Parker-Hannifin Corporation

Rockwell Collins, Inc.

Abbas M Charafeddine

David Edwards

Eric A Polcuch

Douglas M Chapman

Brian Curtis Hale

Derek James Olson

Robert S Barlow

Guy J Duplain

Vincent Delacotte

A linear electro-mechanical actuator assembly includes a linear actuator having an output rod end, and a bell crank assembly having a bell crank that is rotatable around a central axis and that has a rod connection opening for receiving the rod end. The bell crank further includes a tube opening along the central axis for receiving a torque tube. First and second bearing plates are positioned on opposite sides of the bell crank, whereby the bank crank rotates relative to the first and second bearing plates. A connection pin provides a hinge connection of the rod end to the bell crank such that linear motion of the rod end imparts rotational motion to the bell crank. The bell crank includes bearing supports positioned on opposite sides of the bell crank body. Circular bearings are positioned within the bearing plates, and around the bearing supports, to support the rotational motion of the bell crank.

Control surface actuator with bell crank assembly

A load detent assembly for restricting creep of a rotating assembly of an actuator used to actuate an aircraft flight control surface. The load detent assembly includes an engagement member having circumferentially spaced engagement surfaces/protruding portions, and a load detent having a stoppage member radially biasable towards the engagement member for interengagement between the engagement surfaces to restrict creep of the rotating assembly. One of the engagement member or the load detent is configured for rotation radially inward of the other of the engagement member or the load detent through at least 360 degrees of rotation. The other of the engagement member or the load detent is configured for being fixed radially outward of the one of the engagement member or the load detent.

Aircraft actuator with no-back, load detent assembly

A control rod assembly is provided for moving a control surface of a flight vehicle. The control rod assembly includes a first connector for connecting to a first structure of vehicle, and a second connector for connecting to a second structure of the vehicle. A connecting rod may be operably coupled between the first and second connectors, and an actuator may be operably coupled to the connecting rod. The actuator may include a screw-and-nut assembly, and a motor that is configured to drive the screw-and-nut assembly. The actuator may be operable such that driving the screw-and-nut assembly via the motor causes the connecting rod to translate linearly along a longitudinal axis to thereby vary a distance between the first and second connectors. The actuators may be electromechanical actuators which may be controlled by a controller without pilot interaction. Two such actuators may be provided on opposite sides of the assembly.

Electromechanically actuated control rod for flight vehicles

A detection system for detecting failure in a primary load path of a flight control actuator and annunciating engagement in a secondary load path of the flight control actuator. The failure in the primary load path causes axial movement in a secondary rod of the secondary load path. The detection system includes a secondary mounting assembly that guides axial movement of the secondary rod; and a sensor that electronically detects relative axial displacement between the secondary rod and the secondary mounting assembly upon a primary load path failure and annunciates transition to engagement in the secondary load path.

Fixed end electronic detection of secondary load path engagement of aircraft flight control actuator

A linear actuator, for controlling movement of a control surface of an aircraft, includes a screw, a primary load path and secondary nut engaged with the screw, and an engagement member. The engagement member moves from an ambush position, maintained by the primary load path or the secondary nut, to an engaged position, restricting relative movement between the primary load path and the secondary nut. The restricted relative movement may occur in response to free relative axial movement of the primary load path and the secondary nut caused by a failure of the primary load path of the linear actuator. A sensor of the linear actuator is configured to sense the failure of the primary load path and the free relative axial movement of the primary load path and the secondary nut.

Moving end electronic detection of secondary load path engagement of aircraft flight control actuator

The actuator locking mechanism is a bi-directional secondary load path lock that operates under both compression and tension loads via a radial locking wedge and axial slide lock system. This locking mechanism is designed to effectively protect against structural disconnect after a primary load path failure occurs and to minimize the axial play in the engaged secondary load path. To avoid the dormancy of such a failure, the activated mechanism jams/stalls the actuator drive thereby alerting the aircrew and the maintenance crew of the fault condition and allowing safe continued flight and landing. This locking mechanism is impervious to relative deflection between the primary and secondary load path such that under a non-failed condition, the mechanism will not jam. A jam only occurs when axial displacement (tension or compression direction) is greater than a predetermined relative deflection. This axial displacement is eliminated by the slide locking system minimizing the axial play. The makeup of this radial locking design also features a cageless roller implementation which captures the rollers within the features of the V-shaped ramp design.

Method and system for minimizing axial backlash in a dual load path fail-safe aircraft actuator system

An actuator load path monitoring system for an aircraft having an aircraft structure, a control surface, and, an actuator connected between the aircraft structure and the control surface to support and position the control surface as desired relative to the aircraft structure. The actuator is of a type including a) an upper actuator assembly securely connected to the aircraft structure, including a motor assembly and gear assembly; b) a ball screw assembly operatively connected to the gear assembly; c) a tie-rod assembly positioned within the ball screw assembly; and, d) a lower actuator assembly securely connected to the control surface, wherein actuation of the ball screw provides selected positioning of the control surface. The actuator load path monitoring system includes an upper load sensing assembly positioned in an upper load path between the upper actuator assembly and the aircraft structure. The upper load sensing assembly provides upper indications of the applied forces in the upper load path when the upper load path is disconnected. A lower load sensing assembly is positioned in a lower load path between the lower actuator assembly and the control surface. The lower load sensing assembly provides upper indications of the applied forces in the lower load path when the lower load path is disconnected. A computer system receives the upper and lower indications of applied forces and analyzes the upper and lower indications, thereby monitoring the structural integrity and safety of the upper and lower load paths by annunciating the detection of a failed portion thereof.

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Mission Viejo, CA, United States of America

Abbas M Charafeddine