US3679956A - Multiple servomotor actuator - Google Patents

Multiple servomotor actuator Download PDF

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US3679956A
US3679956A US7676A US3679956DA US3679956A US 3679956 A US3679956 A US 3679956A US 7676 A US7676 A US 7676A US 3679956D A US3679956D A US 3679956DA US 3679956 A US3679956 A US 3679956A
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servomotors
output
velocity
pair
generated
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William G Redmond
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Ltv Electrosystems Inc
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Ltv Electrosystems Inc
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers

Definitions

  • the several channels When redundant control channels are employed to improve the system reliability the several channels must eventually terminate at a single command that positions the control surface of the aircraft.
  • the several channels may be brought together at the single command either in a force summing configuration or a "displacement summing" configuration.
  • the force summing configuration the outputs of the several channels are connected to a common summing point.
  • the forces developed by each of the channels are summed at this common point into a single force motion.
  • the remaining channel Upon a failure of any one of the several channels, the remaining channel will continue to position the aircraft controls through the full operating range. However, the remaining active channel must drag the failed channel.
  • One of the major disadvantages of the force summingsystem is that a jam in any one of the several channels may result in a catastrophic failure.
  • Displacement summing (series summing) has the advantage that the remaining active channels do not have to drag the failed channel. In other words, the remaining operative channels do not fight each other force wise, as they can in the force summing configurations.
  • the several redundant channels are combined to produce the total desired range of movement for the aircraft control surface. Upon failure of one of these channels, some loss of stroke of the master power drive results with the attendant loss in the range of movement of the control surface.
  • a multiplex actuator for positioning aircraft controls in accordance with generated control signals includes a plurality of servomotors each responsive to a separate generated signal.
  • the servomotors are coupled together to produce a single rotary output from several of the servomotors.
  • the single rotary output from each motor group is combined with the single output of another motor group or with the output of another of the several servomotors.
  • Velocity couplers having inputs connected to either a servomotor group, a servomotor and another velocity coupler, or two other velocity couplers are employed to develop the single rotary output from a plurality of inputs.
  • the output of the last velocity coupler in the chain is converted into a control signal that varies in accordance with the generated signals.
  • a multiplex actuator for producing a position output in accordance with generated control signals includes a first servomotor pair with each motor responsive to a separate generated signal.
  • a velocity coupler having two inputs individually connected to one of the servomotors of the first pair combines the motor outputs and produces a single rotary output.
  • a second servomotor pair with each motor responsive to one of the generated signals not connected to said first servomotor pair is similarly coupled together by means of a velocity coupler having inputs individually coupled to one of the servomotors of the second pair.
  • the velocity coupler for the second servomotor pair also produces a single rotary output.
  • a third velocity coupler having one input connected to the output of the first velocity coupler and a second input connected to the rotary output of the second velocity coupler develops a rotary output related to the two inputs connected thereto.
  • a position control signal that varies in accordance with the pilot generated signals is produced by converting the rotary output of the third velocity coupler.
  • FIG. 1 is a schematic of a redundant control system including a multiplex actuator having a linear output coupled to a servo-valve for controlling a power ram connected to an aircraft control surface;
  • FIG. 2 is a block diagram of a quadruplex input velocity summing actuator producing a linear output for coupling to a servo-valve;
  • FIG. 3 is a schematic of a quadruplex input velocity summing actuator employing three differential gear sets to produce a single rotary output;
  • FIG. 4 is a cross section of a multiplex actuator in accordance with the present invention.
  • FIG. 5 is a mechanical schematic of the full multiplex actuator of FIG. 4.
  • the invention will be described with reference to a quadruplex velocity summing actuator, it should be understood that other degrees of multiplexing may be employed to produce a single motion output in a velocity summing arrangement. Further, the system to be described employs servomotor coupling in pairs by means of a differential gear set. By employing other gearing arrangements, the servomotors may be coupled together in other configurations. It should be further understood that although the output of the multiplex actuator described is in the form of a linear displacement, the actuator may produce a rotary output as a control signal.
  • a multiplex actuator 10 having four electrical signals applied to input terminals 11 through 14. These control signals may be generated in a conventional manner by a stick transducer that converts a mechanical input from a pilot's control stick into electrical signals.
  • the pilot's control input converted into electrical signals by the stick transducer, is transmitted to the tenninals 11 through 14 by a parallel arrangement of wires which may be located at different paths in the air frame to minimize the possibility of a disruption of all the pilot generated control signals to the actuator 10.
  • the electrical signals on terminals 11 through 14 may be received from autopilot sensors, a stability augmentation system, or from other systems, such as a navigation control.
  • the multiplex actuator 10 produces a linear motion output on a connecting rod 16; the linear motion varies in accordance with the electrical control signals on the terminals 1 1 through 14 in a mannerto be described. Coupled to the output of the actuator is a dual tandem servo-valve 18 providing fluid pressure-flow signals to a dual tandem power ram 20.
  • Conduits 46 and 48 similarly interconnect the second section of the valve 18 to the second section of the power ram on. opposite sides of a piston 50.
  • Pistons 44'and 50 of the power ram 20 are interconnected on a piston rod 52 that has an external coupling to a link 54.
  • Link 54 is intended to represent the mechanical linkage between apower ram and one of the control surfaces 56 of an aircraft.
  • the piston rod 52 is in the form of a hollow shaft and is positionable over a linear voltage differential transformer 57 that generates four separate but equal position feedback signals on lines 59 through 62. Feedback signals on the lines 59 through 62 are applied to the multiplex actuator 10 to balance the pilot generated signals on the terminals 11 through 14 to stop the motion of the control surface 56 at a new desired position.
  • quadruplex actuators provide the most favorable degree of redundancy for many actuator applications, but any degree of redundancy may be used with the velocity summing system of the present invention.
  • the system consists of four sets and includes electric servomotors 66 through 69, tachometers 71 through 74, gear drives 75 through 78, and electronic circuitry, all combined to develop a linear motion for driving the dual tandem servo-valve 18 to provide positioning signals to the power ram 20.
  • Output shafts 'of the motors 66 and 67, through the respective gear drives 75 and 76, are coupled to a differential 80 and the output shafts of the motors 68 and 70,
  • a four-channel linear voltage differential transformer (LVDT) 58 is illustrated responsive to movement of the servo-valve 18 through a linkage 88 that is intended to represent the internal feedback loop of the actuator 10.
  • the four-unit LVD transformer 57 is used to provide electrical signals which are proportional to the position of the connecting rod 16 for the internal follow up or inner feedback loop.
  • a four-unit LVDT is a cluster of four separate transducers in a common housing.
  • an electrical control signal at the terminal 11 is applied to a summing amplifier 90 having an output for energizing the servomotor 66.
  • Tachometer 71 responds to the speed of the motor 66 and generates a velocity feedback signal applied to a synchronizer circuit that includes an integrator 92 for first order lag feedback and a feedback resistor 94 for closed loop frequency response (i.e., bandpass).
  • the signal on the input terminal. ll thus produces a rotary motion at the output of the gear drive at a desired velocity which continues until a feedback signal from the LVDT 58 neutralizes the effect of the input terminal signal. This is accomplished when the position of the connecting rod 16 is at the command location.
  • An electrical command signal appearing at the terminal 12 is applied to one input of a summing amplifier 96 having an output for driving the servomotor 68.
  • the tachometer 73 responds to the speed of the motor 68 to produce a velocity feedback signal to a synchronizer circuit consisting of an integrator 98 with a feedback resistor 100.
  • the output of the synchronizer circuit is applied to a second input of the summing amplifier 9 6. This channel is similar to the channel responding to the signal on the terminal 1 I.
  • An electrical control signal on the terminal 12 thus provides rotary motion at the output of the gear drive 77 at a desired velocity until the feedback signal from the LVDT 58 neutralizes the input terminal signal, as explained.
  • An electrical control signal at the terminal 13 is applied to one input of a summing amplifier 102 having an output for energizing the servomotor 67.
  • the tachometer 72 responds to the speed of the servomotor 67 to produce a velocity feedback signal applied to a synchronizer circuit consisting of an integrator 104 having a feedback resistor 106.
  • An output of the synchronizer circuit is applied to a second input of the summing amplifier 102.
  • an electrical control signal on the terminal I4 is applied to one input of a summing amplifier 108 having an output for energizing the servomotor 69.
  • the tachometer 74 generates a velocity feedback signal applied to a synchronizer circuit including an integrator 110 and v a feedback resistor 112. The output of this synchronizercircuit is connected to a second input of the summing amplifier 108.
  • synchronizers other than tachometers and integrator circuits may be used in the system of FIG. 2. For example, a total electronic synchronization scheme may replace the tachometer-integrator circuit illustrated.
  • the summing amplifiers each produce an output signal related to the inputs applied thereto.
  • An output of the differential 84 is converted into linear motion in the transducer 86 to position the servo-valve 18, as explained.
  • the feedvelocity feedback is applied to a second input of the summing amplifier 90.
  • tachometer 71 provides velocity feedback to accomplish two functions. First, a velocity signal is sent back to the summing amplifier through the first order lag (synchronizer) circuit in order to reduce steady state motor speeds that is, the
  • tachometer velocity signal provides channel synchronization.
  • the velocity feedback signal also permits use of a higher loop through 78 are coupled to respective input bevel gears 114 through 117 of differentials 80 and 82.
  • bevel gears 118 and 120 are rotatably mounted to a spider carrier 124 to combine the output of the gear drives 75 and 76 and impart a rotary motion to a gear 126.
  • bevel gears 128 and 130 are rotatably supported on a spider carrier 132 to combine the output of the gear drives 77 and 78 into a rotary motion imparted to a gear 134.
  • the gear 126 is coupled to an input bevel gear 136 of the differential 84 by means of a shaft 138.
  • a second input bevel gear 140 of the differential 84 is connected to the gear 134 by means of a shaft 142.
  • Rotary motion imparted to the gears 126 and 134 is combined in the differential 84 by means of bevel gears 144 and 146 rotatably mounted to a spider carrier 148.
  • the spider carrier 148 is rotary output motion. This motion may be converted into linear movement by a crank or jackscrew or other such devices.
  • the motion of the output gear of the spider carrier 148 will likewise not be affected by a failure of both servomotors coupled to the differential 80. Upon the occurrence of such a failure, the gear 126 will have a zero velocity and be held in a fixed position. The gear 134, however, rotates at a velocity determined by the servomotors 68 and 69, and this velocity is transferred to the output gear of the planet carrier 148 by the differential 84.
  • This failure analysis can be further carried to a failure of three of the four servomotors. Assume that only the servomotor 69 remains operative, then the velocity of the bevel gear 117 will be transferred to the gear 134 and in turn transferred to the output gear of the planet carrier 148 through the differential 84.
  • a brake may be applied to the output shaft of the affected gear drive or to the servomotor, thereby holding the corresponding bevel gear in a fixed position. This prevents the failed servomotor from being dragged by the remaining operative motor of the affected motor pair. Where the inertia of the servomotor, tachometer and gear drive combination is sufficiently high, and no steady state output forces must be maintained, no braking action is required to hold the bevel gear of the failed channel in a fixed position.
  • a servomotor, tachometer and brake unit 150 attaches to a housing 152 and has a gear cut shaft 154 extending through one end plate of the housing and engaging a spur gear 156.
  • the spur gear 156 is direct coupled to one of the input bevel gears of a differential 158.
  • a servomotor, tachometer and brake unit 160 attaches to a bearing plate 162 that forms one end of the housing 152.
  • Unit 160 includes a gear cut shaft 164 engaging a spur gear 166 that is direct coupled to a second input bevel gear of the differential 158.
  • a similar arrangement of two motor, tachometer and brake units having gear cut shafts coupled to the input bevel gears of a differential are included in the cutaway half of the actuator not illustrated in FIG. 4.
  • Differential 158 includes two output bevel gears mounted on a shaft 168 as part of a spider carrier.
  • the spider carrier is mounted to rotate with a shaft 170 that carries an output spur gear 172.
  • the velocity of the shafts 154 and 164 is summed and appears as a single rotary motion imparted to the output spur gear 172. This summing action is accomplished by the interaction of the input and output bevel gears of the differential 158.
  • Spur gear 172 engages a spur gear 174 and transfers rotary motion thereto at a velocity equal to the sum of the velocities of the shafts 154 and 164.
  • Spur gear 174 is direct coupled to an input bevel gear of a differential 176 that has a second input bevel gear coupled to a spur gear 178.
  • Gear 178 engages the output spur gear corresponding to the spur gear 172 for transferring the velocity sum of the two motor units not shown in FIG. 4 to the differential 176.
  • Differential 176 also includes two output bevel gears rotatably mounted on a shaft 180.
  • Shaft 180 is part of a spider carrier that rotates with a shaft 182 journaled in a bearing 184.
  • This velocity summation appears as rotary motion at the shaft 182 which engages a lead screw 186 of a ball screw assembly.
  • the lead screw 186 is rotatably supported in the housing 152 by means of bearings 188 and 190.
  • a ball nut 192 is fitted to the lead screw 186.
  • the ball nut 192 is restrained from rotation in the housing 152 by means of retaining pins 194 and 196 and is fixed to an extension shaft 198 that terminates in a rod end 200.
  • the rod end 200 will be coupled to a servo-valve through mechanical linkages, as illustrated by the rod 16 in FIG. 1 connected to the servo-valve 18, or to a load directly where the power requirements are small.
  • the operation of the lead screw 186 and the ball nut 192 functions to convert the rotary motion of the shaft 182 into linear motion at the rod end 200.
  • This then comprises one form of the transducer 86 of FIG. 2.
  • LVD transformers (not shown) are located outside the housing 152 and connect to the rod end 200 to sense and feedback the actuator output position (such as illustrated in FIG. 2 except that the LVDT 58 is shown connected to the servo-valve 18).
  • a centering assembly positions the rod end 200 to a neutral position.
  • the centering assembly includes a carriage 202 fastened to the extension 198 by means of a nut 204.
  • the carriage 202 moves with the ball nut 192 during normal operation.
  • a spring 206 maintained in a housing 208 by means of spring guides 210 and 212, forces the ball nut 192 to a center position.
  • at least one brake must be released to allow back-driving the mechanism.
  • Energizing signals for the motor and brake portion of the units 150 and 160 and tachometer signals from these units are coupled to the actuator by means of electrical connectors 214 and 216.
  • Two additional connectors (not shown) provide for connecting signals to the units not shown; such an arrangement maintains four channel independence. These connectors carry the electrical signals to and from the amplifiers and synchronizer circuits of FIG. 2.
  • FIG. 5 there is shown a mechanical schematic of the actuator of FIG. 4.
  • the velocity of the output shafts of the servomotor, tachometer and brake units 150 and 160 along with the units 150a and 160a (not shown in FIG. 4) are summed by differential gear sets 158, 176 and 158a, the latter not shown in FIG. 4.
  • the velocity sum of the four motor units appears as a single rotary motion at the output shaft 182 of the differential 176. This rotary motion is converted into a linear motion by operation of the lead screw 186 and the ball nut 192.
  • a multiplex actuator may include an odd number of servomotors, the velocities of which are to be summed. Assume that only three motor units were considered for the actuator of FIG. 5. If units 150, 160 and 160a are to be velocity summed, the units 150 and 160 are connected as illustrated. Unit 160a, on the other hand, is connected directly to the spur gear 178 through the output shaft. The velocity of this unit is then summed with the velocity of 1.58 in/sec/motor.
  • the spur gear 172 of the differential 158 If more than two motor pairs are to be velocity summed, additional differential gear sets are required.
  • the number of differential gear sets required in a system is equal to one less than the number of servomotor outputs to be summed. The end result in any case is a single rotary output at the shaft 182.
  • a multiplex actuator for developing a linear motion output in accordance with generated control signals comprising:
  • a plurality of synchronizers with the individual synchronizers connected between one of the servomotors of the plurality of said servomotors and the input of the respective amplifier for equalizing the speed of said servomotors.
  • a multiplex actuator for producing a position control signal in accordance with generated control signals comprismg:
  • velocity coupling means having one input connected to the rotary output of said first plurality of servomotors and a second input connected to the rotary output of said second plurality of servomotors, said velocity coupling means developing a single rotary output from the two inputs connected thereto,
  • first plurality of amplifiers with individual amplifiers thereof having an input connected to one of the generated signals and an output connected to the respective servomotor of the first motor plurality,
  • a second plurality of synchronizers with the individual synchronizers connected between one of the servomotors of the second plurality and the input of the respective amplifier for equalizing the speed of the motors of said second plurality.
  • said second plurality of synchronizers includes a second plurality of tachometers individually responsive to the output of one of the servomotors of the second plurality and generating a velocity feedback signal applied to the respective amplifier therefor.
  • a multiplex actuator for positioning aircraft controls in accordance with generated control signals comprising:
  • a first velocity coupling means having inputs individually connected to the servomotors of said first pair for coupling said servomotors together and producing a single rotary output thereof
  • third velocity coupling means having one input connected to the rotary output of said first coupling means and a second input connected to the rotary output of said second coupling means, said third velocity coupling means developing a single rotary output from said two in- P a first pair of synchronizers with the individual synchronizers connected to one of the servomotors of said first pair to modify the separate generated signal to the individual motors for equalizing the speed of said motors,
  • said second synchronizer pair includes a second pair of tachometers individually responsive to the output of one of the servomotors of the second pair and generating a velocity feedback signal applied to the respective servomotor for modifying the generated signal.
  • a multiplex actuator for positioning aircraft controls in accordance with generated control signals comprising:
  • each individual amplifier having an input connected to one of the generated signals and an output connected to the respective servomotor of the first servomotor pair
  • first velocity coupling means having inputs connected to the servomotors of said first pair for coupling said motors together to produce a single rotary output
  • each individual amplifier having an input connected to one of the generated signals and an output connected to the respective servomotor of the second servomotor pair
  • second velocity coupling means having inputs connected to the servomotors of said second pair for coupling said motors together to produce a single rotary output
  • third velocity coupling means having one input connected to the rotary output of said first coupling means and a second input connected to the rotary output of said second coupling means, said third velocity coupling means developing a single rotary output from the two inputs connected thereto,
  • a first tachometer pair individually responsive to the output of one of the servomotors of the first pair and generating a velocity feedback signal applied to one input of the respective amplifiers
  • a second tachometer pair individually responsive to the output of one of the servomotors of the second pair and generating a velocity feedback signal applied to the respective amplifier
  • a multiplex actuator for positioning aircraft controls as set forth in claim 10 including a first integrator pair with the individual integrators connected between the output of one tachometer of the first servomotor pair and the input of the respective amplifier for equalizing the speed of the motors of said first pair, and
  • each of said differential gear sets includes input bevel gears and a spider carrier having bevel gears engaging said input gears, said spider carrier coupled to an output shaft for producing the single rotary motion.
  • a multiplex actuator for producing a positioning control signal in accordance with generated control signals comprising:
  • velocity coupling means having one input connected to the rotary output of said first plurality of servomotors and a second input connected to the rotary output of said second plurality of servomotors, said velocity coupling means developing a single rotary output from the two inputs connected thereto,
  • a multiplex actuator for producing a positioning control signal as set forth in claim 16 including a first plurality of tachometers individually responsive to the output of one of the servomotors of the first plurality and generating a velocity feedback signal applied to the respective amplifier, and
  • a second plurality of tachometers individually responsive to the output of one of the servomotors of the second plurality and generating a velocity feedback signal applied to the respective amplifier therefor.
  • a multiplex actuator for producing a position control signal in accordance with generated control signals compris- I a first plurality of servomotors with each motor responsive to a separate generated signal and velocity coupled to produce a single rotary output,
  • At least one additional servomotor responsive to one of the generated signals not connected to said first plurality of servomotors and having a single rotary output
  • velocity coupling means having one input connected to the rotary output of said first plurality of servomotors and a second input connected to the rotary output of said additional servomotors, said velocity coupling means developing a single rotary output from the two inputs connected thereto,
  • At least one additional synchronizer connectedto one of said additional servomotors to modify the generated signal connected to the individual motors for equalizing the speed thereof.
  • a multiplex actuator for developing a linear motion output in accordance with generated control signals comprising:
  • a plurality of synchronizers with individual synchronizers connected to one of the servomotors of said plurality to modify the generated signal connected to the individual motors for equalizing the speed of said servomotors.

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Cited By (15)

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US4032757A (en) * 1973-09-24 1977-06-28 Smiths Industries Limited Control apparatus
US4035705A (en) * 1975-03-17 1977-07-12 Sperry Rand Corporation Fail-safe dual channel automatic pilot with maneuver limiting
US4434389A (en) 1980-10-28 1984-02-28 Kollmorgen Technologies Corporation Motor with redundant windings
US4521707A (en) * 1983-12-12 1985-06-04 The Boeing Company Triple redundant electromechanical linear actuator and method
US5589749A (en) * 1994-08-31 1996-12-31 Honeywell Inc. Closed loop control system and method using back EMF estimator
US5670856A (en) * 1994-11-07 1997-09-23 Alliedsignal Inc. Fault tolerant controller arrangement for electric motor driven apparatus
US5929549A (en) * 1998-04-02 1999-07-27 Pacific Scientific Company Fault tolerant electric machine
US20030098197A1 (en) * 2001-11-23 2003-05-29 Daniel Laurent Electrical steering for vehicle, with triple redundancy
US20140027566A1 (en) * 2012-02-10 2014-01-30 Merlin Technology, Inc. Rotorcraft autopilot system, components and methods
US20150239551A1 (en) * 2014-02-27 2015-08-27 Goodrich Actuation Systems Sas Stability and Control Augmentation System
US9272780B2 (en) 2012-02-10 2016-03-01 Merlin Technology, Inc. Rotorcraft autopilot and methods
EP3061687A1 (de) * 2015-02-26 2016-08-31 ZF Friedrichshafen AG Aktuator für luftfahrtanwendungen
US10318904B2 (en) 2016-05-06 2019-06-11 General Electric Company Computing system to control the use of physical state attainment of assets to meet temporal performance criteria
EP3741667A1 (en) * 2019-05-22 2020-11-25 Honeywell International Inc. Actuator systems and methods for flight control surface
US11014658B1 (en) 2015-01-02 2021-05-25 Delbert Tesar Driveline architecture for rotorcraft featuring active response actuators

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US3054039A (en) * 1957-09-05 1962-09-11 Meredith Dennis Lello Plural channel servo systems
US3136698A (en) * 1962-08-24 1964-06-09 Estle R Mann Servo-controlled regulator for neutronic reactors
US3146386A (en) * 1963-07-10 1964-08-25 Gerber Scientific Instr Co Stepping motor drive
US3422325A (en) * 1964-03-10 1969-01-14 Gerber Scientific Instr Co Device for driving a movable part with precise control over its displacement during movement
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Cited By (32)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4032757A (en) * 1973-09-24 1977-06-28 Smiths Industries Limited Control apparatus
US4035705A (en) * 1975-03-17 1977-07-12 Sperry Rand Corporation Fail-safe dual channel automatic pilot with maneuver limiting
US4434389A (en) 1980-10-28 1984-02-28 Kollmorgen Technologies Corporation Motor with redundant windings
US4521707A (en) * 1983-12-12 1985-06-04 The Boeing Company Triple redundant electromechanical linear actuator and method
US5589749A (en) * 1994-08-31 1996-12-31 Honeywell Inc. Closed loop control system and method using back EMF estimator
US5670856A (en) * 1994-11-07 1997-09-23 Alliedsignal Inc. Fault tolerant controller arrangement for electric motor driven apparatus
US5929549A (en) * 1998-04-02 1999-07-27 Pacific Scientific Company Fault tolerant electric machine
US20030098197A1 (en) * 2001-11-23 2003-05-29 Daniel Laurent Electrical steering for vehicle, with triple redundancy
US6820715B2 (en) * 2001-11-23 2004-11-23 Conception et Développement Michelin S.A. Electrical steering for vehicle, with triple redundancy
US9586681B2 (en) 2012-02-10 2017-03-07 Merlin Technology, Inc. Rotorcraft autopilot system, components and methods
US20140027566A1 (en) * 2012-02-10 2014-01-30 Merlin Technology, Inc. Rotorcraft autopilot system, components and methods
US10843796B2 (en) 2012-02-10 2020-11-24 Merlin Technology, Inc. Rotorcraft advanced autopilot control arrangement and methods
US9150308B2 (en) * 2012-02-10 2015-10-06 Merlin Technology, Inc. Rotorcraft autopilot system, components and methods
US9272780B2 (en) 2012-02-10 2016-03-01 Merlin Technology, Inc. Rotorcraft autopilot and methods
US11591078B2 (en) 2012-02-10 2023-02-28 Merlin Technology, Inc. Rotorcraft autopilot and methods
US10351231B2 (en) 2012-02-10 2019-07-16 Merlin Technology, Inc. Rotorcraft autopilot and methods
US10464662B2 (en) 2012-02-10 2019-11-05 Merlin Technology, Inc. Rotorcraft autopilot system, components and methods
US9758244B2 (en) 2012-02-10 2017-09-12 Merlin Technology, Inc. Rotorcraft autopilot and methods
US10926872B2 (en) 2012-02-10 2021-02-23 Merlin Technology, Inc. Rotorcraft autopilot and methods
US10059441B2 (en) 2012-02-10 2018-08-28 Merlin Technology, Inc. Rotorcraft autopilot system, components and methods
US10037040B2 (en) * 2014-02-27 2018-07-31 Goodrich Actuation Systems Sas Stability and control augmentation system
US20150239551A1 (en) * 2014-02-27 2015-08-27 Goodrich Actuation Systems Sas Stability and Control Augmentation System
EP2913265A1 (en) * 2014-02-27 2015-09-02 Goodrich Actuation Systems SAS Stability and control augmentation system
US11014658B1 (en) 2015-01-02 2021-05-25 Delbert Tesar Driveline architecture for rotorcraft featuring active response actuators
DE102015203411A1 (de) * 2015-02-26 2016-09-01 Zf Friedrichshafen Ag Aktuator für Luftfahrtanwendungen
US10421539B2 (en) 2015-02-26 2019-09-24 Zf Friedrichshafen Ag Actuator for use in aviation
US11008097B2 (en) 2015-02-26 2021-05-18 Zf Friedrichshafen Ag Actuator for use in aviation
EP3061687A1 (de) * 2015-02-26 2016-08-31 ZF Friedrichshafen AG Aktuator für luftfahrtanwendungen
US10318903B2 (en) 2016-05-06 2019-06-11 General Electric Company Constrained cash computing system to optimally schedule aircraft repair capacity with closed loop dynamic physical state and asset utilization attainment control
US10318904B2 (en) 2016-05-06 2019-06-11 General Electric Company Computing system to control the use of physical state attainment of assets to meet temporal performance criteria
EP3741667A1 (en) * 2019-05-22 2020-11-25 Honeywell International Inc. Actuator systems and methods for flight control surface
US11383824B2 (en) 2019-05-22 2022-07-12 Honeywell International Inc. Actuator systems and methods for flight control surface

Also Published As

Publication number Publication date
FR2079184A1 (enExample) 1971-11-12
FR2079184B1 (enExample) 1976-04-16
GB1347297A (en) 1974-02-27
CA971246A (en) 1975-07-15

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