) extending from a first surface first end (24) on the circumferential outer surface to a first surface second end (26), wherein the first surface second end is radially inward of the first surface first end; and a contact surface (28) extending from a contact surface first end (30) on the circumferential outer surface to the first surface second end such that at least part of the contact surface extends at an acute angle to the first surface, wherein the contact surface first end is circumferentially spaced from the first surface. Each ball is motivated towards the first surface of the respective surface feature when the shaft rotates in a first direction. Each ball is motivated away from the first surface of the respective surface feature when the shaft rotates in a second, opposite direction. A radial distance of the inner surface from the longitudinal axis varies in the axial direction such that: when the outer casing is in the first axial position, the shaft is free to rotate in the first direction and in the second direction, and when the outer casing is in the second axial position, the shaft is free to rotate in the first direction and each of the balls are wedged between the inner surface of the outer casing and their respective contact features, resisting the rotation of the shaft in the second direction.

There is provided a linear actuator (10) comprising: an output rod (20) having a longitudinal axis (22) and a distal end (11); a structure (26) comprising a friction surface (28) radially spaced from the output rod (20), wherein the output rod (20) is configured for extension and retraction in an axial direction relative to the structure (26); an input rod (18) for driving movement of the output rod (20), wherein the input rod (18) is axially moveable relative to the output rod (20); and a locking element (30; 48). The locking element (30; 48) comprises: a brake portion (32; 50) arranged between the friction surface (28) and the output rod (20); and an inclined surface (26; 54). The locking element (30; 48) is axially moveable relative to the output rod (20), wherein when the input rod (18) is moved in a first axial direction (D1; D2) relative to the structure (26), the input rod (18) contacts the locking element (30; 48) so as to drive the output rod (20) in the first axial direction (D1; D2), and wherein when an external load acts on the distal end (11) of the output rod (20) in the first axial direction (D1; D2), an engagement feature (40; 58) of the output rod (20) is pushed against the inclined surface (26; 54) of the locking element (30; 48) so as to wedge the brake portion (32; 50) of the locking element (30; 48) against the friction surface (26), limiting movement of the output rod (20) in the first axial direction (D1; D2).

A control system for an aircraft comprising: a first left wing control element; a second left wing control element; a left wing hydraulic power pack configured to supply hydraulic fluid to the first and second left wing control elements to actuate the first and second left wing control elements; a first right wing control element; a second right wing control element; and a right wing hydraulic power pack configured to supply hydraulic fluid to the first and second right wing control elements to actuate the first and second right wing control elements.

An aircraft control surface system 101 comprises a control surface 102 and an actuator device 200 for controlling movement of the control surface between a retracted configuration and a deployed configuration. The actuator device comprises an actuator arm 202 coupled to the control surface, a barrel 204, a piston 206 and a pumping apparatus 212. The actuator can perform a deployment operation in which a deploying force causes the control surface to move from the retracted configuration to the deployed configuration and the piston to move so as to cause an increase in the fluid pressure difference between forward 208 and rear 210 chambers of the barrel. The actuator can also perform a retraction operation in which the pumping apparatus causes fluid to flow into the forward chamber of the barrel to further increase the fluid pressure difference and drive the piston to move so that the control surface moves from the deployed configuration to the retracted configuration.

An actuator for an aircraft control surface, the actuator comprising: first, second and third movable elements, wherein the third movable element is in screw engagement with the first movable element with a first lead , wherein the third movable element is in screw engagement with the second movable element with a second lead, wherein the first lead is different from the second lead to provide a reduction ratio between the first and second movable elements; wherein a motor engaging component of the first, second and third movable elements and third movable element is connectable to a motor such that the motor rotates the first component in use, wherein an aircraft control surface engaging component of the first, second and third moveable elements is connectable to the aircraft control surface to move the aircraft control surface on rotation of the motor engaging component in use.

A motor (2) configured to drive an actuator. Wherein the motor (2) includes a stator (4) and a rotor (6). Wherein the rotor (6) includes an array of permanent magnets (8) in a Halbach arrangement and a support structure (12) configured to support the array of permanent magnets (8). The support structure (12) is non-magnetic.

A system (1) for actuating a spoiler (4a-c) of an aircraft (2). The system (1) includes a spoiler (4a-c) and an actuator (8) configured to actuate the spoiler (4a-c) between a closed position and an open position. The actuator (8) includes an output member (12) connected to the spoiler (4a-c), wherein the output member (12) is configured to move between a retracted position, in which the spoiler (4a-c) is in the closed position, and an extended position, in which the spoiler (4a-c) is in the open position. The actuator (8) also includes a motor (10) configured to drive the output member (12) between the retracted position and the extended position and a biasing member (24) configured to bias the output member (12) towards the retracted position.

A strain wave drive assembly comprising: an assembly housing (100) containing: a wave generator (110) arranged to rotate about an axis and having an elliptical cross-section; a flex spline (30) mounted around the wave generator; and an output spline (55a, 55b) arranged around the flex spline, the output spline driven by the wave generator via the flex spline, wherein the wave generator, the flex spline and the output spline are assembled to float relative to the assembly housing.

A foldable wing tip actuation system comprising: a plurality of actuators including: a wing tip actuator (10, 10') configured to move a wing tip (1, 1') relative to a fixed wing part (2, 2') of an aircraft about a hinge line (H, H') at which the wing tip is hingedly attached to the fixed wing part; one or more latch actuators (61, 62; 61', 62') configured to operate a latch mechanism for locking the wing tip against movement relative to the fixed wing part; and a common motor drive (20, 120) arranged to drive two or more of the plurality of actuators under control of a single motor control (30, 130).

There is provided a device (100) for aiding in inserting internal magnets into a hollow shaft (600) and / or removing internal magnets from the hollow shaft, the hollow shaft extending along a longitudinal axis (A-A), the device comprising a fixed member (200) configured to support the hollow shaft, a first magnet (330a) mounted such that, when in a use position, the north pole of the first magnet faces the hollow shaft, and a second magnet (330b) mounted such that, when in a use position, the south pole of the second magnet faces the hollow shaft, wherein the first and second magnets are axially moveable relative to the fixed member. There is also provided a method for inserting internal magnets into a hollow shaft, a method for removing internal magnets from a hollow shaft, and a method for assembling an actuator.

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A rotary electromechanical actuator, EMA, comprising: a first EMA part (1) comprising a first electric motor (12) and a first rotary shaft (S1) extending along an axis and arranged to be rotated about the axis by the first electric motor, and a first 1st stage gearbox (10) providing a geared transmission from the first electric motor to the first output shaft, and a first brake assembly (14) for applying a braking force to the first output shaft; the EMA further comprising: a second EMA part (2) comprising a second electric motor (22) and a second rotary shaft (S2) extending along the axis and arranged to be rotated about the axis by the second electric motor, and a second 1st stage gearbox (20) providing a geared transmission from the second electric motor to the second output shaft, and a second brake assembly (24) for applying a braking force to the second output shaft; and the EMA further comprising an output (40) arranged to rotate with rotation of the first shaft and the second shaft; the EMA further comprising a common stage gearbox (30) providing a geared transmission between the first and second shafts and the output (40), the common stage gearbox being located between the first and second 1st stage gearboxes; wherein the common stage gearbox comprises: a first sun gear (32) in engagement with and driven by the first shaft (S1) and a second sun gear (34) in engagement with and driven by the second shaft (S1); a first intermediate gear (33) driven by the first sun gear; a second intermediate gear (35) driven by the second sun gear; and an outer gear structure (36) arranged to engage with the first and the second intermediate gears; wherein the outer gear structure comprises: a first outer gear part (37) that extends across and engages both the first intermediate gear and the second intermediate gear; and a second outer gear part (38) that meshes with the first intermediate gear and is engaged with and drives the output (40).

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An electromechanical actuator, EMA, assembly operable in a plurality of modes, the EMA assembly comprising: an electrical motor having a motor shaft (201) extending along an axis (A) of the EMA, the motor driving the shaft to rotate about the axis; a gear assembly (401, 402) mounted around, and in geared connection with the shaft, to rotate with the shaft; an EMA output (300) connected to the gear assembly such that rotation of the motor shaft causes rotation of the output via the gear assembly, the output rotating at a speed which is a predetermined fraction of the speed of rotation of the motor shaft based on the gear ratio of the gear assembly; wherein the output is arranged to have a neutral position and to be rotatable away from the neutral position in a first, positive, extension direction to an extension position and away from the neutral position in a second, negative, retraction direction to a retracted position; a torque limiter (900) having a predetermined torque limit, wherein the torque limiter is arranged to limit torque transfer between the gear assembly and the output; an anti-extension mechanism (14, 140, 145) moveable between an engaged position in which it inhibits rotation of the output in the extension direction and a disengaged position wherein it allows rotation of the output in the extension direction, the anti-extension mechanism comprising a solenoid and a ratchet wheel and an anti-extension spring, wherein the anti-extension mechanism is in the disengaged position when the solenoid is energized to move the ratchet against the force of the anti-extension spring and is in the engaged position when the solenoid is not energized; wherein, in an active mode of the plurality of modes, the solenoid is energized and wherein rotation of the output shaft in either direction of rotation drives the output to rotate; wherein in an anti-extension mode, the solenoid is not energized and, when the output is at the neutral position or in the extension position, the output shaft is connected for rotation, via the ratchet, wherein the ratchet is arranged to prevent rotation of the output shaft in the extension direction of rotation; and wherein the torque limiter disengages the anti-extension mechanism in the event that the predetermined torque limit is reached; wherein in the anti-extension mode and when the output is in the retracted position, the torque limiter is adjusted to disengage the anti-extension mechanism at a torque lower than the predetermined torque limit., and/or when the output position is approaching an end stop position the torque limiter is adjusted to disengage the anti-extension mechanism at a torque lower than the predetermined torque limit.

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A mechanical architecture is provided for aircraft distributed flap actuation and includes a shaft (310) and first and second actuation units (320, 330). The first actuation unit (320) includes a motor, a first actuator for translating and rotating a flap and being connected to a first side of the flap, a first gearbox to transfer and increase torque from the motor to the first actuator and a first brake configured to hold the flap in place. The second actuation unit (330) includes a second actuator that receives the torque from the first gearbox via the shaft (310) for translating and rotating the flap and being connected to a second side of the flap, a second gearbox that receives the torque from the first gearbox via the shaft (310) and reduces the torque and a second brake receptive of the torque from the second gearbox and configured to hold the flap in place through the second actuator.

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